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Honeywell Aerospace Electronic Systems CESPhoenix P.O. Box 21111 Phoenix, Arizona 850361111 U.S.A.

TO:

HOLDERS OF THE PRIMUSR 1000 INTEGRATED AVIONICS SYSTEM WITH INTEGRAL FMS FOR THE CITATION EXCEL PILOTS MANUAL, HONEYWELL PUB. NO. A281146137 REVISION NO. 2 DATED SEPTEMBER 2002 HIGHLIGHTS

Pages that have been revised are outlined below. Remove and insert the affected pages listed. The revision number has been added to the bottom of the revised pages and revision bars have been used to indicate the revised or added text. Insert this highlights letter in the manual in your possession ahead of page RR-1/RR-2, Record of Revisions. The List of Effective Pages shows the order in which to insert the attached new pages of front material into your manual. Page No. Title Pages RR1/RR2 LEP1 thru LEP4 TC1, TC4 thru TC6, TC9 11 17 thru 110 Description of Change Revised to reflect Revision 2. Revised to reflect Revision 2. Revised to reflect Revision 2. Updated titles.

Added new part numbers for the PFD Bezel Controller and Display Controller in Table 11. Added new Product Support Section. No revision bars added. Highlights Page 1 of 3 September 2002

Page No. 211/212 35 thru 37

Description of Change Corrected Figure 21: changed aileron servo to rudder servo. Revised Figure 32 to reflect new PFD Bezel Controller. Added bullets to reflect RD/BARO button and MINIMUMS knob on the new PFD bezel. Some text shifted. Revised Figure 314 to reflect new Display Controller and causing text to shift. Added note to reflect change to RA knob. Added bullet to reflect new PUSH TEST button and causing text to shift. Revised Figure 320 to reflect new BARO/RADIO minimums annunciations and move CAT II annunciation. Changed lower limit of RA from 85 to 50 feet on DC and valid indication on PFD from 80 to 100. Revised Figure 321 to reflect change and updated figure title. Revised Figure 323 to reflect changes. Updated table titles. Revised Figure 327 to reflect new BARO Minimums bug; added color. Added bullet to reflect new BARO minumums bug. Added bullets to reflect radio altitude and ILS. Revised Figure 342; added color. Updated figure title. Revised Figure 63. Revised Figure 65. Revised Figure 67. Revised Figure 69. Revised Figure 611. Revised Figure 612. Highlights Page 2 of 3 September 2002

316, 317 318, 319

331

333 334 341 347 361 365 377 387 398 64 66 68 610 613 616

Page No. 618 619 621 648 651 653 729, 730 Index1 thru Index12

Description of Change Revised Figure 614. Revised Figure 616. Revised Figure 618. Revised Figure 636. Revised Figure 639. Revised Figure 641. Updated titles. Revised to reflect Revision 2.

Highlights Page 3 of 3 September 2002

Honeywell Aerospace Electronic Systems CESPhoenix P.O. Box 21111 Phoenix, Arizona 850361111 U.S.A.

PRIMUSR 1000 Integrated Avionics System with Integral FMS for the

Citation Excel

Pilots Manual

Printed in U.S.A.

Pub. No. A28114613702

Revised September 2002 November 1999

PROPRIETARY NOTICE This document and the information disclosed herein are proprietary data of Honeywell. Neither this document nor the information contained herein shall be used, reproduced, or disclosed to others without the written authorization of Honeywell, except to the extent required for installation or maintenance of recipients equipment. NOTICE FREEDOM OF INFORMATION ACT (5 USC 552) AND DISCLOSURE OF CONFIDENTIAL INFORMATION GENERALLY (18 USC 1905) This document is being furnished in confidence by Honeywell. The information disclosed herein falls within exemption (b) (4) of 5 USC 552 and the prohibitions of 18 USC 1905. All rights reserved. No Part of this book, CD, or PDF may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or by any information storage and retrieval system, without the written permission of Honeywell International, except where a contractual arrangement exists between the customer and Honeywell. S2002

ASSOCIATE MEMBER

E
Member of GAMA General Aviation Manufacturers Association

PRIMUS is a U.S. registered trademark of Honeywell.

E2002 Honeywell

PRIMUSR 1000 Integrated Avionics System with Integral FMS

Record of Revisions
Upon receipt of a revision, insert the latest revised pages and dispose of superseded pages. Enter revision number and date, insertion date, and the incorporators initials on this Record of Revisions. The typed initial H is used when Honeywell is the incorporator of the revision. Revision Number 1 2 Revision Date Sep 2000 Sep 2002 Insertion Date Sep 2000 Sep 2002

By H H

A281146137 Rev 2 Sep 2002

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Title Page Record of Revisions RR--1/RR--2 List of Effective Pages LEP--1 LEP--2 LEP--3 LEP--4 Table of Contents TC--1 TC--2 TC--3 TC--4 TC--5 TC--6 TC--7 TC--8 TC--9 TC--10 Introduction 1--1 1--2 1--3 1--4 F 1--5/1--6 1--7 1--8 1--9 1--10 System Description 2--1 2--2 2--3 2--4 H H H H H H H H H H H H H H H H H H

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System Limits 5--1 5--2 5--3 5--4 5--5 5--6 5--7 5--8 Modes of Operation 6--1 6--2 6--3 6--4 6--5 6--6 6--7 6--8 6--9 6--10 6--11 6--12 6--13 6--14 6--15 6--16 6--17 6--18 6--19 6--20 6--21 6--22 6--23 6--24 6--25 6--26 6--27 6--28 6--29 6--30 6--31 6--32 6--33 6--34 6--35 6--36 H H H H H H H H H H H H H 0 0 0 2 2 2 2 2 2 2 0 0 2 0 0 2 2 2 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 F Troubleshooting 7--1 7--2 7--3 7--4 7--5 7--6 7--7 7--8 7--9 7--10 7--11 7--12 7--13 7--14 7--15 7--16 7--17 7--18 7--19 7--20 7--21/7--22 7--23/7--24 7--25 7--26 7--27 7--28 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

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7--29 7--30 7--31 7--32 F F F 7--33/7--34 7--35/7--36 7--37/7--38 8--1 8--2 8--3 8--4 8--5/8--6 Appendix A A--1 A--2 A--3 A--4 A--5 A--6 A--7 A--8 A--9 A--10 A--11 A--12 A--13 A--14 A--15/A--16 Appendix B B--1 B--2 B--3 B--4 B--5 B--6 B--7 B--8 B--9 B--10 1 1 1 1 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H H

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A28- 1146- 137 Rev 2 Sep 2002

PRIMUSR 1000 Integrated Avionics System with Integral FMS

Table of Contents
Section 1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRIMUSR 1000 Integrated Avionics System . . . . . Honeywell Product Support . . . . . . . . . . . . . . . . . . . . Publication Ordering Information . . . . . . . . . . . . . . . 2. SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electronic Flight Instrument System (EFIS) . . . . . . Flight Guidance System (FGS) . . . . . . . . . . . . . . . . . Air Data System (ADS) . . . . . . . . . . . . . . . . . . . . . . . PRIMUSR 880 Digital Weather Radar System . . . Attitude and Heading Reference System (AHRS) . Flight Management System (FMS) . . . . . . . . . . . . . Traffic Alert and Collision Avoidance System (TCAS) (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . Enhanced Ground Proximity Warning System (EGPWS) (Optional) . . . . . . . . . . . . . . . . . . . . . . . . Lightning Sensor System (LSS) (Optional) . . . . . . . Other Switches and Controls . . . . . . . . . . . . . . . . . . . 3. ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Primary Flight Display (PFD) Bezel Controller . . . Multifunction Display (MFD) Bezel Controller . . Display Controller (DC) . . . . . . . . . . . . . . . . . . . . . Remote Instrument Controller . . . . . . . . . . . . . . . Multifunction Display (MFD) Controller . . . . . . . EFIS Reversionary Functions . . . . . . . . . . . . . . . Primary Flight Display (PFD) . . . . . . . . . . . . . . . . . . . Attitude Director Indicator (ADI) Displays and Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . Horizontal Situation Indicator (HSI) Displays and Annunciators . . . . . . . . . . . . . . . . . . . . . . . . Airspeed Display . . . . . . . . . . . . . . . . . . . . . . . . . . Altimeter Display . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Speed (VS) Display . . . . . . . . . . . . . . . . . Traffic Alert and Collision Avoidance System (TCAS) (Optional) . . . . . . . . . . . . . . . . . . . . . . . .
A281146137 Rev 2 Sep 2002

Page 1-1 1-1 1-7 1-10 2-1 2-1 2-4 2-6 2-7 2-7 2-8 2-8 2-8 2-8 2-8 2-9 3-1 3-1 3-5 3-5 3-6 3-16 3-20 3-21 3-26 3-28 3-30 3-43 3-57 3-61 3-66 3-68

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Table of Contents (cont)


Section Page 3. ELECTRONIC FLIGHT INSTRUMENT SYSTEM (CONT) Enhanced Ground Proximity Warning System (EGPWS) (Optional) . . . . . . . . . . . . . . . . . . . . . Typical PFD Presentations . . . . . . . . . . . . . . . . . . PFD Caution and Failure Displays . . . . . . . . . . . PFD Test Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . Multifunction Display (MFD) . . . . . . . . . . . . . . . . . . . MFD Common Symbols . . . . . . . . . . . . . . . . . . . . MFD Map View . . . . . . . . . . . . . . . . . . . . . . . . . . . Weather Display in MFD Map View . . . . . . . . . . MFD Plan View . . . . . . . . . . . . . . . . . . . . . . . . . . . Checklist Display . . . . . . . . . . . . . . . . . . . . . . . . . . Traffic Alert and Collision Avoidance System (TCAS) Display (Optional) . . . . . . . . . . . . . . . . . Enhanced Ground Proximity Warning System (EGPWS) Display (Optional) . . . . . . . . . . . . . . MFD Failure and Warning Displays . . . . . . . . . . Display System Reversionary Modes . . . . . . . . . . . EFIS Reversionary Modes . . . . . . . . . . . . . . . . . . Display Controller Failures . . . . . . . . . . . . . . . . . . Display Color Coding Convention . . . . . . . . . . . . . . . 4. FLIGHT GUIDANCE SYSTEM (FGS) . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mode Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Autopilot Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . Remote Switches and Annunciators . . . . . . . . . . . . Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5. SYSTEM LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . Attitude Director Indicator (ADI) Command Cue . . Glideslope Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . Glideslope Gain Programming . . . . . . . . . . . . . . . . . Lateral Beam Sensor (LBS) . . . . . . . . . . . . . . . . . . . . Localizer Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . . Localizer Gain Programming (LOC II) . . . . . . . . . . . Navigation on Course (NOC) . . . . . . . . . . . . . . . . . . True Airspeed (TAS) Gain Programming . . . . . . . . . Vertical Beam Sensor (VBS) . . . . . . . . . . . . . . . . . . . VOR Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOR Over Station Sensor (OSS) . . . . . . . . . . . . . . .
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3-70 3-71 3-80 3-83 3-84 3-85 3-92 3-95 3-97 3-99 3-101 3-107 3-112 3-116 3-116 3-116 3-117 4-1 4-1 4-1 4-3 4-5 4-5 4-5 5-1 5-1 5-1 5-1 5-2 5-2 5-2 5-3 5-3 5-3 5-4 5-4

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Table of Contents (cont)


Section VOR After Over Station Sensor (AOSS) . . . . . . . . . System Performance and Operating Limits . . . . . . 6. MODES OF OPERATION . . . . . . . . . . . . . . . . . . . . . Lateral Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heading Hold, Wings Level . . . . . . . . . . . . . . . . . Roll Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heading Select . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOR Navigation (NAV) . . . . . . . . . . . . . . . . . . . . . Zone of Confusion . . . . . . . . . . . . . . . . . . . . . . . . . Long Range Navigation (LRN) . . . . . . . . . . . . . . VOR Approach (VAPP) . . . . . . . . . . . . . . . . . . . . . Localizer (NAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . Back Course (BC) . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pitch Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Speed (VS) Hold . . . . . . . . . . . . . . . . . . . Flight Level Change (FLC) . . . . . . . . . . . . . . . . . . Altitude Preselect (ASEL) . . . . . . . . . . . . . . . . . . . Altitude Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Navigation (VNAV) . . . . . . . . . . . . . . . . . Instrument Landing System (ILS) . . . . . . . . . . . . . . . Overspeed Protection . . . . . . . . . . . . . . . . . . . . . . . . . Overspeed Protection in Speed Hold . . . . . . . . . . . . Go--Around (GA), Wings Level . . . . . . . . . . . . . . . . . 7. TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . Technical Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . Troubleshooting Digital Avionics . . . . . . . . . . . . . . . . Accessing Maintenance Test Mode Data . . . . . . . . How to Access Hardware/Software ID Pages . . . How to Access Event Codes (EC) . . . . . . . . . . . Event Codes Page Description . . . . . . . . . . . . . . Event Codes Listing . . . . . . . . . . . . . . . . . . . . . . . Event Codes and Possible Causes . . . . . . . . . . Typical Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lateral Mode Problems . . . . . . . . . . . . . . . . . . . . Vertical Mode Problems . . . . . . . . . . . . . . . . . . . . Combined Vertical and Lateral Mode Problems . Ground Maintenance Test . . . . . . . . . . . . . . . . . . . . . Checklist Uploading Procedure . . . . . . . . . . . . . . . . . Checklist Loading Troubleshooting . . . . . . . . . . . . . . Error Code 5000 . . . . . . . . . . . . . . . . . . . . . . . . . .
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Section 7. TROUBLESHOOTING (CONT) Error Code 5005 . . . . . . . . . . . . . . . . . . . . . . . . . . Operational Notices . . . . . . . . . . . . . . . . . . . . . . . . . . Overpowering Control Surfaces With Autopilot and/or Yaw Damper Engaged . . . . . . . . . . . . . . AP Disconnect Switch Function to Reset a Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Autopilot/Yaw Damper Disconnects With No Event Codes Logged . . . . . . . . . . . . . . . . . . Pilot Writeup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Report Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preliminary Considerations . . . . . . . . . . . . . . . . . Writing the Report . . . . . . . . . . . . . . . . . . . . . . . . . Commonly Used Terms . . . . . . . . . . . . . . . . . . . . 8. ACRONYMS AND ABBREVIATIONS . . . . . . . . . . APPENDIX A. PRIMUSR 880 WEATHER RADAR SYSTEM . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Weather Radar Controller . . . . . . . . . . . . . . . . . . . . . Typical Operating Procedures . . . . . . . . . . . . . . . . . . Preliminary Control Settings . . . . . . . . . . . . . . . . Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Powerup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tilt Management . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum Permissible Exposure Level (MPEL) . . . APPENDIX B LIGHTNING SENSOR SYSTEM (LSS) . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System Components . . . . . . . . . . . . . . . . . . . . . . . . . System Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mode Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . Pilot Activated SelfTest . . . . . . . . . . . . . . . . . . . . . . A1 A1 A2 A12 A12 A12 A13 A14 A15 B1 B1 B5 B6 B7 B9 B10 7-29 7-29 7-29 7-30 7-30 7-31 7-31 7-31 7-32 7-32 8-1 Page

INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Index1
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Table of Contents (cont)


List of Illustrations
Figure 11 Cockpit Layout for the Citation Excel . . . . . . . . . . . . 21 System Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . 31 32 33 34 35 36 37 38 39 310 311 312 313 314 315 316 317 318 319 320 321 322 323 324 325 326 327 328 329 330 331 332 333 334 335 Cockpit Layout of the EFIS . . . . . . . . . . . . . . . . . . . . PFD Bezel Controller . . . . . . . . . . . . . . . . . . . . . . . . . MFD Bezel Controller . . . . . . . . . . . . . . . . . . . . . . . . . MFD Menu Structure . . . . . . . . . . . . . . . . . . . . . . . . . Main Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VNAV Submenu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FMS VNAV Submenu . . . . . . . . . . . . . . . . . . . . . . . . . VOR SNGP VNAV Submenu . . . . . . . . . . . . . . . . . . FMS SNGP VNAV Submenu . . . . . . . . . . . . . . . . . . VSPEED Submenu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T/O SPEEDS Submenu . . . . . . . . . . . . . . . . . . . . . . . LNDG SPEEDS Submenu . . . . . . . . . . . . . . . . . . . . . Inoperative Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Display Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . Remote Instrument Controller . . . . . . . . . . . . . . . . . . Multifunction Display Controller . . . . . . . . . . . . . . . . . Checklist Index Display . . . . . . . . . . . . . . . . . . . . . . . External Reversionary Select Switches . . . . . . . . . . PFD Functional Divisions . . . . . . . . . . . . . . . . . . . . . . Attitude Director Indicator Displays and Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . PFD With Excessive Deviation . . . . . . . . . . . . . . . . . Pitch Scale Markings . . . . . . . . . . . . . . . . . . . . . . . . . Comparison Monitor Annunciators . . . . . . . . . . . . . . HSI Compass Display on PFD . . . . . . . . . . . . . . . . . HSI Arc Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Airspeed Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Altimeter Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Altitude Select . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Speed Display . . . . . . . . . . . . . . . . . . . . . . . . TCAS Resolution Advisory Display . . . . . . . . . . . . . EGPWS Mode and Failure Annunciators . . . . . . . . Takeoff Using GoAround Mode . . . . . . . . . . . . . . . . Climb to Initial Altitude . . . . . . . . . . . . . . . . . . . . . . . . Enroute Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setup for Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 1-5 2-11 3-3 3-5 3-6 3-8 3-9 3-9 3-10 3-11 3-12 3-13 3-13 3-14 3-15 3-16 3-20 3-21 3-24 3-26 3-28 3-31 3-34 3-35 3-41 3-43 3-52 3-57 3-61 3-63 3-66 3-68 3-70 3-71 3-72 3-73 3-74

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Table of Contents (cont)


List of Illustrations (cont)
Figure 336 337 338 339 340 341 342 343 344 345 346 347 348 349 350 351 352 353 354 355 356 357 Approach Capture Tracking at Minimums . . . . . . . . Comparison Monitor Annunciators . . . . . . . . . . . . . . Excessive Attitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . PFD Failures Attitude, MADC, Heading, Course Select, and Flight Director . . . . . . . . . . . . . PFD Test Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MFD Display Common Symbols . . . . . . . . . . . . . . . . MFD Display Symbols . . . . . . . . . . . . . . . . . . . . . . . . Typical FMSGenerated Graphic Patterns . . . . . . . MFD Map Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical Map View Presentation . . . . . . . . . . . . . . . . . Map View With Weather Display . . . . . . . . . . . . . . . . Typical Map View Presentation With Weather . . . . MFD Plan View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical Plan View With NAVAIDs and Flight Plan . Typical Checklist Display . . . . . . . . . . . . . . . . . . . . . . Typical TCAS Display Annunciators . . . . . . . . . . . . . Typical TCAS Display . . . . . . . . . . . . . . . . . . . . . . . . . EGPWS Shown From 6000 Feet Over KSEA Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EGPWS TEST Display . . . . . . . . . . . . . . . . . . . . . . . . EGPWS PopUp Display . . . . . . . . . . . . . . . . . . . . . . MFD Failures and Warnings . . . . . . . . . . . . . . . . . . . MFD Failure and Warning Displays . . . . . . . . . . . . . Page 3-75 3-76 3-78 3-81 3-83 3-85 3-87 3-91 3-92 3-94 3-95 3-96 3-97 3-98 3-99 3-102 3-106 3-109 3-110 3-111 3-112 3-115 4-1 4-3 6-1 6-2 6-4 6-5 6-6 6-7 6-8 6-9 6-10 6-12 6-13 6-16 6-17

41 Mode Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Autopilot Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 62 63 64 65 66 67 68 69 610 611 612 613 Heading Hold Mode Display . . . . . . . . . . . . . . . . . . . Roll Hold Mode Display . . . . . . . . . . . . . . . . . . . . . . . VOR (NAV) Mode Radial Intercept . . . . . . . . . . . . . . VOR (NAV) Mode Intercept Display . . . . . . . . . . . . . VOR (NAV) Mode Capture . . . . . . . . . . . . . . . . . . . . . VOR (NAV) Mode Capture Display . . . . . . . . . . . . . VOR (NAV) Mode Track . . . . . . . . . . . . . . . . . . . . . . . VOR (NAV) Mode Tracking Display . . . . . . . . . . . . . VOR (NAV) Mode Tracking Over Station . . . . . . . FMS Steering Mode Capture and Tracking . . . . . . . FMS NAV Mode (Typical) Display . . . . . . . . . . . . . . Localizer (NAV) Mode Intercept . . . . . . . . . . . . . . . . Localizer (NAV) Mode Arm Display . . . . . . . . . . . . .

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PRIMUSR 1000 Integrated Avionics System with Integral FMS

Table of Contents (cont)


List of Illustrations (cont)
Figure 614 615 616 617 618 619 620 621 622 623 624 625 626 627 628 629 630 631 632 633 634 635 636 637 638 639 640 641 642 71 72 73 74 75 76 77 78 79 710 711 Localizer (NAV) Mode Capture . . . . . . . . . . . . . . . . . Localizer (NAV) Mode Capture Display . . . . . . . . . . Localizer (NAV) Mode Tracking . . . . . . . . . . . . . . . . Localizer (NAV) Mode Tracking Display . . . . . . . . . Back Course Mode Intercept . . . . . . . . . . . . . . . . . . . Back Course Intercept Display . . . . . . . . . . . . . . . . . Back Course Capture Display . . . . . . . . . . . . . . . . . . Back Course Tracking Display . . . . . . . . . . . . . . . . . Vertical Speed Hold Mode Display . . . . . . . . . . . . . . Flight Level Change Mode Display . . . . . . . . . . . . . . ASEL Profile View . . . . . . . . . . . . . . . . . . . . . . . . . . . . ASEL at the Start of Descent Display . . . . . . . . . . . ASEL Armed for Capture Display . . . . . . . . . . . . . . . ASEL Capture Point Display . . . . . . . . . . . . . . . . . . . Aircraft Level at Preselected Altitude Display . . . . . ALT Hold Mode Display . . . . . . . . . . . . . . . . . . . . . . . VNAV Direct, Profile View . . . . . . . . . . . . . . . . . . . . . MFD VANG Display . . . . . . . . . . . . . . . . . . . . . . . . . . MFD VANG Capture Display . . . . . . . . . . . . . . . . . . . VNAV Preselect, Profile View . . . . . . . . . . . . . . . . . . MFD VANG Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VGP Mode Display . . . . . . . . . . . . . . . . . . . . . . . . . . . ILS Localizer Intercept . . . . . . . . . . . . . . . . . . . . . . . . ILS Approach (Armed) Display . . . . . . . . . . . . . . . . . ILS Mode Localizer Intercept Display . . . . . . . . . . ILS Mode Tracking, Profile View . . . . . . . . . . . . . . . . ILS Mode Tracking Display . . . . . . . . . . . . . . . . . . . . ILS Mode Track, Profile View . . . . . . . . . . . . . . . . . . GoAround Mode Display (Wings Level) . . . . . . . . Display Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hardware ID Page 1 . . . . . . . . . . . . . . . . . . . . . . . . . . Hardware ID Page 2 . . . . . . . . . . . . . . . . . . . . . . . . . . Display Controller Buttons . . . . . . . . . . . . . . . . . . . . . Sample Event Codes Page on PFD . . . . . . . . . . . . . Event Codes Page Layout . . . . . . . . . . . . . . . . . . . . . Lateral Mode Conditions and Problems . . . . . . . . . Vertical Mode Conditions and Problems . . . . . . . . . Ground Maintenance Test Displays on PFD . . . . . . Typical Checklist Display . . . . . . . . . . . . . . . . . . . . . . Pilots Flight Plan and Squawk Sheet . . . . . . . . . . . Page 6-18 6-18 6-19 6-20 6-21 6-22 6-23 6-24 6-27 6-29 6-31 6-32 6-33 6-34 6-35 6-36 6-40 6-41 6-42 6-43 6-44 6-46 6-48 6-49 6-50 6-51 6-52 6-53 6-55 7-3 7-4 7-5 7-6 7-7 7-8 7-16 7-18 7-23 7-27 7-33

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PRIMUSR 1000 Integrated Avionics System with Integral FMS

Table of Contents (cont)


List of Illustrations (cont)
Figure 712 Event Code Report Form . . . . . . . . . . . . . . . . . . . . . . 713 Continued Event Code Report Form . . . . . . . . . . . . A1 A2 A3 A4 A5 Weather Radar Controller Configuration . . . . . . . . . Initial Offset Roll Instruction Set . . . . . . . . . . . . . . . . Gain Knob Adjustment . . . . . . . . . . . . . . . . . . . . . . . . Display Test Pattern, 120_ Scan . . . . . . . . . . . . . . . . Radar Beam Illumination High Altitude 12Inch Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . A6 Radar Beam Illumination Low Altitude 12Inch Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . A7 MPEL Boundary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Weather and Lightning Display . . . . . . . . . . . . . . . . . Strokes for Each Symbol vs. NM . . . . . . . . . . . . . . . Rate of Occurance Symbols . . . . . . . . . . . . . . . . . . . Lightning Rate Symbol . . . . . . . . . . . . . . . . . . . . . . . . LSS Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical Weather Radar Controller With Integral Lightning Sensor Control . . . . . . . . . . . . . . . . . . . . . B7 Typical Lightning/Weather Display on EHSI . . . . . . Page 7-35 7-37 A2 A4 A5 A13 A14 A14 A15 B 1 B3 B4 B4 B5 B6 B 8

B1 B2 B3 B4 B5 B6

List of Tables
Table 11 Equipment List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Support Software Equipment . . . . . . . . . . . . . . . . . . 21 PRIMUSR 1000 Integrated Avionics System . . . . . 31 32 33 34 35 Navigation Bearing Pointers . . . . . . . . . . . . . . . . . . . Flight Director Reset Modes . . . . . . . . . . . . . . . . . . . Heading Reversionary Switch Functions . . . . . . . . . Attitude Reversionary Switch Functions . . . . . . . . . Air Data Computers Reversionary Switch Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Autopilot Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 FMS Vertical Deviation . . . . . . . . . . . . . . . . . . . . . . . . 38 Honeywell VNAV Vertical Deviation . . . . . . . . . . . . . Page 1-1 1-4 2-3 3-17 3-19 3-26 3-27 3-27 3-30 3-36 3-37

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PRIMUSR 1000 Integrated Avionics System with Integral FMS

Table of Contents (cont)


List of Tables (cont)
Table 39 310 311 312 313 314 315 316 317 318 319 320 321 322 323 324 325 326 327 328 329 330 331 332 333 Distance Display Range . . . . . . . . . . . . . . . . . . . . . . . Bearing Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOR NAV Source Lateral Deviation Scaling . . . . . . FMS NAV Source Lateral Deviation With GPS Valid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FMS NAV Source Lateral Deviation With GPS Invalid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOR TO/FROM Indicator . . . . . . . . . . . . . . . . . . . . . . FMS Accuracy and Crosstrack Messages . . . . . . . FMS Status Messages . . . . . . . . . . . . . . . . . . . . . . . . Heading Source Annunciators . . . . . . . . . . . . . . . . . . Weather Radar Return Color Code . . . . . . . . . . . . . Selectable Radar Ranges . . . . . . . . . . . . . . . . . . . . . Weather Warning Annunciators . . . . . . . . . . . . . . . . Weather Mode Annunciators . . . . . . . . . . . . . . . . . . . VSPEED Bug Identification . . . . . . . . . . . . . . . . . . . . . . . Low Speed Awareness Bar Color . . . . . . . . . . . . . . . TCAS Status Messages . . . . . . . . . . . . . . . . . . . . . . . Weather Radar Mode Annunciators on MFD . . . . . MFD TCAS Mode Annunciations . . . . . . . . . . . . . . . Display Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EGPWS Annunciators . . . . . . . . . . . . . . . . . . . . . . . . EGPWS Terrain Elevation Relative to Aircraft Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wraparound Failure Warnings . . . . . . . . . . . . . . . . . . IC Fan Failure Warnings . . . . . . . . . . . . . . . . . . . . . . IC Overheat Warnings . . . . . . . . . . . . . . . . . . . . . . . . Course Pointer Color Convention . . . . . . . . . . . . . . . Page 3-45 3-46 3-47 3-47 3-47 3-48 3-49 3-50 3-51 3-53 3-54 3-55 3-56 3-58 3-59 3-69 3-89 3-105 3-105 3-107 3-108 3-113 3-114 3-114 3-117 5-5 5-8 6-4 6-11 6-13 6-14 6-15 6-21 6-30 6-32 6-36

51 System Performance and Operating Limits . . . . . . 52 Air Data Display Parameters and Ranges . . . . . . . . 61 62 63 64 65 66 67 68 69 VOR NAV Mode Engagement Procedure . . . . . . . . LRN Mode Engagement Procedure . . . . . . . . . . . . . FMS Navigation Mode Procedure . . . . . . . . . . . . . . VAPP Mode Engagement Procedure . . . . . . . . . . . . Localizer Mode Engagement Procedure . . . . . . . . . Back Course Mode Procedure . . . . . . . . . . . . . . . . . Flight Level Change Mode Engagement Procedure ASEL Mode Operation Procedure . . . . . . . . . . . . . . Altitude Hold Procedure . . . . . . . . . . . . . . . . . . . . . . .

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Table of Contents (cont)


List of Tables (cont)
Table 6--10 6--11 6--12 6--13 VNAV Mode Data Entry Procedure . . . . . . . . . . . . VNAV Direct Engagement Procedure . . . . . . . . . . VNAV Preselect Engagement Procedure . . . . . . . ILS Mode Procedure . . . . . . . . . . . . . . . . . . . . . . . . Page 6-38 6-41 6-44 6-49 7-1 7-4 7-7 7-9 7-11 7-13 7-13 7-14 7-14 7-15 7-18 7-20 7-21 7-25 7-28 7-32 A--3 A--6 A--9 A--12 A--12 B--9 B--10

7--1 Digital and Analog System Differences . . . . . . . . . 7--2 Maintenance Test and Hardware/Software Identification Page Access Procedure . . . . . . . . . 7--3 Event Code Retrieval Procedure . . . . . . . . . . . . . . 7--4 Event Codes Page Description . . . . . . . . . . . . . . . . 7--5 Event Codes and Possible Causes . . . . . . . . . . . . 7--6 EC 0221 Troubleshooting Procedure . . . . . . . . . . . 7--7 EC 0222 Troubleshooting Procedure . . . . . . . . . . . 7--8 EC 0223 Troubleshooting Procedure . . . . . . . . . . . 7--9 EC 0225 Troubleshooting Procedure . . . . . . . . . . . 7--10 Lateral Mode Problems . . . . . . . . . . . . . . . . . . . . . . 7--11 Vertical Mode Problems . . . . . . . . . . . . . . . . . . . . . . 7--12 Problems Common to Both Vertical and Lateral Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--13 Ground Maintenance Test Procedure . . . . . . . . . . 7--14 Checklist Upload Procedure . . . . . . . . . . . . . . . . . . 7--15 Error Code 5000 Troubleshooting Procedure . . . . 7--16 Definitions of Terms . . . . . . . . . . . . . . . . . . . . . . . . . A--1 A--2 A--3 A--4 In--Flight Roll Offset Adjustment Procedure . . . . . Target Alert Characteristics . . . . . . . . . . . . . . . . . . . Rainfall Rate Color Coding . . . . . . . . . . . . . . . . . . . . Weather Radar System Preliminary Control Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A--5 PRIMUSR 880 Weather Radar System Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B--1 LSS Mode Annunciation Definitions . . . . . . . . . . . . . B--2 Pilot Activated LSS Self--Test Procedure . . . . . . . .

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1.

Introduction

PRIMUSR 1000 INTEGRATED AVIONICS SYSTEM


This document describes the components, operating procedures, and typical flight applications for the PRIMUSR 1000 Integrated Avionics System with integral FMS (IC615) installed in the Cessna Citation Excel (Model 560). Figure 11 shows the layout of the Excel cockpit. Subsystems described in this manual include the PRIMUSR 1000 Integrated Avionics Systems flight control system (FCS), electronic flight instrument system (EFIS), air data system (ADS), the integral flight management system (FMS), PRIMUSR 880 Digital Weather Radar System Traffic alert and collision avoidance system (TCAS), enhanced ground proximity warning system (EGPWS), and Lightning Strike Sensor (LSS) are optional subsystems that interface with the PRIMUSR 1000 Integrated Avionics System. Table 11 lists the cockpitmounted and remotemounted equipment described in this manual. Model Cockpit Mounted DU870 BL870 BL870 BL871 DC550 DC550 MC800 RI553 Display Unit (DU) Primary Flight Display (PFD) Bezel Controller Primary Flight Display (PFD) Bezel Controller Multifunction Display (MFD) Bezel Controller Display Controller (DC) Display Controller (DC) Multifunction Display (MFD) Controller Remote Instrument Controller Equipment List Table 11 (cont)
A281146137 Rev 2 Sep 2002 Introduction 1-1

Unit

Qty

Part No.

3 2 2 1 2 2 1 1

7014300901 7014331931 7014331925 7014332841 7016986747 7016986751 7007062939 7016954907

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Model WC--880 PC--400 MS--560 RM--850 CD--810 CD--850 DI--851 Optional MC--800 DC--550

Unit Weather Radar Controller Autopilot Controller Mode Selector Radio Management Unit (RMU) FMS Control Display Unit Clearance Delivery Head Distance Measuring Equipment (DME) Indicator MFD Controller with TCAS Display Controller with Single Cue/Crosspointer (SC/CP) Button TCAS Computer FMS Data Loader FMS Control Display Unit LSS Antenna (teardrop) LSS Processor Weather Controller

Qty 1 1 1 2 1 1 2

Part No. 7008471--407 7003897--923 7018341--803 7012100--825 7007549--XXX 7513000--835 7513006--911

1 1

7007062--941 7016986--621

TCAS 2000 DL--900 CD--810 (Copilot) AT--850 LP--850 WC--880

1 0 1 1 1 1

7517900--55002 7016600--901 7007549--XXX 4057697--901 7011822--904 7008471--405

Remote Mounted IC--615 (Pilot) (Optional Copilot) Integrated Avionics Computer (Signal Generator (SG)/ Flight Director (FD)/ Autopilot (AP)/ FMS) Equipment List Table 1-1 (cont) 1 7017000--98801

Introduction 1-2

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Model IC--615 (Copilot) IC--615 (Pilot) (Optional Copilot) IC--615 (Copilot) SM--200

Unit Integrated Avionics Computer (SG/FD/FMS) Integrated Avionics Computer (SG/FD/AP) Integrated Avionics Computer (SG/FD) Elevator/Aileron Servo Drive Assembly Rudder Servo Drive Assembly Servo Bracket Flux Valve Micro Air Data Computer (MADC) Receiver Transmitter Antenna (RTA)

Qty 1 1

Part No. 7017000--99801 7017000--96801

1 2 1 3 2 2 1 1 1

7017000--97801 4006719--906 4006719--910 4005842 2594484 7014700--914 7021450--801 7510100--931 7510100--933

SB--201 FX--220 AZ--850 WU--880

RNZ--850 Integrated Navigation (NAV) RNZ--850B Unit RCZ--833E Communications (COM) Unit with Diversity Transponder RCZ--833H Communications Unit without Diversity Transponder IM--600 IM--600 Configuration Module Configuration Module (TCAS) Equipment List Table 1-1

1 or 7510700--766 2 1 7510700--769

2 2

7025973--02007 7025973--02005

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Introduction 1-3

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Table 1--2 lists support software equipment. Model ECP--800 TBD Unit Programmable Checklist Configuration Module Programming Tool Qty 1 1 Part No. 7021060--901 TBD

Support Software Equipment Table 1-2 NOTES: 1. This manual describes all system capabilities. The items noted as optional are not necessarily included in the standard offering. 2. The artwork in this manual is typical. Specific installations may vary.

Introduction 1-4

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Cockpit Layout for the Citation Excel Figure 1-1


A28-1146-137 Introduction 1-5/(1-6 blank)

PRIMUSR 1000 Integrated Avionics System with Integral FMS

HONEYWELL PRODUCT SUPPORT


The Honeywell SPEXR program for corporate operators provides an extensive exchange and rental service that complements a worldwide network of support centers. An inventory of more than 9,000 spare components assures that the Honeywell equipped aircraft will be returned to service promptly and economically. This service is available both during and after warranty. The aircraft owner/operator is required to ensure that units provided through this program have been approved in accordance with their specific maintenance requirements. All articles are returned to Reconditioned Specifications limits when they are processed through a Honeywell repair facility. All articles are inspected by quality control personnel to verify proper workmanship and conformity to Type Design and to certify that the article meets all controlling documentation. Reconditioned Specification criteria are on file at Honeywell facilities and are available for review. All exchange units are updated with the latest performance reliability MODs on an attrition basis while in the repair cycle. When contacting a Honeywell Dealer or Customer Support Center for service under the SPEXR program, the following information regarding the unit and the aircraft are required:
D D D D D D D D D

Complete part number with dash number of faulty unit Complete serial number of faulty unit Aircraft type, serial number and registration number Aircraft owner Reported complaint with faulty unit Service requested (Exchange or Rental) Ship to address Purchase order number If faulty unit is IN WARRANTY:

Type of warranty (NEW PRODUCT or Exchange) Date warranty started D If faulty unit is covered under a Maintenance Contract: Type of contract Contract date Plan ID number D If faulty unit is NOT IN WARRANTY, provide billing address.
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PRIMUSR 1000 Integrated Avionics System with Integral FMS

The Honeywell Support Centers listed below will assist with processing exchange/rental orders. 24HOUR EXCHANGE/RENTAL SUPPORT CENTERS
U.S.A. DALLAS 8008727739 9724024300 ENGLAND BASINGSTOKE 441256722200 FRANCE TOULOUSE 33561719662 AUSTRALIA TULLAMARINE 61393301411 GERMANY AOA GAUTING 01728207300 (in Germany) 491728207300 (outside Germany) SINGAPORE 655421313


CUSTOMER SUPPORT CENTERS NORTH AMERICA Miami Support Center Honeywell 7620 N.W. 25th Street Bldg. C Unit 6 MIAMI, FL 33122 TEL: 3054368722 FAX: 3054368532 Dallas Support Center Honeywell 7825 Ridgepoint Dr. IRVING, TX 75063 TEL: 9724024300 FAX: 9724024999 Minneapolis Support Center Honeywell 8840 Evergreen Boulevard MINNEAPOLIS, MN 554336040 TEL: 6129574051 FAX: 6129574698 Central Support Center Honeywell 1830 Industrial Avenue WICHITA, KS 67216 TEL: 3165228172 FAX: 3165222693 Ohio Support Center Honeywell 8370 Dow Circle STRONGSVILLE, OH 44136 TEL: 4402438877 FAX: 4402431954 Northwest Support Center Honeywell 4150 Lind Avenue Southwest RENTON, WA 98055 TEL: 4252519511 TLX: 320033 FAX: 4252431954

Introduction 1-8

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PRIMUSR 1000 Integrated Avionics System with Integral FMS


CUSTOMER SUPPORT CENTERS REST OF THE WORLD France Support Center Honeywell Aerospace 1 Rue MarcelDoret, B.P.14 31701 BLAGNAC CEDEX, FRANCE (Toulouse) TEL: 33562121500 FAX: 33561300258 AOG: 33561719662 TLX: 521635F United Kingdom Support Center Honeywell Avionics Systems Ltd Edison Road, Ringway North BASINGSTOKE, HANTS, RG21 6QD ENGLAND TEL: 441256722200 FAX: 441256722201 AOG: 441256722200 TLX: 51858067 Singapore Support Center Honeywell Aerospace Pte. Ltd. 2 Loyang Crescent SINGAPORE 1750 TEL: 655421313 FAX: 655421212 AOG: 655421313 TLX: RS 56969 HWLSSC Australia Support Center Honeywell Ltd. Trade Park Drive TULLAMARINE, 3043, VICTORIA AUSTRALIA (Melbourne) TEL: 61393301411 FAX: 61393303042 AOG: 61393301411 TLX: 37586 HWLTUL Germany Support Center AOA Apparatebau Gauting GmbH Ammerseestrasse 4549 D82131 Gauting GERMANY TEL: 4989893170 FAX: 498989317183 After Hours AOG Service: 01728207300 (in Germany) 491728207300 (outside Germany) TLX: 0521702

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Introduction 1-9

PRIMUSR 1000 Integrated Avionics System with Integral FMS

PUBLICATION ORDERING INFORMATION


Please contact Honeywell if:
D D D

The revision services card is missing and you would like to register for revision services. You need to submit a change of address for revision services. You need additional copies of this manual.

Send your name, address, and publication number to: Honeywell Aerospace Electronic Systems CESPhoenix P.O. Box 21111 Phoenix, Arizona 850361111 Attention: Publication Distribution, Dept. M/S 2H24A4 Telephone No.: FAX: EMAIL: (602) 4366900 (602) 8227272 CASpublicationsdistribution@cas. honeywell.com

Introduction 1-10

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

2.

System Description

GENERAL
The PRIMUSR 1000 Integrated Avionics System is an EFIS/control/ display system and a fail--passive autopilot/flight director with horizontal and vertical flight guidance modes. These include all radio guidance modes, long range navigation system tracking modes, and air data vertical modes. Either flight director can be coupled to the autopilot to control the aircraft. The integrated avionics computer (IAC) digitally processes attitude, heading, navigation, and air data information. This data is presented to each pilot on the electronic flight instrument system (EFIS) displays. The system displays the following:
D D D D D D D D D D D D D D

Heading Course Radio bearing Pitch and roll attitude Airspeed Altitude Vertical speed Selected altitude target with alert Barometric altimeter setting Radio altitude Course deviation Glideslope deviation To--From indications Distance indications (DME or FMS).

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System Description 2-1

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Annunciators on the primary flight display (PFD) indicate the selected flight mode. Pitch and roll commands, calculated by the IACs flight director function in conjunction with the mode selector, direct the pilot to reach and/or maintain the required flightpath. The IAC is the focal point of information flow in this system. It converts input data and information to the pilot--selected formats, displaying them on the attitude director indicator (ADI) and the horizontal situation indicator (HSI) on the PFD. The IAC also generates information displayed on the multifunction display (MFD). It computes the flight director steering information for display as well as the autopilot function. The two IACs are interconnected so that the flight guidance functions and symbol generator functions share, compare, and communicate blocks of information. When engaged and coupled to the flight director, the systems autopilot controls the aircraft using the same commands that are displayed on the ADI. When the autopilot is engaged and uncoupled from the flight director, manual pitch and roll commands can be entered using the touch control steering (TCS) button or the autopilot PITCH wheel or TURN knob. The IAC has a built--in multilevel self--test, including an automatic power--up self--check, initiated testing, on--ground maintenance test, and fault storage. Refer to Section 7, Troubleshooting, for pilot--initiated test information.

System Description 2-2

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

The avionics system block diagram is shown in Figure 2--1. The individual systems that make up the PRIMUSR 1000 Integrated Avionics System are described in Table 2--1 and in the following paragraphs. Availability Standard System IC--615 Integrated Avionics Computer that includes: D Electronic Flight Instrument System (EFIS) D Flight Guidance System (FGS) AZ--850 Air Data System (ADS) PRIMUSR 880 Weather Radar System Attitude and Heading Reference System (AHRS) Traffic Alert and Collision Avoidance System (TCAS) Enhanced Ground Proximity Warning System (EGWPS) Dual Flight Management System (FMS) PRIMUSR 1000 Integrated Avionics System Table 2-1

Standard Standard Standard Optional Optional Optional

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System Description 2-3

PRIMUS R 1000 Integrated Avionics System with Integral FMS

ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)


The EFIS includes the following line replaceable units (LRUs):
D

Inside each IAC Symbol generator (SG) Sensor interfaces Flight management computer (optional) Global positioning system (GPS) sensor (optional)

D D D D D D

Display units (DUs) -- PFD and MFD PFD bezel controller MFD bezel controller Display controller Remote instrument controller MFD controller.

The EFIS displays the following:


D D D D D D D D D D D

Pitch and roll attitude Heading Course orientation Flightpath commands Weather information Checklists Mode and source annunciators Air data parameters Long range navigation map displays Optional TCAS information Optional EGPWS information.

System Description 2-4

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

The primary features EFIS brings to the flight control system are:
D D D

Display integration Flexibility Redundancy.

Essential display information from sensor systems, automatic flight control, and navigation are integrated into the pilots prime viewing area. Critical flight operation information is selected using the display controller and MFD controller. These controllers are also used to operate the checklist function. Navigation and aircraft performance displays are selected using the display unit--mounted bezel controllers. Each symbol generator can drive the three displays. In the case of a DU failure, the pilots PFD can be reverted to the MFD. The symbol generator in the IAC functions as the data processor for the display system. It receives digital and discrete inputs, organizes the information into the correct formats as defined by the display controller settings, and transmits the information to the DUs. Except for the presence of an autopilot function in the No. 1 IAC, the IACs are identical and directly interchangeable. When the display system is in its normal (no failure) configuration, IAC No. 1 drives the pilot displays, and IAC No. 2 drives the copilot displays. Wraparound signals are used for critical parameters, such as pitch or roll data, indicated airspeed (IAS), barometric altitude, and baro set. Reversionary switches substitute failed sensors for operational ones.

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System Description 2-5

PRIMUS R 1000 Integrated Avionics System with Integral FMS

FLIGHT GUIDANCE SYSTEM (FGS)


The flight guidance system includes the following units:
D

Inside the IAC Flight director function Autopilot function (optional as spare on copilots side) System monitors Flight management computer GPS sensor

D D D D

Mode selector Display controller Autopilot controller Servo motors (pitch/roll/yaw).

The fail--passive IAC contains the flight director, yaw damper, and autopilot. The system monitors the pilot and copilot AHRS data and servo command outputs. Servo command outputs from a computed servo model in all three axes are compared to actual commands with input from the air data computer. If the difference between commands exceeds certain tolerances, the autopilot is disconnected from the servos. Monitor types are comparison, servo position, rate, and attitude. Normal flight guidance functions are computed by the selected flight director, with the non--selected flight director displaying the same command bar formats and modes on its PFD. The autopilot controller contains the autopilot engage, yaw damper engage, turn knob, pitch wheel, and low bank switch. Excessive elevator trim is also annunciated. Either the No. 1 or No. 2 flight director can be selected and coupled to the autopilot. Modes are annunciated on the mode selector and on the PFD. The flight director command bars on the PFD follow the flight director to display visual guidance for the selected mode. The navigation sensor used for the chosen mode is selected on the display controller and annunciated on the PFD. The yaw damper (YD) executes basic yaw damper functions with or without the autopilot. When the autopilot is engaged, turn coordination is active. The yaw damper is active when the YD or AP engage button on the autopilot controller is pushed.

System Description 2-6

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

AIR DATA SYSTEM (ADS)


The ADS includes dual micro air data computers (MADCs). The system also includes standby airspeed and altimeter indicators that are driven directly from the aircraft standby pitot--static system. The MADC is a microprocessor--based digital computer that performs computations and supplies digital readouts. Its functions include:
D D D

Receiving pitot--static pressures and total air temperature (TAT) inputs for computing the standard air data functions Outputting data (altimeter, baro set, Mach/airspeed, and vertical speed) through the IAC for display on the PFDs Outputting data for the transponder, flight data recorder, flight director, and autopilot, as well as other elements of the flight control system Selecting and displaying the altitude reference for altitude alerting and preselect functions through the MFD altitude select knob.

PRIMUSR 880 DIGITAL WEATHER RADAR SYSTEM


The PRIMUSR 880 Digital Weather Radar System consists of the following LRUs:
D D

Receiver transmitter antenna (RTA) Weather radar controller.

The weather radar system is a lightweight, X--band digital radar with alphanumerics designed for weather detection and ground mapping. In the weather detection mode, storm intensity levels are displayed in four bright colors contrasted against a deep black background. Areas of very heavy rainfall are displayed in magenta, heavy rainfall in red, less severe rainfall in yellow, moderate rainfall in green, and little or no rainfall in black (background). Areas of detected turbulence are displayed in soft white. Range marks and identifying numerics, displayed in contrasting colors, facilitate evaluation of storm cells. In the ground mapping (GMAP) mode, the system parameters are optimized to improve resolution and enhance identification of small targets at short ranges. The signals reflected off various ground surfaces are displayed as magenta, yellow, or cyan (most to least reflective). A brief description of the PRIMUSR 880 Digital Weather Radar System is included in Appendix A of this manual. A complete description is given in Honeywell Pub. No. A28--1146--102.
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PRIMUS R 1000 Integrated Avionics System with Integral FMS

ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS)


The AHRS generates aircraft pitch and roll information to the FGS, EFIS, and weather radar antenna. This information is used for FGS computations that generate control commands. The AHRS, along with the flux valve, generates stabilized heading information that is used by the FGS and EFIS functions and other optional heading displays.

FLIGHT MANAGEMENT SYSTEM (FMS)


The flight management system (FMS) manages navigation sensors to provide composite position. Navigation, performance, flight planning capabilities, and guidance throughout the flight are also available.

TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS) (OPTIONAL)


TCAS receives air data information from the MADC and displays it on the MFD with aircraft traffic and conflict avoidance information.

ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS) (OPTIONAL)


The enhanced ground proximity warning system displays terrain/ obstacle map information and cautions or warnings.

LIGHTNING SENSOR SYSTEM (LSS) (OPTIONAL)


The LSS detects lightning activity within a 100 NM radius around the aircraft, giving the pilot a visual display of its position and rate of occurrence. The LSS detects both visible and high energy electromagnetic and electrostatic discharges.

System Description 2-8

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

OTHER SWITCHES AND CONTROLS


D

AP (Autopilot) Disconnect Switch -- The AP disconnect switch is control wheel mounted. When pushed, it disconnects the autopilot. It is also used to reset monitor--induced autopilot disconnects. If the autopilot disconnects because a monitor in the pitch, roll, or yaw axis senses an abnormal response condition (such as a pilots feet on the rudder when the yaw damper tries to execute a yaw damper function), the message AP FAIL is displayed on the PFD. To reactivate the autopilot, push the AP disconnect switch for two seconds to reset the monitors, then autopilot can be re--engaged. TCS (Touch Control Steering) Button -- The TCS disconnect switch is on the control wheel. When pushed, it enables the pilot to change aircraft attitude, altitude, airspeed, and/or vertical speed manually without disengaging the autopilot. GA (Go-Around) Button -- The GA button is on the throttle. When pushed, it disengages the autopilot and commands a wings level, nose up attitude. External Reversionary Select Switches -- These cockpit switches control attitude, heading, and air data input sources for the EFIS. They are described in Section 3, Electronic Flight Instrument System (EFIS). FD (Flight Director) Transfer Switch -- The FD transfer switch is normally located on the center instrument panel. This switch transfers FD1 or FD2 to the autopilot.

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System Description 2-9/(2-10 blank)

PRIMUS R 1000 Integrated Avionics System with Integral FMS

DU870 PFD WC880 WX CONTROLLER AZ850 MICRO AIR DATA COMPUTER TO BOTH ICS

DU870 MFD

DU870 PFD

FROM IC615 WU880 WEATHER RADAR

PC400 AUTOPILOT CONTROLLER ARINC 429 HDLC

ARINC 429 HDLC MS560 MODE SELECTOR MC800 MFD CONTROLLER DC550 DISPLAY CONTROLLER AZ850 MICRO AIR DATA COMPUTER AHRS

IC615 INTEGRATED AVIONICS COMPUTER AHRS ARINC 429

DC550 DISPLAY CONTROLLER

MODE DIM

IC615 INTEGRATED AVIONICS COMPUTER ARINC 429

FX220 FLUX VALVE

FX220 FLUX VALVE

SM200 AILERON SERVO

RI553 REMOTE INSTRUMENT CONTROLLER

SM200 RUDDER SERVO RNZ851 NAV UNIT LP850 LIGHTNING SENSOR PROCESSOR AT860 ADF ANT CD810 AT850 ANTENNA AV850A AUDIO CONTROL UNIT DI851 DME INDICATOR
PERF NAV PREV NEXT FPL PROG DIR BRT A G M B H N S X C I O T Y D J P U Z E K Q V F L R W 1 4 7 2 5 8 0 3 6 9

RCZ851E COM UNIT

TUNE

TUNE

RM850 RMU

RM850 RMU

RCZ851E COM UNIT

RNZ851B NAV UNIT

CD850 CLR DEL HEAD

SM200 ELEVATOR SERVO

AV850A AUDIO CONTROL UNIT

DI851 DME INDICATOR

CD810 OPTIONAL

TRIM SERVO

PERF NAV PREV NEXT FPL PROG DIR BRT A G M B H N S X C I O T Y D J P U Z E K Q V F L R W 1 4 7 2 5 8 0 3 6 9

DEL CLR

DEL CLR

RAD ALT

AD24161@

System Block Diagram Figure 21

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System Description 2-11/(2-12 blank)

PRIMUS R 1000 Integrated Avionics System with Integral FMS

3.

Electronic Flight Instrument System (EFIS)

GENERAL
The EFIS generates flightpath, flight instrument, and navigation information. It consists of a PFD for each pilot and an MFD on the central panel, with various cockpit--mounted controllers to select functions and display modes. Figure 3--1 shows a cockpit layout of the EFIS. The EFIS displays the following:
D D D D D D D D D D D D D D

Heading Attitude Airspeed Vertical speed Course orientation Flightpath commands Source annunciators Weather radar information Barometric and radio altitudes Navigation mapping information Flight director modes Checklist TCAS information (optional) EGPWS information (optional).

EFIS controllers, displays, and reversionary modes are described in the following paragraphs. Refer to Section 4, Flight Guidance System, for descriptions of the autopilot controller and the mode selector.

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Electronic Flight Instrument System (EFIS) 3-1/(3-2 blank)

PRIMUS R 1000 Integrated Avionics System with Integral FMS

DISPLAY CONTROLLER

PILOT PFD

MFD

MODE SELECTOR

RMU

RMU

COPILOT PFD

AUDIO PANEL

COMI NB NAV1 H24.2500 110.25 F 21.1255 109.35 TEMP- 1 MEMORY- 1 ATC TCAS ADF1 162.5 1471 1 TA/RA ANT TCAS DSPY 1 MLS1 CH: 500 D RANGE: 6 M AZ: 300M E ALT: NORM GP: 25.5 E TUNE SQ DIM 1/2 STO COMPGE TST DME 24 12

COMI NB NAV1 H24.2500 110.25 F 21.1255 109.35 TEMP- 1 MEMORY- 1 ATC TCAS ADF1 162.5 1471 1 TA/RA ANT TCAS DSPY 1 MLS1 CH: 500 D RANGE: 6 M AZ: 300M E ALT: NORM GP: 25.5 TUNE SQ DIM 1/2 STO COMPGE TST DME

DISPLAY CONTROLLER

AUTOPILOT CONTROLLER

MAX MIN GAIN

PULL WX VARSTBY OFF

PERF

NAV

A G M

B H N S X

A28-1146-137

15 S

21

MFD CONTROLLER

AUDIO PANEL

REMOTE INSTRUMENT CONTROLLER

TRB

STAB

TGT

SECT

TST RADAR SLV

RCT GMAP FP

WEATHER RADAR CONTROLLER CONTROL DISPLAY UNIT

TILT

PREV NEXT

FPL

PROG DIR

BRT

C I O T Y

D J P U Z

E K Q V

F L R W

1 4 7

2 5 8 0

3 6 9

DEL CLR

AD--24068@

Cockpit Layout of the EFIS Figure 3-1


Electronic Flight Instrument System (EFIS) 3-3/(3-4 blank)

PRIMUSR 1000 Integrated Avionics System with Integral FMS

CONTROLLERS Primary Flight Display (PFD) Bezel Controller


Two types of PFD bezel controllers, front mounted on the PFD, are now in use depending upon aircraft serial number. They are shown in Figure 32 and functions are listed below.

INCLINOMETER

STANDARD ALTIMETER BUTTON

BAROMETRIC ALTIMETER SET KNOB

BEZEL CONTROLLER WITHOUT RAD/BARO BUTTON

MINIMUMS KNOB

RAD/BARO BUTTON BEZEL CONTROLLER WITH RAD/BARO BUTTON

AD63968@

PFD Bezel Controller Figure 32


D D

Inclinometer The ball in the glass track indicates a slip or skid. STD (Standard) Button Push the STD button to return barometric altimeter correction to the standard value of 29.92 inches of mercury (inHg) or 1013 hectopascals (hPa).
Electronic Flight Instrument System (EFIS) 3-5

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PRIMUSR 1000 Integrated Avionics System with Integral FMS

BARO (Barometric) Knob The BARO set knob adjusts the altimeter setting in either inHg or hPa. NOTES: 1. When crossside MADC data is displayed on the PFD, the respective BARO set knobs do not have control over the displayed BARO setting. 2. The BARO set operates independently from the display controller. It is not necessary that the display controller be functional to set data.

RAD/BARO Button The RAD/BARO button is a momentary pushbutton that selects RAD minimums for display on the PFD. RAD and BARO occupy the same display field on the PFD; therefore only one can be displayed at a time. The RAD/BARO button toggles the display format to RAD, BARO, or OFF. The powerup default is BARO. MINIMUMS Knob Controls the minimums set value for the selected RAD or BARO. The pilot and copilot MINIMUMS Set Knobs are independent of each other; the pilot can set and display a RAD or BARO Minimums and the copilot can set and display a different RAD or BARO Minimums.

Multifunction Display (MFD) Bezel Controller


The five menu buttons and the two knobs on the MFD bezel controller, shown in Figure 33, are used to set vertical navigation (VNAV) data parameters and reference speeds (VSPEEDS).

DATA SET KNOB

MENU BUTTONS

ALTITUDE PRESELECT KNOB

AD63969@

MFD Bezel Controller Figure 33


Electronic Flight Instrument System (EFIS) 3-6 A281146137 Rev 2 Sep 2002

PRIMUSR 1000 Integrated Avionics System with Integral FMS

The left rotary knob inputs data to various menus. The right rotary knob is used only to set altitude preselect inputs. Input data is sent to the display controllers. If one display controller fails, the remaining display controller transmits the MFD bezel controller commands.
D

Data Set Knob Turning this knob inputs data to various menus whenever a SET label is displayed over the knob. It is used to set VSPEEDS and VNAV parameters. First Menu Button This button, next to the data set knob, is a return (RTN) button that recalls the main menu. Menu Buttons 25 These buttons call up various submenus and select or change parameters. Altitude Preselect Knob This knob sets the altitude preselect displays on the PFDs and the MFD bezel menu. The altitude preselect value is set in 100foot increments and can be changed at any time by rotating the knob. All menu pages on the MFD display the digital readout of the selected altitude. When the PFD is displayed on the MFD, the MFD bezel buttons are inoperative, and parameters such as VSPEEDS cannot be set. However, the MFD altitude select (ALT SEL) knob functions normally. The PFDs BARO set knob continues to function when the PFD is transferred to the MFD.

D D D

NOTE:

CONTROLLER CONVENTIONS When a menu item is boxed, the parameter in the box is displayed on the PFD or MFD. Selecting a boxed item deselects the item.
D

Parameter Selected for Display A selected parameter is displayed only when the item is boxed on the menu. If there is no box around the item, the item is not displayed. Parameter Selected for Setting If the parameter is not boxed, the first push of the menu button below it boxes the parameter, or boxes dashes if the parameter is being set. The data set knob is used to change a set value. Once the value is set, it is displayed by pushing any other menu key. Pushing the same menu button that was selected and boxed, deselects the parameter and erases entered data.

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Electronic Flight Instrument System (EFIS) 3-7

PRIMUS R 1000 Integrated Avionics System with Integral FMS

MFD MENU STRUCTURE The MFD menu structure is shown in Figure 3--4. The pilot can select any of six submenu pages, control the FMS source, and select the EGPWS (optional) for display on the MFD.

AD--63971@

MFD Menu Structure Figure 3-4

Electronic Flight Instrument System (EFIS) 3-8

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

MAIN MENU The main menu, shown in Figure 3--5, is the MFD power--up menu. The crew can select either the VNAV or VSPEED submenu, control the display of EGPWS terrain (TERR), and/or select FMS1 or FMS2 for display. If EGPWS is not installed, TERR is not displayed on the menu. If the aircraft has only a single FMS installed, FMS1 and FMS2 are not displayed.

AD--63972@

Main Menu Figure 3-5 VNAV (VERTICAL NAVIGATION) SUBMENU The VNAV submenu, shown in Figure 3--6, selects either coupled FMS VNAV, coupled singlepoint (SNGP) VNAV, or returns (RTN) to the MAIN MENU. If singlepoint VNAV is not available, the VNAV annunciator on the MAIN MENU is not displayed, and FMS VNAV is assumed. NOTE: The power--up default is not VNAV selected, and therefore VNAV is not available until a selection is made.

AD--63973@

VNAV Submenu Figure 3-6


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PRIMUS R 1000 Integrated Avionics System with Integral FMS

FMS (FLIGHT MANAGEMENT SYSTEM) VNAV SUBMENU Selecting FMS VNAV displays the FMS VNAV submenu, shown in Figure 3--7. The pilot can use this menu to cancel VNAV (CNCL VNAV) or return (RTN) to the MAIN MENU.

AD--63974@

FMS VNAV Submenu Figure 3-7 SNGP (SINGLEPOINT) VNAV SUBMENU The SNGP VNAV submenu calculates a singlepoint VNAV problem or returns (RTN) to the MAIN MENU. By using the SET knob and pushing the appropriate button, the crew can enter either the start--of--descent or start--of--climb distance (whichever is appropriate) to (TO) or from (FR) a station, the station elevation (ST EL), and the target altitude (ALT). From these inputs, vertical flight path angle (VANG) and vertical speed (VS) are calculated and displayed. The operation of the SNGP VNAV differs depending on the NAV source.
D

VOR NAV Source -- On power--up, the data field under the TO label contains dashes. When the TO button is pushed for the first time, a white box is displayed around the dashes, as shown in Figure 3--8, signifying that the TO distance is in the set mode.

Electronic Flight Instrument System (EFIS) 3-10

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

AD--63975@

VOR SNGP VNAV Submenu Figure 3-8 Pushing the TO button toggles the data field between TO and FR. Use the SET knob to enter the distance to or from the VOR. TO and FR values cannot be entered at the same time. The most recently set value remains while the earlier set value is removed and replaced with dashes. TO and FR distances range from 0 to 99.9 NM with a resolution of 0.1 NM. The station elevation (ST EL) must also be entered. When the ST EL button is pushed, a white box is displayed around the ST EL data field, and station elevation can be entered using the SET knob. The setting can range from 0 to 10,000 feet, in increments of 100 feet. A descend--to or climb--to target altitude must also be entered, using the ALT knob. Once the pilot has set the data, and if the VNAV problem is valid, a calculated VANG and VS solution is displayed. The maximum valid VANG is 6.0, with a resolution of 0.1. The vertical flight path angle can be adjusted by pushing the VANG button and setting a new angle with the SET knob. The VS button has no function. The label and value only show the predicted vertical speed. The predicted vertical speed gives an estimate of the climb or descent rate for the existing airspeed and selected vertical flight path angle. On power--up, or if the VNAV problem is invalid, dashes are displayed in the VANG and VS data fields. The VNAV setup data is routed to the flight director by pushing the VNAV button on the flight director mode selector. Once this occurs, the VNAV problem is frozen and any attempt to change the VANG, ST EL, and/or TO/FR data fields is ignored. However, if the selected altitude is changed, the VNAV mode can be dropped.
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PRIMUS R 1000 Integrated Avionics System with Integral FMS

FMS NAV Source -- The operation of SNGP VNAV with an FMS navigation source is similar to the operation of the VOR NAV source, except the pilot does not have to manually input station elevation because the FMS automatically gets it from the database. Station elevation is used to correct DME slant range information. FMS distance, which is linear, does not require slant range correction. The ST EL label is replaced with FR, as shown in Figure 3--9. Although TO and FR data fields are both displayed when using an FMS NAV source, TO and FR values cannot be entered at the same time. NOTE: Singlepoint FMS VNAV is a customer--selectable option not supported by all installations, including the integral FMS.

AD--63976@

FMS SNGP VNAV Submenu Figure 3-9

Electronic Flight Instrument System (EFIS) 3-12

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

VSPEED SUBMENU The VSPEED submenu, shown in Figure 3--10, selects the takeoff speeds (T/O SPEEDS) submenu, landing speeds (LNDG SPEEDS) submenu, or returns (RTN) to the MAIN MENU.

00

AD--63977@

VSPEED Submenu Figure 3-10


D

T/O (Takeoff) SPEEDS Submenu -- The T/O SPEEDS submenu, shown in Figure 3--11, selects and sets three different airspeed references (V1, VR, and V2), or returns to the MAIN MENU. Once selected, the airspeed bugs and their values are displayed on the PFD airspeed display as fixed or moving bugs.

AD--63978@

T/O SPEEDS Submenu Figure 3-11

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Electronic Flight Instrument System (EFIS) 3-13

PRIMUS R 1000 Integrated Avionics System with Integral FMS

On power--up, three dashes are displayed under each of the V1, VR, and V2 labels. Pushing the V1 button after power--up changes the dashes under V1 to 95 knots and two white boxes appear, one around just the 95 knots, and the other around both the 95 knots and the VR label. The two boxes indicate that the VSPEED is active and can be changed using the SET knob. Values between 40 and 450 knots can be entered in increments of one knot. A second push of the button removes the box around the digital VSPEED value, leaving a single box that indicates the VSPEED is active and cannot be changed. To activate the V1 value, push any button other than V1. A third push of the V1 button removes the single box, the V1 value, and the V1 reference bug from the PFD airspeed display. A fourth push returns to the beginning of the sequence. Setting the value for VR is the same as described for V1, except the initial value defaults to the value set for V1, or 95 knots if V1 has not been set. Setting the value for V2 is the same as described for V1, except the first value defaults to the value set for VR, or 95 knots if VR has not been set.
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LNDG (Landing) SPEEDS Submenu -- This submenu, shown in Figure 3--12, is used to select and set two different airspeed references, VREF and VAPP, or return to the MAIN MENU. When this submenu is selected, the airspeed bugs and their values are displayed on the PFD airspeed display as fixed or moving bugs.

AD--63979@

LNDG SPEEDS Submenu Figure 3-12


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PRIMUS R 1000 Integrated Avionics System with Integral FMS

On power--up, three dashes are displayed under the VREF and VAPP labels. Pushing the VREF button the first time replaces the dashes under the VREF label with 100 knots and two white boxes appear, one around the default 100 knot VREF speed value, and the other around both the speed value and VREF label. The two boxes indicate that the VREF is active and can be changed using the SET knob. Values between 40 and 450 knots can be entered in increments of one knot. The second push of the button removes the box around the digital VREF value, leaving a single box that indicates the VREF is active and cannot be changed. To activate the value, push any button other than the VREF button. A third push removes the single box, the VREF value, and the reference bug from the PFD airspeed display. The fourth push of the VREF button returns to the beginning of the sequence. Setting the value for VAPP is the same as described for VREF, except that the initial value defaults to the value set for VREF (100 knots) if VREF has not been set. INOPERATIVE MENU If the display controller becomes inoperative, MENU INOP is displayed on the MFD, as shown in Figure 3--13.

AD--63970@

Inoperative Menu Figure 3-13


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PRIMUSR 1000 Integrated Avionics System with Integral FMS

Display Controller (DC)


The display controller, shown in Figure 314, selects display features on the PFD. These features include HSI formats, navigation sources, weather radar, and bearing pointer selection.

DISPLAY CONTROLLER WITH TEST BUTTON

PUSH TEST

TEST
DISPLAY CONTROLLER WITH PUSH/TEST ROTARY KNOB

AD63980@

Display Controller Figure 314


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HSI (Horizontal Situation Indicator) Button This button toggles the HSI display between the full compass and arc compass formats. If the weather radar is on and the arc format is selected, weather returns are displayed. The powerup default is full compass. SC/CP (Single Cue/Crosspointer) Button This button toggles between single cue or crosspointer ADI command bars. NOTE: Some versions of the display controller do not have the SC/CP button. Command pointer selection is made at the time of installation.
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PRIMUSR 1000 Integrated Avionics System with Integral FMS

IN/HPA Button This button toggles between inHg and hPa units of measurement systems. The powerup default is the mode in effect at powerdown. GSPD/TTG (Groundspeed/TimeToGo) Button This button toggles between groundspeed and timetogo for display on the HSI. The powerup default is groundspeed. ET (Elapsed Time) Button This button replaces the GSPD/TTG display with a digital clock display. The clock can be started, stopped, and reset with multiple pushes of the ET button. NAV (Navigation) Button At system powerup, the onside VOR1/ILS1 (instrument landing system) information is displayed on the HSI in green. Pushing this button displays the crossside VOR2/ILS2 information in yellow. This button toggles between onside (green) or crossside (yellow ) information. The powerup default is onside VOR/ILS. FMS (Flight Management System) Button Pushing this button displays FMS information on the HSI in magenta. Pushing this button again has no effect. The FMS is disengaged by selecting another navigation mode. LNAV is dropped when the FMS NAV source is switched. NOTE: On aircraft with dual FMS installations, pushing the FMS button a second time displays crossside FMS data in yellow. The FMS button toggles the displayed FMS data between onside and crossside information.

BRG (Bearing) Knobs The HSI can display two independent bearing pointers. The selectable bearing sources for each pointer are described in Table 31. BRG f OFF NAV 1 ADF ADF1 FMS FMS1 BRG Z OFF NAV 2 ADF ADF2 FMS FMS2

Installation All Aircraft Single ADF Dual ADF Single FMS Dual FMS

Navigation Bearing Pointers Table 31


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PRIMUSR 1000 Integrated Avionics System with Integral FMS

DIM Controls The DIM control for the PFD is one of two inputs that contribute to the overall brightness of each electronic display: Ambient light sensed by the photo sensors on the PFD bezel Dimming control setting. The DIM control sets the intensity for each display. Turning the PFD DIM control OFF blanks the PFD, and the PFD information is displayed on the MFD. If both PFDs are off, the copilots PFD is displayed on the MFD.

RA (Radio Altitude) Knob Minimums displayed on the PFD can be adjusted by turning the RA knob as follows: Above 200 feet, in 10 foot increments Below 200 feet, in 5 foot increments The maximum RA value is 999 feet. Rotating the RA knob completely counterclockwise removes the radio altitude from the PFD display. NOTE: In some configurations this knob functions only as a PFD Dimmer. RA functions are replaced by a MINIMUMS knob on the PFD bezel, illustrated in Figure 32.

PUSH TEST Button Pushing this button generates a pilotinitiated command to test the system functions. Pressing the inner dimming knob commands a system test and Radio Altimeter test. In some configurations, this will replace the TEST button described below. TEST Button Pushing this button activates the display test mode. In the test mode, flags and cautions are displayed along with a check of the radio altimeter. The following test sequence is displayed: Course select, heading select, radio altitude set, distance, and groundspeed/timetogo digital readouts are replaced with amber dashes Attitude (ATT FAIL) and heading (HDG FAIL) displays are flagged All pointers and scales are flagged All heading related bugs and pointers are removed Flight director command cue is removed Radio altimeter digital readout displays selftest value The comparator monitor annunciates ATT, HDG, and ILS (if ILS sources are selected on both sides)

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The indicated airspeed (IAS) comparator monitor annunciates IAS in the airspeed window The altitude comparator monitor annunciates ALT in the altitude window The word TEST is displayed at the top left of the PFD Flight director mode annunciators are removed RA (white) is annunciated. NOTES: 1. A localizer frequency must be tuned on both NAV receivers to annunciate ILS. 2. Selftest is limited to radio altimeter test only in the air and is inhibited after glideslope or glidepath capture. 3. The EFIS test is functional only on the ground. The radio altimeter test is functional at all times except during glideslope capture or track. 4. FD FAIL is not displayed during a pilotinitiated test. 5. If the aircraft is on the ground and the DC TEST button is pushed longer than 5 or 6 seconds, the system enters the initiated test mode. Refer to Section 7, Troubleshooting, for information about initiated testing. 6. When the display controller fails, MENU INOP is displayed in the menu section of the MFD. 7. To ensure that the proper source is being used with the selected flight director modes when sources are changed, the EFIS resets flight director modes as listed in Table 32. Source Selection NAV HDG ATT Flight Director Modes Reset Navigation Lateral All modes and autopilot disengage

Flight Director Reset Modes Table 32


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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Remote Instrument Controller


The remote instrument controller, shown in Figure 3--15, selects course and heading for display on the HSIs. The functional controls are listed below.

AD--63982@

Remote Instrument Controller Figure 3-15


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COURSE Knobs -- The COURSE knobs set the VOR navigation course. When the course is set, the remote instrument controller transmits course data to the display controller, which in turn transmits the data to the IAC for the EFIS and flight director functions. The left COURSE knob controls the pilots side course selection, and the right COURSE knob controls the copilots course selection. Push either the left or right knob PUSH DIR button to center that sides course arrow display with a TO flag on the HSI. This function is inhibited when ILS or FMS is displayed.

HEADING Knob -- The HEADING knob sets the heading bug on both HSIs. When the heading bug is set, the symbol generator transmits heading signals to the flight director computer. Pushing the HEADING knob PUSH SYNC button synchronizes the heading bug to the present heading (HSI lubber line).

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Multifunction Display (MFD) Controller


The MFD controller, shown in Figure 3--16, controls the MFD format display, symbol generator reversion, MFD dimming, checklist operation, and weather, TCAS, and map inputs. The functions and modes on the MFD are described below.

AD--63984@

Multifunction Display Controller Figure 3-16 NAVIGATION The MAP/PLAN button, RNG switch, and VOR, DAT, and APT buttons control the display mode, data, and map/plan ranges.
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MAP/PLAN Button -- This button toggles between the map display and the plan display. The power--up default is the map display with no weather. VOR Button -- This button controls the display of VOR/DME symbols and identifiers. DAT (Data) Button -- This button controls the display of long range navigation symbols and identifiers. APT (Airport) Button -- This button controls the display of airport locations and identifiers. RNG (Range) Switch -- This switch increases or decreases the selected range from 5 to 1200 NM in preset steps. However, when weather (WX) is selected for display, the RNG switch is disabled and the range is controlled by the weather radar controller.

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COLLISION ADVOIDANCE
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TCAS (Traffic Alert and Collision Avoidance System) Button -The optional TCAS button is used to select or deselect the TCAS traffic display.

WEATHER
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WX (Weather) Button -- This button controls weather radar returns on the MFD map display. If the WX button is pushed when the plan view is being displayed, the plan view is replaced with the map view.

DESIGNATOR CONTROLS The joystick and the SKP, RCL, and ENT buttons control the MFD display.
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RCL (Recall) Button -- Pushing the RCL button when the designator is not at its home position (from which it is referenced) recalls the designator to its home position. Pushing RCL when the designator is at its home position recalls the designator to the aircraft symbol. SKP (Skip) Button -- Pushing this button skips the designators home position to the next waypoint. If the designator is at the last waypoint in the route when SKP is pushed, the designator returns to the aircraft symbol. If the designator is offset from its home position, the dashed line connecting the designator to its home position is redrawn. ENT (Enter) Button -- Pushing the ENT button when the designator is offset from the home position or at a waypoint selects that position as a new waypoint. Joystick -- The joystick can move the designator in four directions on the MAP display: up, down, right, and left. The course and distance to the designator from its home position are displayed in the lower right corner of the MFD. On the PLAN display, the joystick moves the viewing circle to illustrate the aircraft position relative to the desired track.

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CHECKLIST The NORM and EMER buttons display the normal and emergency checklists on the MFD.
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NORM (Normal) Button -- Pushing this button enters the MFDs normal checklist display function and displays the normal checklist index page on the MFD screen. The normal checklist is arranged in the order of standard flight operations. Pushing the NORM button a second time toggles out of the checklist. EMER (Emergency) Button -- Pushing this button enters the MFDs abnormal and emergency checklist display function and displays a procedure index. Pushing the EMER button a second time toggles out of the checklist.

CHECKLIST CONTROL The joystick and the SKP, RCL, PAG, and ENT buttons control the checklist display. Completed checklists and checklist items are green, and incomplete items are cyan. The cursor is a white box surrounding a selected item.
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RCL Button -- Pushing this button displays the page containing the first skipped item, with that item selected on the MFD screen. SKP Button -- Pushing this button skips the active selection and goes to the next item. If the item skipped is the last item, the active selection is the first skipped item. PAG (Page) Button -- Pushing this button advances to the next page. The active selection is the first incomplete item on the displayed page. If there are no incomplete items on the page, the active selection is the first item on that page.

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

ENT Button -- The effect of pushing the ENT button depends on whether the display is an index page or a checklist page: INDEX PAGE -- Pushing ENT on an index page, as shown in Figure 3--17, displays the selected checklist. If that checklist has been partially completed, it will open with the cursor on the next item to be accomplished.

AD--64017@

Checklist Index Display Figure 3-17 If the checklist has been completed, the system forces all items in the checklist to incomplete and displays the first page of the checklist with the cursor at the first item. CHECKLIST PAGE -- Pushing ENT on a checklist page acknowledges that the selected item is complete (green) and moves the active selection to the next incomplete (blue) item. If ENT is pushed with the active selection at the last item on a checklist, its effect depends upon whether or not the checklist is completed.

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

If the checklist has been completed, the system returns to the index page containing the next checklist to be completed, with the cursor on that checklist. If the checklist has not been completed (one or more items skipped), the system displays the page containing the first incomplete item, with the cursor on that item.

Joystick -- The joystick selects additional paging and cursor control. Each movement results in the action described below. UP -- Pushing the joystick up moves the active selection to the previous item. DOWN -- Pushing the joystick down moves the active selection to the next item. This is identical to the SKP button. LEFT -- Pushing the joystick to the left goes back to the previous page. RIGHT -- Pushing the joystick to the right displays the next page. This is identical to the PAG button.

MODE SELECTOR ROTARY SWITCH The MODE selector is a three position rotary switch that selects the following symbol generator modes of operation:
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NORM -- This position selects normal symbol generator operation. SG1 -- This position selects the No. 1 symbol generator to drive all displays. SG2 -- This position selects the No. 2 symbol generator to drive all displays.

DIMMING CONTROL (DIM) The DIM knob controls the MFD brightness level. It is concentric with the mode selector switch.

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

EFIS Reversionary Functions


EFIS reversionary functions retain usable flight displays even after multiple failures. For example, if a PFD tube fails, its data can be displayed on the MFD. Data from a failed symbol generator can be replaced by the remaining good symbol generator. The three remaining reversionary functions (heading, attitude, and air data) are controlled with the reversionary switches shown in Figure 3--18 and described below.

External Reversionary Select Switches Figure 3-18


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HDG REV (Heading Reversion) Switch -- Pushing this switch selects heading sources as described in Table 3--3. Condition Power--up First Push Second Push Pilot MAG 1 MAG 2 MAG 1 Copilot MAG 2 MAG 1 MAG 2

Heading Reversionary Switch Functions Table 3-3

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

ATT REV (Attitude Reversion) Switch -- Pushing this switch selects attitude sources as described in Table 3--4. Condition Power--up First Push Second Push Pilot ATT 1 ATT 2 ATT 1 Copilot ATT 2 ATT 1 ATT 2

Attitude Reversionary Switch Functions Table 3-4


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ADC REV (Air Data Computer Reversion) Switch -- Pushing this switch selects ADC sources as described in Table 3--5. Condition Power--up First Push Second Push Pilot ADC 1 ADC 2 ADC 1 Copilot ADC 2 ADC 1 ADC 2

Air Data Computers Reversionary Switch Functions Table 3-5

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

PRIMARY FLIGHT DISPLAY (PFD)


The PFD is an integrated display of essential flight information. The PFD is divided into functional groups, as shown in Figure 3--19, that are described below.

PFD Functional Divisions Figure 3-19

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Mode Annunciators -- The PFD displays mode annunciators from the flight guidance system (FGS), PFD source selection, and comparison monitor functions. ADI (Attitude Director Indicator) Display -- The ADI symbols use a truncated sphere format to display standard attitude information. The attitude display receives its inputs from the attitude and heading reference system (AHRS). When either the pitch or roll data is invalid, all scale markings are removed, the attitude sphere turns cyan, and ATT FAIL is displayed at the top center of the sphere. Other display data, such as radio altitude, marker beacon, and states of operation, are also displayed on the ADI. Air Data Displays -- The PFD airspeed, altitude, and vertical speed displays receive inputs from the MADC. A standard slip--skid indicator is on the PFD bezel controller. HSI (Horizontal Situation Indicator) Display -- The HSI heading display receives inputs from the AHRS. The HSI displays include the following: Full compass mode Arc mode Weather mode.

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Attitude Director Indicator (ADI) Displays and Annunciators


The ADI, shown in Figure 3--20, displays standard attitude information as described below.
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Flight Director (FD) Mode Annunciators -- Flight director modes are annunciated on the PFDs above the ADI. The lateral mode annunciators are located on the left, and vertical mode annunciators are located on the right. Armed modes are displayed in white, and captured modes are displayed in green. A white box surrounds captured mode annunciators for 5 seconds after the capture occurs. Autopilot (AP) Status Messages -- The autopilot status messages are displayed in the top center of the PFD, above the ADI. Autopilot status messages are explained in Table 3--6. Message AP TEST AP ENG TCS ENG (white) TRN KNB AP FAIL Power--up test Autopilot engaged Touch control steering engaged Autopilot TURN knob is out of its detent Autopilot has failed Autopilot Messages Table 3-6 Status

TCS (Touch Control Steering) Mode Annunciator -- The AP ENG annunciator is replaced with TCS ENG (white) when the TCS switch on the control wheel is pushed.

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RAD/BARO

RAD/BARO

AD24069@

Attitude Director Indicator Displays and Annunciators Figure 320

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PRIMUSR 1000 Integrated Avionics System with Integral FMS

Category II (CAT2) ILS Annunciators The symbol generator displays a green or flashing amber CAT2 annunciator on the right upper portion of the PFD, above the vertical deviation scale. The CAT2 mode annunciator indicates that the excessive ILS deviation monitors are active. NOTE: Pilot, aircraft, and approach must be approved for Category II approaches.

The symbol generator activates the CAT2 mode annunciator on the PFDs whenever the approach mode is selected and the following criteria are met: The display controller radio altitude must be set between 50 and 195 feet. Radio altitude must be valid and indicating 100 feet or greater on both PFDs. Both navigation receivers must be selected for display, both tuned to the same ILS. Localizer and glideslope frequencies must be valid. Two symbol generators must be operational and they cannot be selected in reversion. Air data reversion is not selected. No comparison monitors are tripped. Independent attitude and heading sources are displayed on the PFDs. NOTE: CAT2 annunciators cannot be tested on the ground because the aircraft must be airborne to display them.

If the above criteria are not met when the approach mode is selected, the system is programmed to default out of Category II, and no CAT2 annunciator is displayed on the PFD.

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CAT2 Approach Window A green Category II approach window on the vertical deviation scale is accompanied by a green horizontal bar. If Category II limits are exceeded, the window, scale, and pointer all change to amber, as shown in Figure 321.

PFD With Excessive Deviation Figure 321

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

CAT2 Excessive Deviation Monitors -- When CAT2 is displayed, the ILS excessive deviation monitors are active. If glideslope deviation exceeds Category II window requirements with radio altitude less than 600 feet, the glideslope deviation scale changes from green to flashing amber, and the glideslope pointer changes to a steady amber. The display reverts to green when deviations are brought back within limits. The localizer deviation scale and pointer operate the same way. The PFD CAT2 annunciator changes to CAT2 and flashes when the conditions stated above are lost. The glideslope and localizer excessive deviation monitors are independent. They conform to tolerances set by regulatory aviation agencies for Category II ILS operations.

Pitch Scale -- The pitch scale tape consists of white scale markings, as shown in Figure 3--22, with reference marks every 5_ from 0_ to 30_. Red excessive pitch warning chevrons are displayed at 45_ and 65_ pitch up and at 35_, 50_, and 65_ pitch down.

AD--63989@

Pitch Scale Markings Figure 3-22

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Vertical Deviation Scale and Pointer -- The vertical deviation scale and pointer indicate long range navigation or VNAV deviation. The vertical deviation scale is displayed on the right side of the attitude sphere. The driver for this scale is selected using the display controller from any one of the following sources: ILS glideslope Vertical navigation (VNAV). The pointer is green for ILS or VOR/DME, and magenta for FMS. If any nonstandard (cross--side) source is selected, the pointers turn yellow. When the approach mode is selected, the vertical deviation pointer represents displacement from the vertical path, as described in Table 3--7. The system selected (GPS or FMS) computes deviation from the vertical path. Approach Vertical Deviation (feet) <--210 --150 --75 0 +75 +150 >+210 FMS Vertical Deviation Table 3-7 When FMS data is invalid, the scale and pointer are removed. Enroute Vertical Deviation (feet) <--700 --500 --250 0 +250 +500 >+700

Pointer Position Parked Up 2nd Dot Up 1st Dot Up Zero Index 1st Dot Down 2nd Dot Down Parked Down

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When flying VNAV, the flight director computes the vertical path based on either an SRN or LRN waypoint. The vertical deviation pointer represents the vertical displacement from the computed path, as described in Table 3--8. Pointer Position Parked Up 2nd Dot Up 1st Dot Up Zero Index 1st Dot Down 2nd Dot Down Parked Down VNAV Vert. Dev. (feet) <--700 --500 --250 0 +250 +500 >+700

Honeywell VNAV Vertical Deviation Table 3-8 When invalid information is displayed from the ILS or MLS receiver, the pointer is removed and an X is drawn through the scale. NOTE:
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When a back course is armed or captured by the flight director, the vertical deviation scale is removed.

Marker Beacons -- The outer (O), middle (M), and inner (I -- white) marker beacon annunciators are displayed in a white box under the vertical deviation scale. When the aircraft passes over each marker beacon, the annunciator flashes continuously. Normally, only one annunciator is displayed at a given time. When the display controller TEST button is pushed, all three annunciators are displayed simultaneously. Radio Altitude Minimums Set Display -- This display is located below and to the right of the attitude sphere. It is a three--character digital readout with a white RA label. The range is 5 to 999 feet. The minimums can be set within 5 feet from 5 to 200 feet above ground level (AGL), and within 10 feet from 200 to 990 feet AGL. The radio altitude value is set with the display controller RA knob. Setting the radio altitude minimums value to 0 feet removes the digital readout and label. If radio altitude becomes invalid, the digits and label are removed from the display.

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Aircraft Symbol -- A stationary representation of the aircraft, it consists of either a single cue aircraft symbol or a crosspointer aircraft symbol, depending on the PFD display controller selection. Aircraft pitch and roll attitudes are displayed by the relationship between the fixed aircraft symbol and the moveable attitude sphere. For the single cue display only, outrigger boxes are displayed at the left and right edge of the ADI sphere, in line with the apex of the symbol.

Flight Director Command Bars -- The flight director gives pitch and roll commands to the pilot by displaying single cue or crosspointer command bars on the attitude sphere. The type of command bar displayed is selected by using the SC/CP button on the display controller. Command bars are displayed only when both a lateral and vertical mode have been selected. The pilot flies the aircraft symbol to the flight director command bars to capture and maintain a desired flightpath. The pitch command is limited to 20, and roll command is limited to 30. If the flight director becomes invalid, the command bars are removed from the display.

Attitude Sphere -- The attitude sphere shows the aircraft pitch and roll attitudes with respect to the horizon. The sphere is filled with two colors, cyan representing the sky and brown representing the ground, separated by a white line representing the horizon. Pitch attitude is limited to 90_, and roll attitude has a full 360_ of motion. For pitch attitudes greater than 17.5_, a brown eyebrow is displayed. The eyebrow can be used for quick ground reference. If attitude becomes invalid, the sphere fills with cyan, the eyebrow and horizon lines are removed, and ATT FAIL is displayed inside a black rectangle in the top center area of the sphere.

Roll Scale and Pointer -- The roll scale is linear with white tick marks at 10_, 20_, 30_, 45_ and 60_ of roll. The 30_ mark is highlighted with a longer tick mark. A triangle marks 45_ of roll. The sky pointer is filled in. The roll index center mark is also filled in. Flight Director Couple Arrow -- A green arrow is displayed above the ADI to indicate which flight director is coupled to the flight guidance system.

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Attitude Source Annunciators -- The PFD annunciates ATT1 or ATT2 to indicate which AHRS is the attitude source. When the normal (on--side) source is selected, the source annunciators are not displayed. When both pilots have selected the cross--side source, the annunciators are white. When the pilot and copilot use the same source, the annunciators both turn amber. Attitude, heading, and ADC source annunciators are displayed in any reversion.

Digital Air Data Source Annunciators -- The PFD annunciates ADC1 or ADC2 to denote which MADC is the air data source. When the normal (on--side) source is selected, the source annunciators are not displayed. When both pilots have selected the cross--side source, the annunciators are white. When the pilot and copilot use the same source, the annunciators both turn amber.

Low Bank Limit -- The low bank limit indicators are green tick marks at the 14_ position on the roll attitude scale. They are a visual indication of flight director bank limits and are displayed only when the flight director is valid. Slip-Skid Indicator -- An electronic slip--skid indicator is located in the top center of the attitude sphere, just below the roll pointer. The indicator moves 1.85 inches for each 1g of lateral acceleration. FMS Altitude Target Display -- When the system is in a VPTH, VFLC, VASL or VALT vertical capture mode, the altitude target readout is displayed in magenta to the upper right of the ADI. The display can read altitudes from --900 through +45,000 feet, rounded to the nearest 10 feet. When the aircraft is climbing or descending to an FMS--generated altitude, the altitude target readout turns amber within 1000 feet of the target altitude and returns to magenta within 200 feet. If FMS altitude becomes invalid, the altitude target readout is removed from the display.

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Vertical Track Alert (VTA) Annunciator -- VTA is displayed above the vertical deviation scale within one minute before vertical navigation capture, and a double--beep warning sounds. NOTE: The VNAV mode button on the flight director mode selector must be active for the FGS to fly VNAV.

FMS Source Annunciator -- The FMS source is annunciated as either FMS or VNV (vertical navigation). Radio Altitude Display -- Radio altitude is displayed in green digits at the bottom of the attitude sphere. The range is from --20 to 2500 feet, with a resolution of 5 feet below 200 feet and 10 feet above 200 feet. The display is removed for radio altitude values greater than 2550 feet. If radio altitude becomes invalid, the digits are replaced by -RA-.

Airspeed Warning Annunciator -- MAX SPD and MIN SPD are displayed vertically along the left side of the attitude sphere when the flight director detects a trend toward overspeed or underspeed, respectively. The warning is only active in SPD, VS, and VNAV flight director modes, and it remains displayed as long as the overspeed or underspeed condition exists. Radio Altitude (RA) Minimums Annunciator -- The radio altitude minimums display is in the upper left area of the attitude sphere. RA minimums arm when all of the following conditions exist: The aircraft is airborne Radio altitude and RA minimums are valid Radio altitude is greater than the RA minimums setting plus 100 feet for 5 seconds or more An RA minimum of greater than 0 feet is selected. An empty black rectangular box is displayed when RA minimums is armed and the radio altitude drops to within 100 feet of the RA minimums setting. RA minimums are disarmed when any one of the following conditions occur: The aircraft is on the ground Radio altitude increases to greater than 100 feet above the RA minimums setting Power is cycled.

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RA minimums capture when radio altitude is equal to or less than the RA minimums setting. A flashing MIN is displayed inside the black rectangular box. MIN flashes for ten seconds, then remains steady. RA minimums must be armed before capture can occur. MIN is removed when the aircraft lands or when radio altitude increases above the RA minimums setting. When either the RA minimums or radio altimeter is invalid, the radio altitude minimums annunciator is removed from the display.
D

Symbol Generator Source Annunciator When symbol generator reversion (SG1 or SG2) is selected on the MFD controller, the source is annunciated in the upper left corner on both PFDs. SG1 indicates the No. 1 symbol generator (pilots side) is driving all three displays. SG2 indicates the No. 2 symbol generator (copilots side) is driving the displays. Comparison Monitor Annunciators Comparison monitors indicate there is a difference between the pilots and copilots displayed data. When they are activated, comparison monitors flash amber for ten seconds, then remain steady. Figure 323 shows the comparison monitor locations.

Comparison Monitor Annunciators Figure 323

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

ALTITUDE -- When the altitude comparison monitor is active, ALT annunciates in the upper right corner of the altitude display. RADIO ALTITUDE -- When this comparison monitor is active, RA annunciates in the lower left corner of the ADI. HEADING -- When the heading comparison monitor is active, HDG annunciates in the upper left corner of the HSI. GLIDESLOPE AND LOCALIZER -- When the glideslope comparison monitor is active, GS annunciates in the lower left corner of the ADI. When the localizer comparison monitor is active, LOC annunciates. If the localizer and glideslope monitors both trip, ILS annunciates. PITCH AND ROLL -- When the roll comparison monitor is active, ROL annunciates in the lower left corner of the ADI. When the pitch comparison monitor is active PIT annunciates. If the roll and pitch monitors both trip, ATT annunciates. If ATT annunciates and one of the axis monitors deactivates, the remaining single axis monitor is displayed without reflashing. AIRSPEED -- When the airspeed comparison monitor is active, IAS is displayed in the upper left corner of the airspeed display.

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Horizontal Situation Indicator (HSI) Displays and Annunciators


FULL COMPASS DISPLAY The HSI annunciators on the PFD are shown in Figure 3--24.
HEADING SELECT BUG HEADING SOURCE ANNUNCIATOR (NOTE) DG1 DG2 MAG1 MAG2 LUBBER LINE DRIFT ANGLE BUG HEADING DIAL

FMS VNAV ANNUNCIATOR VPTH VALT VSPD VASL NAV SOURCE ANNUNCIATOR VOR 1 ILS1 VOR 2 ILS2 FMS

COMPASS SYNC ANNUNCIATOR CRS OR DTRK COURSE SELECT/DESIRED TRACK DISPLAY FMS STATUS ANNUNCIATOR DR WPT DRG INTG COURSE SELECT/ DESIRED TRACK POINTER FMS ACCURACY AND CROSSTRACK APP XTK HEADING SELECT DISPLAY WIND VECTOR RECIPROCAL TO-FROM COURSE/ ANNUNCIATOR DESIRED AIRCRAFT TRACK SYMBOL POINTER

FMS MESSAGE DISTANCE DISPLAY BEARING POINTERS COURSE/DESIRED TRACK DEVIATION SCALE AND BAR ELAPSED TIME, TIME-TO-GO, OR GROUNDSPEED DISPLAY ET 59:59 ET H9:59 TTG 399 MIN GSPD 999 KTS

BEARING SOURCES ADF1 VOR1 ADF2 VOR2 FMS

AD--66566@

HSI Compass Display on PFD Figure 3-24

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Heading Select Bug and Display -- The heading select bug rotates around the compass arc. The bug is positioned using the HEADING knob on the instrument remote controller. A white HDG label is displayed in the lower left corner of the HSI area. Directly below the label is a cyan digital readout of the bugs current position. Lubber Line -- The lubber line is a white triangle positioned at the apex of the compass outside the compass arc. The triangle fits inside the heading bug when the heading bug is positioned at 0_. Drift Angle Bug -- The drift bug is displayed when FMS is the selected navigation source. The drift bug indicates the angular difference between FMS calculated track and aircraft current track. The bug is a magenta triangle that moves around the outside of the compass card in either full or arc modes. Heading Display Dial, and Fore and Aft Lubber Lines -AHRS--supplied magnetic compass information is displayed on the heading dial that rotates 360_ with the aircraft. The azimuth ring is marked in 5_ increments. Fixed heading marks are at the fore and aft lubber line positions at 45_ bearings. FMS VNAV Annunciators -- Some aircraft are equipped with the FMS VNAV annunciators displayed in the upper right of the ADI. They are displayed in magenta if the on--side primary LRN source is selected. They are displayed in yellow if the on--side secondary LRN source is selected, or the on--side and cross--side LRN sources are set to the same source. These annunciators are: VPTH -- Vertical path VALT -- Vertical altitude VSPD -- Vertical speed VASL -- Vertical altitude select.

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

NAV Source Annunciator -- The NAV source selected for display on the course deviation indicator (CDI) is transmitted from the on--side display controller. If the on--side controller is invalid, the symbol generator reverts to on--side primary NAV (pilot -- VOR1, copilot -- VOR2). The NAV source is annunciated in the upper right corner of the HSI area. The label is green when a short range NAV source is selected or magenta if the long range NAV FMS is selected. If the pilot and copilot are on the same NAV source, the annunciator, data, and course pointer all turn yellow. The NAV source annunciator also turns yellow if both pilots have the cross--side NAV source selected. The navigation sources available are VOR 1/2, ILS 1/2 and FMS. Aircraft with dual FMS have FMS1 and FMS2. NOTE: When FMS is the selected navigation source, the HSI has the only display for course deviation.

FMS Message -- A flashing MSG is displayed when there is a message on the CDU. The annunciator flashes until the pilot takes action according to the aircrafts FMS installation. Distance Display -- The NAV source distance is displayed on the upper right side of the HSI below the NAV source annunciator. The distance readout is the same color as the NAV source. The readout represents distance--to--station for a short range NAV, and the distance to the next waypoint in long range NAV. Table 3--9 lists the display ranges. If the DME hold is selected when the VOR is displayed, an H is displayed next to the DME distance. Distance Source DME FMS Display Range 0.0 to 512 NM 0.0 to 4095 NM Distance Display Range Table 3-9

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Bearing Pointers and Sources -- Two bearing pointers and their symbols (f and Z) indicate bearing to the selected navaid. Bearing sources and pointers are selected using the display controller, as described in Table 3--10. DC Bearing Knob Selection OFF NAV ADF FMS
NOTES:

PFD Text Identifier None VOR1 or VOR2 ADF1 or ADF (Note 1) FMS1 or FMS2 (Note 2)

Aircraft Reference None Card Case Card

1. ADF for single ADF installations. 2. FMS for single FMS installations.

Bearing Selector Table 3-10 The annunciator for the bearing pointers is displayed in the lower left corner of the HSI area. The annunciator color matches the bearing pointer color, cyan for the circle pointer and white for the diamond pointer. If the on--side display controller fails, the default sources are VOR1 on circle (pilots) and VOR2 on diamond (copilots). If the bearing pointer is selected to VOR and the radio is tuned to a localizer frequency, the pointer and annunciator are removed from the display.
D

Course/Desired Track Lateral Deviation Scale and Bar -- A course/desired track lateral deviation scale is displayed as two white dots on either side of the aircraft symbol. The two--dot scale represents NAV deviation from the selected source desired track or course. The lateral deviation dots rotate around the center of the fixed aircraft symbol. The deviation bar represents the centerline of the selected VOR or localizer course. The aircraft symbol shows aircraft position relative to the selected course. When global positioning system (GPS) is installed and the FMS is used, the deviation scale sensitivity changes for each phase of flight.

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PRIMUSR 1000 Integrated Avionics System with Integral FMS

The scaling for a VOR NAV source is defined in Table 311. Full Left/Right >10
NOTE:

Outer Dots 10

Inner Dots 5

Scaling can vary depending on FMS.

VOR NAV Source Lateral Deviation Scaling Table 311 If FMS is the NAV source and the GPS is valid, the scaling is defined in Table 312. Full Left/Right >10.0 NM > 2.0 NM >0.6 NM

Phase Enroute Terminal Approach

Outer Dots 5.0 NM 1.0 NM 0.3 NM

Inner Dots 2.5 NM 0.5 NM 0.15 NM

FMS NAV Source Lateral Deviation With GPS Valid Table 312 If the FMS is the NAV source and GPS is not valid, the scaling is defined in Table 313. Full Left/Right >10.0 NM N/A >2.0 NM

Phase Enroute Terminal Approach

Outer Dots 5.0 NM N/A 1.0 NM

Inner Dots 2.5 NM N/A 0.50 NM

FMS NAV Source Lateral Deviation With GPS Invalid Table 313 Excessive lateral deviation during CAT2 operation is annunciated by the lateral deviation scale and pointer changing from white to amber.

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Elapsed Time (ET), Time-To-Go (TTG), or Groundspeed (GSPD) Display -- By pushing the GSPD/TTG button on the display controller, the groundspeed or time--to--go can be alternately displayed in the lower right corner. The groundspeed is calculated and displayed in magenta when the long range navigation system (FMS) is selected (if the FMS is displayed and its output is valid). When VOR/DME is selected, the IAC receives groundspeed from the DME and displays the value in green. Power--up default is GSPD with ET reset to zero. When the ET button on the display controller is pushed, the GSPD/TTG readout is replaced with a digital clock display. Pushing the ET button starts, stops, and resets the digital clock.

TO/FROM Annunciator -- The TO indicator is displayed as a solid white triangle (Y) in front of the aircraft symbol, and the FROM indicator is a solid white triangle (B) behind the aircraft symbol. When a VOR is selected, the TO or FROM indicators are displayed as described in Table 3--14. When ILS (tuned to localizer) is selected, the TO/FROM indicator is removed from the display. VOR Bearing Relative to Selected Course Equal to or less than 88_ Equal to or greater than 92_ Between 88_ and 92_ VOR TO/FROM Indicator Table 3-14

Annunciator TO Indicator (Y)

FROM Indicator ( B ) Not Displayed

Reciprocal Course/Desired Track Pointer -- This pointer indicates 180_ from the course select/desired track pointer. Aircraft Symbol -- The center of the heading compass has a fixed miniature white aircraft symbol and lateral deviation scale. The symbol shows the aircraft position and heading with respect to the rotating heading dial. It also shows the aircraft position relative to a radio course or FMS desired track.

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Wind Vector -- Wind information is displayed in the bottom left section. The wind velocity and direction are displayed in magenta for on--side data or yellow for cross--side data. Wind direction relative to the aircraft is displayed as a vector arrow. Wind speed is displayed as a digital readout with a range from 1 to 255 knots. The wind display is removed from the PFD when wind data is invalid, heading is invalid, or wind speed is zero.

FMS Accuracy and Crosstrack Messages -- Table 3--15 describes FMS accuracy and crosstrack messages. Message APP XTK Mode Approach Crosstrack Description An APP indicates that the FMS or GPS is in the approach mode. A XTK message is displayed when the FMS has sent a crosstrack warning.

FMS Accuracy and Crosstrack Messages Table 3-15


D

Course Select/Desired Track Pointer With Display -- The course pointer rotates around the center of the arc heading display. With a short range NAV selected, the course pointer is positioned by turning the course knob on the remote instrument controller. When the FMS is selected, the desired track data is generated by the FMS and is sent to the IAC. The course pointer data is in the upper left corner of the HSI area. If short range NAV has been selected, the label is CRS. If long range NAV has been selected, the label is DTRK (desired track). Directly below the label is a digital readout of the current course pointer value. The pointer and digital display are green for short range NAV and magenta for long range NAV. NOTES: 1. If the cross--side short range NAV is selected, the course pointer and associated annunciators are yellow. 2. If both sides display the same navigation source, the course pointer is yellow.

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

FMS Status Annunciators -- Table 3--16 describes FMS status messages. Message DGR DR WPT Mode Degrade Dead Reckoning Waypoint Alert GPS Integrity Description A DGR indicates a degrade mode of operation. A DR indicates a dead reckoning mode. A lateral waypoint crossover is annunciated by a WPT 60 seconds before crossing an FMS waypoint. An INTG indicates a failing GPS. The annunciator is removed when the selected NAV source is other than FMS.

INTG

FMS Status Messages Table 3-16


D

Compass Sync (Synchronization) Annunciator -- The compass sync annunciator indicates that the AHRS is in the slaved mode. The bar represents commands to the attitude and heading reference unit (AHRU) to slew the indicated direction (+ for increased heading and o for decreased heading). The compass sync annunciator is removed from the display for any of the following conditions: Invalid magnetic heading Invalid flux valve heading AHRS is in the directional gyro (DG) mode.

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Heading Source Annunciator -- The AHRS heading source (DG1, DG2, MAG1, MAG2) is annunciated above and to the left of the compass rose. The heading source for the pilots PFD is the same source that drives the MFD. Table 3--17 lists the heading source annunciators. Heading Source AHRS Pilot Annunciator DG1 MAG1 (white) DG 2 MAG 2 DG 1/2 MAG 1/2 HDG 1 Copilot Annunciator DG2 MAG2 (white) DG 1 MAG 1 DG 2/1 MAG 2/1 HDG 2

Selection Normal

AHRS AHRS Invalid

Cross-side Same side N/A

Heading Source Annunciators Table 3-17 Flying north of 70_ latitude requires an upgraded compass because the true heading symbols are not supported in this aircrafts avionics system.

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

ARC DISPLAY Most of the arc display annunciators, shown in Figure 3--25, are the same as for the full compass HSI display. The differences are described in the following paragraphs.

WEATHER RADAR MODES WAIT STBY FSBY WX RCT GCR CR/R GMAP TEST FAIL FPLN R/T WX/T TX ANTENNA TILT ANNUNCIATOR WEATHER WARNING TGT VAR WEATHER RADAR RETURN

DIGITAL HEADING DISPLAY

HEADING BUG OFF SCALE ARROW

RANGE ANNUNCIATOR (INNER RANGE IS 1/2 THE RANGE SETTING OF THE WEATHER RADAR)

AD--63993@

HSI Arc Display Figure 3-25

Electronic Flight Instrument System (EFIS) 3-52

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Digital Heading Display -- The aircrafts current heading is displayed above a V--shaped notch at the top (apex) of the partial compass. The V--shaped notch replaces the lubber line and fits inside the heading bug, when the heading bug is positioned at the center of the arc. Weather Radar Returns -- Weather radar returns are displayed inside the compass arc. The returns are color coded, as described in Table 3--18. Weather (WX) Mode Black Green Yellow Red Magenta Cyan White Ground Mapping (GMAP) Mode Black Cyan Yellow Magenta N/A N/A N/A

Return Level 0 Level 1 Level 2 Level 3 Level 4 RCT Turbulence

Weather Radar Return Color Code Table 3-18 Weather picture data is displayed in a 120_ pattern if sector scan has not been selected on the weather radar controller. If sector scan is selected, a 60_ pattern is displayed. A 60_ sector scan is further identified by two white azimuth marks (not always shown) on the half range ring, at 30_ of an imaginary line running through the center of the fixed aircraft symbol.

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Range Annunciator (Weather) -- Range rings show the position of weather radar returns and navaids relative to the aircrafts position. The outer range ring is the compass card boundary and represents the selected range (in nautical miles) on the radar. The inner range ring is half of the range setting on the weather radar controller. Weather radar range is annunciated by white digits at the end of the half--range ring. The radar range, listed in Table 3--19, is selected using the weather radar controller. If the radar range is turned off, the default outer range ring represents 100 NM. Selected Range 5 10 25 50 100 200 300 500 (Note) 1000 (Note)
NOTE: Flight plan mode on weather controller selected.

Half Range Displayed 2.5 5.0 12.5 25.0 50.0 100.0 150.0 250.0 500.0

Selectable Radar Ranges Table 3-19

Electronic Flight Instrument System (EFIS) 3-54

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Heading Bug Off Scale Arrow -- In the arc mode, the heading bug can be rotated off the compass scale. When the heading bug is off scale, a cyan arrow is displayed on the outer compass ring to indicate the shortest direction to the heading bugs location. Weather Warning Annunciators -- Directly below the weather mode annunciator line is a shared target alert (TGT) and variable gain (VAR) status line. The target alert annunciator warns of level 3 targets. A VAR annunciator is displayed in place of TGT to show that the radar is operating in the variable gain mode. The warning annunciators are described in Table 3--20. Annunciator TGT TGT Description Target alert is enabled. Target alert is enabled, and a level 3 weather return is detected in the forward 15_ of antenna scan. Radar is operating in the variable gain mode.

VAR

NOTE: The target alert annunciator has priority over the variable gain annunciator.

Weather Warning Annunciators Table 3-20

Antenna Tilt Annunciator -- Below the radar mode line is the antenna tilt angle display. The display range is --15_ to +15_, in 0.5_ increments between --5_ and +5_, and in 1.0_ increments for tilt angles greater than 5_. Tilt values are preceded by a blank for positive values and - for negative values.

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Weather Radar Modes -- When weather is selected on the display controller, weather information is displayed on the arc format. Each PFD can display independently selected weather information. The mode annunciators, described in Table 3--21, are displayed to the left of the compass arc. Annunciator WAIT STBY FSBY WX WX RCT GCR CR/R GMAP TEST FAIL FPLN R/T WX/T TX Mode Description Power--up approximately one (1) minute. Normal standby Forced standby (weight--on--wheels) Normal weather Invalid weather Normal weather with RCT Normal weather with ground clutter reduction Normal weather with GCR and RCT Ground mapping mode Test mode with no faults Test mode with faults Flight plan mode Weather with RCT and turbulence detection Normal weather with turbulence detection Weather is transmitting but not selected for display and not in STBY, FSBY, WAIT, or FPLN

NOTE: If weather is not selected for display but is active and valid and is in either the STBY, FPLN, FSBY, or WAIT modes, nothing is displayed.

Weather Mode Annunciators Table 3-21

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Airspeed Display
The airspeed sections of the PFD are shown in Figure 3--26. The upper left display shows the Federal Aviation Administration (FAA) low speed awareness annunciator, and the lower display shows the European Joint Airworthiness Authorities (JAA) approved low speed awareness annunciator. A description of the airspeed annunciators follows.
AIRSPEED TARGET DISPLAY Vmo/Mmo OVERSPEED INDICATOR AIRSPEED TARGET BUG AIRSPEED TREND VECTOR AIRSPEED REFERENCE LINE V SPEED BUGS 1 R 2 E AP RF LOW SPEED AWARENESS INDICATOR (WHITE, AMBER, AND RED BAND) (FAA VERSION)

AIRSPEED COMPARISON MONITOR ANNUNCIATOR

FMS TARGET BUG AIRSPEED SCALE AIRSPEED DISPLAY

TAKEOFF VSPEED SET DISPLAY

MACH DISPLAY

1.3 VSTALL REFERENCE BUG LOW AIRSPEED AWARENESS INDICATOR (JAA VERSION)

AD--24831@

Airspeed Display Figure 3-26

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Airspeed Target Display and Bug -- The airspeed target or Mach reference speed is above the airspeed tape. The digital readout is cyan if operating in the air data mode and magenta if operating in FMS mode. The corresponding airspeed bugs move vertically along the right edge of the airspeed tape. The cyan flight director--generated airspeed bug is on the inside of the tape, and the magenta FMS--generated airspeed bug is on the outside of the tape. NOTE: The selected airspeed bug (flight director) and airspeed target bug (FMS) are mutually exclusive. That is, they do not display at the same time.

VMO/MMO Overspeed Tape -- The VMO is a fixed red bar along the inner right side of the airspeed tape that originates at VMO and extends to the top of the airspeed tape. Airspeed Trend Vector and Reference Line -- The airspeed trend vector is a magenta bar along the outer right side of the airspeed tape. It is referenced to the airspeed reference line. The vector indicates what the IAS will be in approximately 10 seconds if the present trend continues. VSPEED Bugs -- VSPEED bugs, corresponding to speeds for various phases of flight, can be displayed on the PFDs airspeed tape. VSPEEDS are input using the MFD bezel keys and left--side data set knob. The bugs travel along the right side of the airspeed tape. VSPEED bug colors are described in Table 3--22. VSPEED V1 VR V2 VENR VAPP VREF Label 1 R 2 (white) E AP RF Speed Definition Takeoff Decision Takeoff Rotation Takeoff Safety Enroute Approach Landing Configuration

VSPEED Bug Identification Table 3-22


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PRIMUS R 1000 Integrated Avionics System with Integral FMS

V1 and VR, VR and V2, and VAPP and VREF can be set to each other. The VENR speed bug has a fixed value of 160 knots. Prior to takeoff, a digital readout of each reference bug speed (excluding VREF and VAPP) is displayed on the lower half of the airspeed tape. VSPEED bugs (including the VENR speed bug) are removed after that speed has been attained and the airspeed exceeds 230 knots. VREF and VAPP bugs are removed when power is turned off. NOTE:
D

If either PFD is in reversion (displayed on the MFD), VSPEEDS cannot be set.

Low Speed Awareness Bar -- A low speed awareness bar indicates the aircraft condition relative to a stall. The bar starts from the bottom right side of the airspeed tape. When the amber portion reaches the airspeed reference line, the aircraft is at about 0.7_ normalized angle--of--attack (AOA). When the red part of the bar reaches the airspeed reference line (as calculated by an AOA input), the stickshaker activates. Color bands represent VSTALL ranges as described in Table 3--23. Color White Amber Red VSTALL Range 1.3 to 1.2 1.2 to 1.1 1.1 or less

Low Speed Awareness Bar Color Table 3-23


D

Mach Display -- The digital Mach display is the present Mach number. It is shown below the airspeed tape. The color of the digits always agrees with the digital airspeed display. The minimum Mach speed that can be displayed is 0.001.

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Airspeed Display and Trend Vector -- IAS is displayed as green rolling digits inside the display window. The digits in the window are magnified and readable to a 1 knot resolution. When the current airspeed value is equal to or exceeds the maximum allowable airspeed (VMO) the digits turn red. When the airspeed trend vector exceeds VMO by 1 knot, the rolling digits turn amber unless red is required. For airspeed values below 40 knots, the digits are removed. For values greater than 450 knots, the displayed value remains at 450.

Airspeed Scale -- The airspeed scale is a moving tape display with fixed pointer and calibrated airspeed marks. The white scale markings on the tape are in 10--knot increments. The scale digits move such that larger numbers come from the top of the display. If VMO/MMO is exceeded, the numbers turn red. Airspeed Comparison Monitor Annunciator -- When the airspeed comparison monitor is activated by a difference of 5 knots airspeed, IAS is annunciated in the upper left inside edge of the airspeed tape. The annunciator flashes for ten seconds, then is steady. Takeoff VSPEED Set Display -- V1, VR, V2, and enroute (VENR) are displayed inside the lower portion of the airspeed tape if airspeed is under 40 kts. These values remain on the tape until the aircraft becomes airborne. AOA (Angle-of-Attack) Failure Annunciator -- If angle--of--attack becomes invalid, AOA is displayed vertically along the lower portion of the airspeed tape (not shown in Figure 3--26). 1.3 VSTALL Reference Bug -- On the JAA version, the 1.3 VSTALL is indicated by a green bug on the airspeed tape.

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Altimeter Display
Figure 327 shows the location of annunciators on the altimeter display described in the paragraphs that follow.
ALTITUDE ANALOG SCALE FMS TARGET ALTITUDE BUG ALTITUDE TREND VECTOR AND SCALE

ALTITUDE SELECT DISPLAY

ALTITUDE DIGITAL DISPLAY

ALTITUDE SELECT BUG

BAROMETRIC ALTIMETER SETTING IN INCHES OF MERCURY HPA HECTOPASCALS

ALTITUDE COMPARISON MONITOR ANNUNCIATOR

ALTIMETER REFERENCE LINE

BELOW 10,000 FEET MARK

BARO MINIMUMS BUG

LOW ALTITUDE AWARENESS

AD24071@

Altimeter Display Figure 327

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Altitude Select Display -- A selected altitude is displayed in boxed digits at the top of the altitude scale. The altitude is set with the altitude preselect rotary knob, which is on the right side of the MFD bezel controller. The display reads in 100--foot increments from --1000 to +60,000 feet. NOTE: After the first turn (click) of the rotary knob, the displayed altitude synchronizes to the current altimeter setting.

An altitude alert operating region, shown in Figure 3--28, is active within 1000 feet of the preselected altitude. During a climb or descent, when the aircraft reaches an altitude within 1000 feet of the target altitude, the box and set data turn amber, and a momentary audible alert sounds. When the aircraft is within 200 feet of the preselected altitude, the box and set data turn back to cyan. After capture, if the aircraft strays more than 200 feet from the selected altitude, the select display again changes from cyan to amber and a momentary audible alert sounds. The display is replaced by five amber dashes when altitude preselect data goes invalid.

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DESCENDING TO FL 140
140 00

CYAN
180

15000 FT
140 00

AMBER

148

14200 FT
140 00

CYAN

SELECTED ALTITUDE

14000 FT

140

CYAN 13800 FT
140 00

AMBER

135

13000 FT
140 00

CYAN

140

CLIMBING TO FL 140

AD--66567@

Altitude Select Figure 3-28

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Altitude Digital Display -- A green digital altitude readout is located in the display window. The digits in the window are magnified and readable to a 20--foot resolution. Below 10,000 feet, boxed diagonal stripes show that the ten--thousand--foot digit is missing. For altitudes below sea level, a minus sign ( - ) replaces the box. The display is removed when altitude information goes invalid.

Metric Altitude Digital Display -- A digital readout of the actual metric altitude value is displayed below the altitude tape under the barometric altitude setting display. The metric altitude readout is available only when hectopascals (hPa) has been selected as the reference for the barometric altitude setting. The altitude data is displayed in green followed by a white M. The data range is from --305 meters to 18,290 meters with a resolution of 5 meters. The digital display is replaced by amber dashes when altitude data goes invalid.

Barometric (BARO) Altimeter Setting -- The baro set window is directly below the altitude tape. Using the display controller, it can be set either in inches of mercury (inHg) and labelled as IN, or hectopascals (hPa) and labelled as HPA. If the on--side display controller is invalid, the symbol generator defaults to the last selection (IN or HPA). The baro set data is always cyan with a white label. The selectable BARO range is 16.00 to 32.00 in increments of 0.01 for inHg, and 541 to 1083 in increments of 1 for hPa. The display is replaced by four dashes in the form of --.-- for IN or ---- for HPA when barometric correction data goes invalid.

Altitude Select Bug -- The altitude select bugs move vertically along the left edge of the altitude tape. The cyan flight director--generated altitude bug is on the inside of the tape, and the magenta FMS--generated altitude bug is on the outside of the tape. The bug is notched to fit the 1000 or 500 foot altitude tape chevron format. If an altitude beyond the current scale range is selected, half the bug will remain on the scale to indicate the direction of the set bug. NOTE: The selected altitude bug (flight director) and altitude target bug (FMS) are mutually exclusive. That is, they do not display at the same time.

On power--up, the altitude select bug is not displayed. To set the bug, use the altitude preselect rotary knob on the right side of the MFD bezel controller. After the first turn (click) of the altitude preselect rotary knob following power--up, the altitude select bug synchronizes to the current barometric altitude.
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PRIMUSR 1000 Integrated Avionics System with Integral FMS

Altitude Trend Vector and Scale The altitude trend vector is a magenta bar that starts at the altitude reference line and moves vertically along the left side of the altitude tape. It indicates what altitude the aircraft will reach in six seconds if the current vertical speed is maintained. The altitude trend vector is not displayed when vertical speed is invalid.

Altitude Analog Scale The altitude tape is a moving scale display with a fixed pointer. The scale is marked in 100foot increments, with the larger numbers at the top. Each 1000 and 500foot altitude increment is enhanced with a double or single chevron. This chevron, the altimeter reference line, and the altitude select bug align when the selected and current altitudes are on an increment of 1000 or 500 feet. When altitude data becomes invalid, the digits, tick marks, and chevrons are removed and an X is placed over the tape.

Altitude Comparison Monitor Annunciator This comparison monitor is activated when a miscompare of 200 feet (or greater) occurs between the two air data computers. ALT is annunciated vertically in the upper right of the altimeter display. It flashes for 10 seconds, then is steady. BARO Minimums Bug BARO Minimums is displayed as a digital readout, a bug, and an annunciation on the PFD format. Low Altitude Awareness As the aircraft descends through 550 feet radio altitude, a horizontal line representing zero radio altimeter rises from the bottom of the airspeed tape. Below this line all altimeter scale markings are removed and the altimeter tape is brown . At radio altitudes of 60 feet or less, the horizontal line is removed. At radio altitudes of zero feet, the brown shading touches the altimeter reference line and the entire lower half of the airspeed tape is brown . When radio altitude becomes invalid, the brown shading and horizontal line are removed, and the entire background turns gray.

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Altimeter Reference Line The altimeter reference line is at the center of the altimeter rolling digits display. The reference line is the only reference point for the altitude trend vector. When the trend vector rises above the reference line, a climb is indicated. When it falls below the line, descent is indicated.
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Vertical Speed (VS) Display


The vertical speed display, shown in Figure 3--29, is on the lower right side of the PFD. It is described in the following paragraphs.

Vertical Speed Display Figure 3-29


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Vertical Speed Target Display and Bug -- Vertical speed is set using the VS button on the flight director mode selector and the PITCH wheel on the autopilot controller. It is displayed as a cyan readout inside a white box above the vertical speed scale, with a corresponding cyan target bug inside the scale. If the FMS is the vertical speed source, the readout and bug are magenta.

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Vertical Speed Indicator (VSI) -- The VSI resembles a standard analog scale and pointer, reading in thousands of feet (to 3000 feet) with tick marks every 500 feet. The scale is white with a green pointer. A digital readout of current rate of climb is in a box at the zero point. If vertical speed goes invalid, the vertical speed pointer is removed from the display.

VS Digital Display -- In addition to the pointer, vertical speed is displayed in green digits inside a white box on the zero reference line. The digits in the window are magnified and readable to a 50 fpm resolution. The maximum value is 9900 fpm. For values between 0 and 500 fpm, the digital display is removed. At values exceeding 500 fpm, the vertical speed digital value is displayed. For vertical speeds greater than 3500 fpm, the pointer is positioned near the end of the scale, and the digital display gives the actual vertical speed. If the vertical speed goes invalid, the digital display and the box are removed.

Vertical Speed Reference Line -- This line represents level flight, or vertical speed zero.

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Traffic Alert and Collision Avoidance System (TCAS) (Optional)


The PFD displays TCAS resolution advisories (RAs) and general TCAS operating modes and failure annunciators. A resolution advisory, as shown in Figure 3--30, recommends a maneuver to execute or avoid executing to prevent a near miss or midair.

TCAS STATUS MESSAGES TCAS FAIL (TCAS I OR II) TCAS OFF (TCAS I OR II) TA ONLY (TCAS I OR II) TCAS INOP (TCAS I OR II) TCAS TEST (TCAS II) RA FAIL (TCAS II) TCAS II GREEN FLY TO AREA

TCAS II RED DO NOT FLY AREA


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TCAS Resolution Advisory Display Figure 3-30 There are two types of RAs: corrective and preventive. A corrective RA recommends a deviation from the current vertical rate to avoid an intruder. A preventive RA recommends avoiding certain deviations from the current vertical rate. RA directions from the TCAS computer are in the form of vertical speed commands displayed on the VSI scale.

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TCAS Resolution Advisory (RA) Display -- The RA consists of one or two red bands and one green band inside the VSI scale. The red do not fly bands cover vertical speeds that should be avoided if it is a preventive RA, or regions that should be left at once if it is a corrective RA. The green band gives a fly to indication that is the vertical speed command cue for the pilot during corrective RAs. TCAS Status Messages -- The TCAS status messages, shown in Table 3--24, are displayed at the top left of the vertical speed display on the PFD. TCAS System Message TCAS FAIL TCAS OFF (white) TA ONLY (white) TCAS INOP (white) TCAS TEST TCAS FAIL TCAS OFF (white) TA ONLY (white) RA FAIL or RA FAIL TCAS INOP (white) TCAS Status Messages Table 3-24

TCAS I

TCAS II

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Enhanced Ground Proximity Warning System (EGPWS) (Optional)


EGPWS general operating modes and failure annunciators are displayed on the PFD, as shown in Figure 3--31.

EGPWS MODE ANNUNCIATORS WIND SHEAR (RED) PULL UP (RED) GND PROX (AMBER) WIND SHEAR (AMBER)

EGPWS FAILURE MODES GPWS/WSHR FAIL WSHR FAIL GPWS FAIL


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EGPWS Mode and Failure Annunciators Figure 3-31


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EGPWS Mode Annunciators -- The EGPWS generates the following warning (red) and caution (amber) messages, which are displayed inside a box on the right side of the PFD attitude sphere. The messages are listed below in order of priority. WIND SHEAR PULL UP GND PROX WIND SHEAR

EGPWS Failure Mode Annunciators -- The EGPWS generates failure mode annunciators below the attitude sphere display. The annunciators are listed below in order of priority. GPWS/WSHR FAIL WSHR FAIL GPWS FAIL

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Typical PFD Presentations


This section illustrates PFD displays typical of various phases of flight. The examples are representative. They do not show all display possibilities. TAKEOFF USING GO-AROUND (GA) MODE The aircraft has started the takeoff roll, as shown in Figure 3--32. HDG and GA modes have been selected. The VSPEEDS are set to V1 - 100, VR - 105, V2 - 108 (white), and VE - 150. The preselected altitude is 7000 feet MSL, the radio altitude is 5, the roll attitude is level, and the flight director is commanding wings level and 12_ nose up.

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Takeoff Using Go-Around Mode Figure 3-32

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CLIMB TO INITIAL ALTITUDE The aircraft is on climb, accelerating through 180 kts to 200 kts in HDG and flight level change (FLC) modes, as shown in Figure 3--33. The autopilot is engaged (AP ENG). Altitude select is armed (white ASEL), and the altitude preselect digits (7000) have changed from cyan to amber, indicating that the aircraft is between 1000 and 200 feet from the 7000--foot selected altitude. Vertical speed is 1000 fpm. The altitude trend vector indicates climb. Flight director commands are satisfied.

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Climb to Initial Altitude Figure 3-33

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ENROUTE CRUISE Figure 3--34 shows the aircraft straight and level on a preselected altitude of 31,000 feet, flying HDG and ALT hold, with VOR (white) armed for capture. The autopilot is engaged (AP ENG), and airspeed is 220 kts or .700 Mach.

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Enroute Cruise Figure 3-34

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SETUP FOR APPROACH Figure 3--35 shows the aircraft is flying HDG and VS mode while armed for localizer and glideslope capture (white LOC and GS). The glideslope and localizer displays are in view. The cyan ASEL readout (2500) indicates the aircraft is more than 1000 feet above the approach fix altitude (ASEL digits change to amber at 1000 feet above the selected altitude). Airspeed is 160 knots.

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Setup for Approach Figure 3-35

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APPROACH CAPTURE TRACKING AT MINIMUMS Figure 3--36 shows the aircraft on final approach with LOC and GS captured and autopilot engaged (AP ENG). The radio altitude of 100 feet is below the 200--foot decision height, activating the MIN box. The rising brown in the altimeter is 100 feet from the altitude reference line. VREF (RF) is set for 100 kts.

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Approach Capture Tracking at Minimums Figure 3-36

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COMPARISON MONITORING The amber comparison monitor annunciators, shown in Figure 3--37, appear in various locations on the PFD. Active messages clear when the miscompare situation has been corrected.

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Comparison Monitor Annunciators Figure 3-37

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Parameters monitored are:


D D D D D D D D D D D

Pitch (PIT) attitude 5_ Roll (ROL) attitude 6_ Attitude (ATT) Active only when both pitch and roll comparators are already tripped Heading (HDG) 6_ Altitude (ALT) 200 feet Airspeed (IAS) 5 knots Localizer (LOC) deviation 1/2 dot below 1200 feet AGL Glideslope (GS) deviation 1/2 dot below 1200 feet AGL Instrument landing system (ILS) Active when both LOC and GS comparators are already tripped Radio altitude ILS (glideslope and localizer).

The comparison is made when both pilots have the same type but different sources selected for display. If, for example, the pilot and copilot both have ILS1 selected (ILS1 source annunciator), no comparison monitor is active on that data (LOC, GS).

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EXCESSIVE ATTITUDE DISPLAY An excessive attitude occurs when the roll attitude exceeds 65_, or pitch exceeds 30_ nose up or 20_ nose down, as shown in Figure 3--38. If the excessive attitude condition is due to excessive pitch, excessive pitch chevrons are displayed, and most other symbols are removed to declutter the PFD.

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Excessive Attitude Figure 3-38

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The following are removed from the display when an excessive attitude condition exists:
D D D D D D D D D D D D D

Vertical, lateral, and non--synched flight director mode annunciators Flight director arrow Low bank limit Flight director command bars Vertical deviation scale, pointer, and label Vertical track alert annunciator Marker beacons and box Radio altitude digital readout and box Selected airspeed bug VSPEED bug and readout Selected altitude bug, digital readout, and box All failure flags for items listed above The following comparison monitor annunciators: Heading Radio altitude Localizer Glideslope ILS

Lateral transition box (surrounding captured lateral or vertical flight director modes)

Minimum altitude annunciator and box symbols are restored when the following two conditions exist:
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Roll attitude is less than 63_ left or right Pitch attitude is less than 28_ nose up or 18_ nose down.

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PFD Caution and Failure Displays


The PFD caution and failure messages are described below. CAUTION MESSAGES
D

Same Attitude Source -- If both pilots are using normal attitude sources, no attitude source is annunciated. When a new attitude source is selected, it is annunciated in white. If both pilots have selected the same attitude source, it is annunciated in amber on both PFDs. NOTE: If both pilots have selected the cross--side attitude source, the attitude source is annunciated in white.

Common Symbol Generator -- When the reversionary mode and one symbol generator are driving both displays, an amber warning indicates the information source. SG1 or SG2 is displayed in the upper left corner next to the sphere, indicating which symbol generator is the source. Below Minimums -- When the radio altitude is within 100 feet of minimums, a white box appears in the upper left of the altitude display. When at or below minimums, MIN is displayed in the box. Same Air Data Source -- Under normal conditions, the on--side source annunciator is not shown. When both pilots have selected the same source, an amber source annunciator appears in the upper left corner of the PFD.

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FAILURE ANNUNCIATIONS Failure messages, shown in Figure 3--39, are described below.

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PFD Failures - Attitude, MADC, Heading, Course Select, and Flight Director Figure 3-39 Attitude Reference System Failure -- Failure of pitch or roll data is indicated by removing the pitch scale markings, turning the entire attitude sphere to cyan, and displaying ATT FAIL in the top center of the attitude sphere. MADC Failures -- Failure of the IAS and altitude scales is indicated by removing data from the current value pointer, removing the scale markings, and drawing an X through the scale. The digital Mach calibrated airspeed display failure is shown by replacing the numerical value with amber dashes. For vertical speed, the current value pointer is removed and amber dashes replace the digital readout.
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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Flight Director Failure -- Failure of the flight director is indicated by displaying FD FAIL in the lateral mode annunciator box. Flight director mode annunciators and cues are removed. Radio Altimeter Failure -- In the event of a radio altimeter failure, -RA- replaces the digital radio altitude value, and the rising runway (if present) is removed from the display. Course Deviation Failure -- An invalid condition or failure of the course deviation data is indicated by removing the deviation bar and displaying an X through the scale deviation dots. Course Select Failure -- Failure of the course select signals is indicated by replacing the display with an X and removing the course pointer from the display. Heading Failure -- When the heading source fails, heading select information is removed and a HDG FAIL flag is displayed along with HDG1 or HDG2 to indicate the source of the failed heading data. Heading Select Failure -- Failure of the heading select signals is indicated by replacing the heading readout with amber dashes and removing the heading bug from the display. This indication is also given in the event of an invalid heading display. Vertical Deviation Failure -- An invalid condition or failure of the radio source driving the vertical navigation scale is shown by removing the deviation pointer and displaying an X through the deviation dots. The scale and pointer are removed for invalid FMS data. Distance Display Failure -- Failure of either the DME or FMS distance signals is indicated by replacing the digital distance value with amber dashes.

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PFD Test Mode


The PFD test can be initiated with the display controller when airspeed is valid and less than 60 knots, and the weight--on--wheels (WOW) switch is in the on--ground mode. Selecting the various tests shows the invalid flags for the following PFD information, as shown in Figure 3--40:
D D D

Micro air data computer (MADC) Flight director Radio altitude.

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PFD Test Mode Figure 3-40

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MULTIFUNCTION DISPLAY (MFD)


Two basic formats are available on the MFD:
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A partial arc map view display (oriented to magnetic north) A full arc plan view display (oriented to true north).

The map format is the power--up default. The pilot can select the format using the MAP/PLAN button on the MFD controller. The primary difference between the two formats is the base reference (home position) and the heading display. In the map view, the aircrafts position is fixed at the apex of a 120 sector with heading up. In the plan view, the home position is at the center of the display with true north up. The electronic checklists and TCAS can be displayed in either map or plan view. Weather radar information and EGPWS terrain can only be displayed in map view. Certain symbols are available with any display format. Some symbols are available only with specific display formats. The bottom portion of the MFD is always reserved for the display menu and submenu sections. NOTE: The MFD menu selections control displays on both PFDs. The MFD controller selects MFD display features.

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MFD Common Symbols


The following symbols and concepts are common to both the map and plan formats. Figure 3--41 shows the locations of display data described in the paragraphs that follow.

MFD Display Common Symbols Figure 3-41

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Waypoint Symbol -- A waypoint symbol is a four--pointed star, positioned at a specific latitude and longitude where selected flight plan transitions occur. The TO waypoint is magenta, and all others are white. No more than 10 connected waypoints are displayed. A navaid or airport can also be positioned on the flight plan at a transition point and can be included as a waypoint. Each waypoint is identified by up to twelve characters, displayed to the right of the waypoint symbol in two lines of six characters each. White lines connect waypoints in the sequence established by the long range navigation source.

Heading Display -- The compass rose consists of a 120_ arc that is marked in 5_ increments and labeled every 30_. The compass rose rotates around the stationary aircraft symbol to show heading. The compass markings and labels are white. A green digital readout of actual heading is displayed above the compass lubber line. If heading becomes invalid, the green digital readout changes to amber dashes, and HDG FAIL appears below the compass arc.

Navigation and Waypoint Data -- This data is shown in the upper right display area. The waypoint distance and identifier are supplied only by the FMS and are displayed in magenta. The estimated time enroute is shown below the navigation waypoint data. Range Ring -- The range ring consists of a full circle drawn around the aircraft symbol. A range radius readout in nautical miles is placed over the left and right edges of the ring. The range ring is displayed for both formats (map and plan). In the map view, the range ring is referred to as half range because it represents half the distance between the aircraft symbol and the heading scale.

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Flight Plan Data FMSsupplied map waypoints, airports, and various VOR, VOR/DME or DMEonly navigation aids data are represented by the common symbols shown in Figure 342.
TO WAYPOINT OTHER WAYPOINT ALTITUDE PROFILE POINT AIRPORT NDB VOR

DME

VOR/DME
AD064010

MFD Display Symbols Figure 342


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Aircraft Symbol The white airplane symbol shows the aircrafts position relative to the flight plan data. It is always oriented vertically.

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Pilot Designator Range and Bearing -- Bearing and distance from the designators anchor point to its present position are displayed in cyan in the lower right part of the MFD, just above the true airspeed data field. TAS (True Airspeed) Display -- True airspeed is displayed in green digits in the lower right half of the MFD with a white TAS label. It is calculated by the MADC. GSPD (Groundspeed) Display -- Groundspeed is displayed in magenta digits below the TAS display, with a white GSPD label. Groundspeed is calculated by the FMS. Designator LAT/LON Annunciator -- The latitude and longitude of the designator is displayed in cyan on the bottom left portion of the MFD, with a resolution of 0.1 minutes. Variable Gain Display -- When radar gain is selected as variable, it displays VAR on line 2 of the 4--line display area. Radar Tilt Display -- Radar tilt is displayed on line 3 of the 4--line display area as a green number and a + (up) or - (down) sign. If autotilt is engaged, an A follows the number. Weather Radar Mode Annunciator -- Described in Table 3--25, these mode annunciators are displayed in the lower left part of the MFD. The number shown in the line column indicates the position of the annunciator within the 4--line display area.

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Annunciator WAIT STBY FSBY TEST FAIL RCT

Line 1 1 1 1 1 1

Mode Power--up, approximately 1 minute Normal standby Forced standby (weight--on--wheels) Test mode and no faults Test mode with faults detected Normal weather with rain echo attenuation compensation technique (REACT) Flight plan mode Ground map mode Normal weather radar with ground clutter reduction Weather radar with REACT and turbulence Normal weather radar with turbulence Normal weather radar on and selected for display Invalid weather control bus, invalid weather ranges Radar is transmitting but not selected for display and not in STBY, FSBY, WAIT, or FPLN Target alert enabled Target alert enabled and level 3 weather return detected in forward 15_ of antenna scan Variable gain is on Stabilization is off

FPLN GMAP GCR R/T WX/T WX WX TX

1 1 1 1 1 1 1 1

TGT TGT (flashing) VAR STAB

2 2

2 4

NOTE: Line 3 is reserved for radar antenna tilt display.

Weather Radar Mode Annunciators on MFD Table 3-25


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TCAS AUTO Mode Annunciator -- When the AUTO mode is selected for TCAS, a white TCAS AUTO appears on the left side of the MFD. Airport Symbol -- The airport symbol is a cyan circle that represents the location of an airport referenced to the present position. A four--character identifier is displayed to the right of each valid airport symbol. If airports are selected for display, a cyan circle is displayed at the right center of the MFD. No more than four airports can be displayed at any one time. Navigation Aids -- Navaids are displayed in green. A maximum of four disconnected navaids are displayed. A four--character identifier is displayed to the right of each valid navaid symbol. A green navaid symbol is displayed at the right center of the MFD if navaids are selected for display. (For further information, refer to the CDU manual pub. no. A28--1146--122.) Designator Line -- The designator line is a cyan dashed line that extends from the designators anchor position to the designator. Pilot Controlled Designator -- The designator is a cyan square. When offset, it is connected to the reference point by a cyan dashed line. It designates a position on the map that can be sent to the FMS, in the form of latitude and longitude, from the reference waypoint. The designator is controlled with the joystick and buttons on the MFD controller. Navigation Track Line -- The navigation track line begins at the aircraft symbol and connects all waypoints on the display that are in the flight plan. The track line shows the pilot the flight plan in a map format. Heading Bug -- A heading select bug is displayed on the outer edge of the compass arc. Its position follows the pilots HSI heading bug. When the bug is not in view, a cyan arrow indicates the shortest direction to the bugs position. The bug is controlled with the HEADING knob on the instrument remote controller. If heading or heading select becomes invalid, the bug and the cyan arrow are removed from the display.

FMS-Generated Graphic Patterns -- The EFIS can receive graphic flight plan data from the FMS. Graphic patterns are scaled (based on selected range) and rotated representations of the aircrafts flight path. Figure 3--43 shows typical graphic patterns.

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Typical FMS-Generated Graphic Patterns Figure 3-43

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MFD Map View


The map view, shown in Figure 3--44, is a heading--up presentation of an active flight plan. The active TO waypoint is displayed in magenta. A range ring is centered on the aircraft position. Weather radar returns can be displayed in the map view.

MFD Map Display Figure 3-44

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The following symbols and concepts apply only to the map display format.
D

Range Ring -- A range ring displays the position of radar returns and active flight plan parameters. The range ring boundary is the compass card arc. It displays the range selected by the MFD controller. A half--range ring is displayed and labeled with the half--range distance. NOTE: When weather radar data is displayed, range is controlled by the weather radar controller.

Lateral Deviation -- Crosstrack distance information is displayed on the MFD followed by L or R when the path is left or right of desired track. Distance is displayed with values from 0 to 128 NM with a 0.01 NM resolution for distances less than 100 NM and 1 NM for distances over 100 NM. Designator Range and Bearing Annunciator -- The designator is controlled by the joystick and the SKP, RCL, and ENT buttons on the MFD controller. Bearing and distance annunciators are also displayed, relative to the designators anchor position. Range resolution is 0.1 NM below 400 NM, and 1 NM for distances of 400 NM and above. The bearing is drawn with a 1_ resolution.

Heading Source Annunciator -- The AHRS heading source (DG1, DG2, MAG1, MAG2) is displayed above and to the left of the compass rose. The heading source for the MFD is the same source that drives the pilots PFD. If DG1 or MAG1 is the displayed heading source and the pilots primary heading becomes invalid, HDG1 appears. If DG2 or MAG2 is the displayed heading source and the copilots primary heading becomes invalid, HDG2 appears. (Refer to Table 3--17 for a list of the heading source annunciators.) NOTE: Flying above 70_ north latitude requires an upgraded compass installation because the true heading symbols are not supported in this aircrafts avionics system.

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Figure 3--45 shows a typical map view without weather display.

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Typical Map View Presentation Figure 3-45

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Weather Display in MFD Map View


A brief description of the PRIMUSR 880 Digital Weather Radar System is included in Appendix A of this manual. A complete description is given in Honeywell Pub. No. A28--1146--102. Weather radar information is displayed only when the radar controller has been turned on and weather has been selected. Weather data is displayed only in the map format, shown in Figure 3--46.

Map View With Weather Display Figure 3-46 Activating the TEST, WX, or GMAP modes with the aircraft on the ground and the plan view displayed on the MFD, displays the TX annunciator. If the radar system is in the standby (SBY) mode and weather is not selected for display, the TX is not displayed on either the PFD or MFD. If weather is selected from the plan format, the display reverts to map format.

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Figure 3--47 shows a typical map view presentation with weather.

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Typical Map View Presentation With Weather Figure 3-47

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MFD Plan View


The plan view is a north--up presentation of an active flight plan. The active TO waypoint is displayed in magenta. A range ring showing the selected display range is centered on either the aircrafts position or the position of the pilot designator. NOTE: Weather radar cannot be displayed in the plan view.

Figure 3--48 shows a typical plan view format.

MFD Plan View Figure 3-48

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D D

True North Annunciator A white northup arrow along the left edge of the plan format indicates the orientation of true north. Pilot Designator The primary use of the joystick and designator in the plan view is to position the circular viewing ring so that either the route being flown or the maneuvering aircraft can be seen better. Selected Range A range ring shows active flight plan parameters. The circle radius corresponds to the range selected by the MFD controller.

Figure 349 shows a typical plan view display.

AD64014@

Typical Plan View With NAVAIDs and Flight Plan Figure 349

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Checklist Display
Normal and emergency checklists are displayed in a pop--up window on the MFD, as shown in Figure 3--50, and controlled by the MFD controller. Completed checklists or items within a checklist are green and incomplete items are cyan. The cursor is a white box surrounding a selected item. NORMAL CHECKLIST Pushing the NORM button on the display controller calls up the normal checklist display, arranged for a typical flight profile. Pushing NORM again exits the checklist.

AD--64017@

Typical Checklist Display Figure 3-50 A checklist is selected from the index with the joystick or SKP or RCL buttons, and opened with the ENT button. Inside a checklist, each item can be shown as complete by pushing ENT. The completed item turns green, and the cursor automatically moves to the next item. When the last item on a checklist is complete, the list closes and the next item on the index is selected.
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PRIMUS R 1000 Integrated Avionics System with Integral FMS

If it becomes necessary to exit a checklist before completion (by pushing NORM again), upon re--entering the checklist the computer returns to the last item completed. If an item has been skipped, the computer will return to the skipped item. If several items have been skipped, it will return to the first skipped item. NOTES: 1. The checklist is stored in both IACs. Cockpit--mounted plugs access each IAC. 2. The checklists stored in each IAC are not synchronized to each other. If the MFD rotary knob is turned to SG2 during operations, the checklist reinitializes to the checklist power--up sequence (disclaimer page). 3. Under normal conditions, the system uses the checklist stored in IAC No. 1. If the MFD rotary knob is placed in SG2, the No. 2 IAC supplies the checklist. 4. The checklist is generated by the operator using the operators personal computer (PC). The software system comes with the aircraft. The checklist is loaded into each IAC through a cockpit--mounted connection and a PC. Refer to Section 7 for checklist uploading and downloading procedures. EMERGENCY CHECKLIST Pushing the EMER button on the display controller calls up the abnormal and emergency checklist, arranged by aircraft system. The crew can select the listing for the malfunctioning system to access the malfunction checklist. The emergency list is used the same way as the normal list, except for the action taken at the completion of a checklist. When the emergency checklist is completed, all checklist items are removed from the page and EMERGENCY PROCEDURE COMPLETE is written below the amber checklist title. This message is cleared when the NORM or EMER checklist is selected.

Electronic Flight Instrument System (EFIS) 3-100

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Traffic Alert and Collision Avoidance System (TCAS) Display (Optional)


The TCAS display shows bearing, distance, and altitude relative to other Mode C and Mode S transponder--equipped aircraft in the area. The TCAS display is a zoom window on the MFD that shows an increased resolution of the intruder traffic in the vicinity of the aircraft, while allowing the pilot to display a map or plan view at a greater range. If TCAS cannot discern a bearing to another aircraft due to directional antenna shadowing or failure, that aircraft is not displayed on the map. However, a NO BEARING message is given. The TCAS display appears on the MFD in one of two ways:
D D

Select TCAS using the TCAS button on the MFD controller. TCAS displays automatically when it is in AUTO mode and detects a traffic advisory (TA) or resolution advisory (RA) traffic condition (TCAS II only). When selected, a white TCAS AUTO is annunciated on the display. 1. Some installations fix the display range of TCAS at 6 NM. In other installations, the display range can be controlled by the TCAS system. Consult the flight manual supplement for details. 2. The MFD TCAS AUTO display does not override a checklist display.

NOTES:

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Electronic Flight Instrument System (EFIS) 3-101

PRIMUS R 1000 Integrated Avionics System with Integral FMS

The map view with optional TCAS display is shown in Figure 3--51.

Typical TCAS Display Annunciators Figure 3-51


D

No Bearing Target Readout -- Bearing messages (text) are displayed on two lines in the upper right side of the TCAS window whenever the system encounters an RA or TA target that has range but no bearing information for display. The color of each line is based on the type of intruder. The first line contains the message RA NO BRG for a resolution advisory without bearing. The second line contains the message TA NO BRG for a traffic advisory without bearing information.

Electronic Flight Instrument System (EFIS) 3-102

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

TCAS Range Display -- The range ring boundary is a white 120_ arc shown at the limits of the display window. The distance between the arc and the aircraft symbol is displayed to the right of the arc in nautical miles. Since the MFD controls map/plan view range and not TCAS, the range ring is proportional to the MFD selected range. The displayed TCAS range is based on information transmitted from the TCAS control head. The MFD software (IAC) supports 6, 10, 12, 14, 20, 25, 40, 50, 80, and 120 NM range selections in the TCAS mode. All other range selections received over the ARINC bus default to 6 NM.

Intruder Vertical Sense Arrow -- The intruder vertical sense arrow is positioned to the right of the associated traffic symbol. The arrow points down for descending traffic and up for climbing traffic. The color of the arrow matches the color of the associated traffic symbol. Data Tag -- A data tag composed of a 2--digit number and a + or sign appears with the intruder aircraft symbol in the same color as the advisory. The 2--digit number represents relative altitude in hundreds of feet. If the intruder is higher, the data tag is above the target symbol and the altitude has a + sign. If it is lower, the data tag is below the target symbol and has a - sign. If the relative altitude of the intruder aircraft exceeds 9,900 feet, ?? is displayed instead of the altitude. If air data is lost, the intruders flight level is displayed in place of relative altitude, using the standard 3--digit format.

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Electronic Flight Instrument System (EFIS) 3-103

PRIMUS R 1000 Integrated Avionics System with Integral FMS

2 NM Range Ring -- Whenever the selected range is less than 20 NM, a white range ring of 12 dots is placed in a radius of 2 NM around the airplane symbol. The dots are arranged so that one dot is at each clock position, with the aircraft heading at twelve oclock. If the range is 20 NM or more, a white half arc is displayed in place of the ring. The half arc is positioned midpoint between the aircraft symbol and the TCAS range ring.

Off-Scale Threat Aircraft -- Threat traffic (RA and TA) that have gone beyond the displayed range are shown as red or amber half (off--scale) symbols. The half symbol is placed at the edge of the active display area, at the correct relative bearing to this aircraft. Proximate traffic (z) and other traffic (Z) are not displayed when they are out of range. TCAS Auto Annunciator -- When TCAS auto mode is selected (white TCAS AUTO), the TCAS window can be displayed automatically whenever appropriate traffic is encountered. The level of traffic that triggers the pop--up window is selected through a TCAS control head. Automatic display of TCAS on the MFD is shown at the last selected TCAS range. However, the first selection of TCAS on the MFD after power--up is always the 6 NM range.

TCAS Altitude Display Submodes -- The following TCAS submodes are annunciated in the upper left corner of the TCAS window: ABV/BLW -- TCAS relative altitude is selected to look above or below the normal TCAS altitude band. NRM (not annunciated) -- TCAS relative altitude is selected to look at the normal TCAS altitude band. FL -- The actual altitude of the traffic is displayed.

Electronic Flight Instrument System (EFIS) 3-104

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

TCAS Mode Annunciator -- TCAS messages are annunciated in the upper left corner of the TCAS window. The annunciators are displayed whenever the MFD window format is in TCAS mode. If TCAS is in the automatic mode, TCAS AUTO is annunciated in white above the weather mode. Table 3--26 lists the TCAS mode messages in order of display priority. Message TCAS TEST (white) TCAS OFF (white) TCAS FAIL TA ONLY (white) TCAS (white) Description Indicates functional test in progress. Displayed when TCAS is off. Indicates TCAS system failure. Traffic alert on. Displayed if TCAS is selected for display and none of the above TCAS annunciators are currently displayed.

RA FAIL (TCAS II only) Resolution advisory fail. MFD TCAS Mode Annunciations Table 3-26
D

TCAS Traffic Symbols -- TCAS uses color--coded symbols and data tags to map traffic and locate threat aircraft on the MFD. Each symbol type is a different color, as listed in Table 3--27. Symbol J Display Function Resolution Advisory (RA). Red represents an immediate threat to a TCAS--equipped aircraft. Immediate traffic avoidance maneuvers are required. Traffic Advisory (TA). Amber represents a moderate threat to a TCAS--equipped aircraft. A visual search is recommended to prepare for intruder avoidance. Proximate Advisory. Cyan represents nearby traffic and other traffic the TCAS surveillance has in its track file. Other advisory. Display Symbols Table 3-27

z Z

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Electronic Flight Instrument System (EFIS) 3-105

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Figure 3--52 shows a typical TCAS display.

AD--64019@

Typical TCAS Display Figure 3-52

Electronic Flight Instrument System (EFIS) 3-106

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Enhanced Ground Proximity Warning System (EGPWS) Display (Optional)


The EGPWS displays terrain cautions and warnings and terrain map information. The system is turned on or off with the TERR (terrain) button on the MFD bezel controller. When selected, the EGPWS terrain map replaces the weather radar display on the MFD. The EGPWS range is displayed on a half--range circle. The ranges available are 2.5, 5, 12.5, 25, 50, 100, 150, 300, and 600 NM. They are selected with the range increase/decrease (RNG INC/DEC) switch on the MFD controller. EGPWS annunciators, described in Table 3--28, are displayed in the lower right corner of the MFD. Annunciator TERR INHIB (white) TERR FAIL TERR TEST TERR N/A TERR Description Terrain display and sounds associated with terrain are inhibited. Terrain failed. No terrain is displayed. EGPWS is in the test mode. Terrain map is not available. Terrain map is selected for display. EGPWS Annunciators Table 3-28 NOTE: The annunciators described in Table 3--28 are known at the time of this manuals publication. Please refer to the EGPWS manual for any changes.

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Electronic Flight Instrument System (EFIS) 3-107

PRIMUS R 1000 Integrated Avionics System with Integral FMS

The terrain data is displayed ahead of the aircraft symbol on the MFD in green, yellow, and red colors that define terrain elevation relative to current aircraft altitude, as defined in Table 3--29. Terrain Elevation Relative to the Aircraft Terrain is 2000 feet or more above the aircraft. Terrain is 1000--2000 feet above the aircraft. Terrain is 0--1000 feet above the aircraft. Terrain is 0--1000 feet below the aircraft. Terrain is 1000--2000 feet below the aircraft.

Terrain Color Red/black mixture Yellow/black mixture Light yellow/black mixture Light green/black mixture Very light green/black mixture

EGPWS Terrain Elevation Relative to Aircraft Altitude Table 3-29 Terrain more than 2000 feet below the aircraft is not displayed. A moving marker scrolls across the bottom of the EGPWS display to indicate that the terrain display is operational.

Electronic Flight Instrument System (EFIS) 3-108

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

In Figure 3--53, the aircraft is 6000 feet over KSEA airport, flying north. The Olympic Mountains are displayed to the northwest of the aircraft, and the Cascade Mountains lie to the northeast. The EGPWS range is set to 100 NM.

AD--64020@

EGPWS Shown From 6000 Feet Over KSEA Airport Figure 3-53

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Electronic Flight Instrument System (EFIS) 3-109

PRIMUS R 1000 Integrated Avionics System with Integral FMS

EGPWS TEST MODE The EGPWS TEST display is shown in Figure 3--54. The TEST display is initiated with a switch labeled GPWS TEST on the center instrument panel, and annunciated by a separate annunciator light on the panel.

AD--64021@

EGPWS TEST Display Figure 3-54

Electronic Flight Instrument System (EFIS) 3-110

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

EGPWS POP-UP MODE The EGPWS pop-up display, as shown in Figure 3--55, appears automatically when ground proximity presents an imminent danger.

AD--64022@

EGPWS Pop-Up Display Figure 3-55

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Electronic Flight Instrument System (EFIS) 3-111

PRIMUS R 1000 Integrated Avionics System with Integral FMS

MFD Failure and Warning Displays


Figure 3--56 shows the map view display with failure and warning annunciations described in the following paragraphs.

MFD Failures and Warnings Figure 3-56

Electronic Flight Instrument System (EFIS) 3-112

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

DU Wraparound Failure Warning -- If either IAC detects a wraparound failure on either PFD, a message is displayed in the upper left hand corner. Messages that can appear in this field are listed in Table 3--30. Message CHK PFD1 CHK PFD2 CHK PFD1-2 Description Check PFD No. 1, cross check PFDs and standby instruments Check PFD No. 2, cross check PFDs and standby instruments Check PFD 1 and 2 Wraparound Failure Warnings Table 3-30 A CHK PFD1 or 2 message is displayed momentarily when going into symbol generator reversion.

Heading Select Failure (Map Format Only) -- When the heading select signals fail, the heading digital readout is replaced with amber dashes and the heading bug is removed from the screen. This indication is also given for an invalid heading display. Heading Failure (Map Format Only) -- When the displayed heading fails, the flight plan is removed from the display. The failed heading source HDG1 or HDG2 is annunciated, and HDG FAIL is displayed below the lubber line. FMS Failure Warning -- When the FMS fails or the heading display is invalid, the active lateral flight plan, waypoints, navaids, and airports are removed from the display. The digital groundspeed data is replaced with amber dashes. MADC or TAT Warning -- MADC or total air temperature (TAT) probe failures are indicated by replacing TAS digital readouts with amber dashes. MENU INOP -- A MENU INOP message is displayed in the center of the lower section of the MFD if heading goes invalid or the display controller fails. The joystick is enabled if the plan view is selected and heading is invalid.

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Electronic Flight Instrument System (EFIS) 3-113

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Weather Radar Failure -- This failure is indicated with FAIL displayed in the weather radar mode annunciator box. NOTE: When the FAIL annunciator is displayed, selecting the test mode displays amber weather radar system fault codes in place of the digital tilt data. Refer to the PRIMUSR 880 Weather Radar Maintenance Handbook for interpretation of fault codes.

IC Fan Failure Warning -- Any failure of one or both cooling fans is annunciated as listed in Table 3--31. Message IC-1 FAN IC-2 FAN IC-1-2 FAN IAC No. 1 fan IAC No. 2 fan IAC No. 1 and No. 2 fans IC Fan Failure Warnings Table 3-31 Description

IC Overheat Warning -- If temperatures exceed a predetermined level, a warning message is displayed as listed in Table 3--32. Message IC-1 HOT IC-2 HOT IC-1-2 HOT IAC No. 1 hot IAC No. 2 hot IAC No. 1 and No. 2 hot IC Overheat Warnings Table 3-32 Description

NOTE:

Overtemp (IC HOT) has priority over fan failure (IC FAN).

Electronic Flight Instrument System (EFIS) 3-114

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Figure 3--57 shows MFD failure and warning displays.

AD--64024@

MFD Failure and Warning Displays Figure 3-57

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Electronic Flight Instrument System (EFIS) 3-115

PRIMUS R 1000 Integrated Avionics System with Integral FMS

DISPLAY SYSTEM REVERSIONARY MODES EFIS Reversionary Modes


EFIS 1 (PILOT NORMAL) FAILURE A failure of EFIS 1 (or its interface) is annunciated in one of the following manners:
D D D

X on the pilot PFD X on the MFD X on both the pilot PFD and the MFD.

To recover from this failure, turn the MFD mode knob from NORM to the SG2 position. The No. 2 IAC will then drive all three DUs. EFIS 2 (COPILOT NORMAL) FAILURE A failure of EFIS 2 (or its interface) is indicated with an X on the copilots PFD. To recover from this failure, turn the MFD mode knob from NORM to the SG1 position. The No. 1 IAC will then drive all three DUs.

Display Controller Failures


If either display controller fails, its symbol generator automatically bypasses the display controller and reverts to its on--side sources. That is, if the pilots display controller fails, the pilots symbol generator reads MADC1, NAV1, VOR1, and DG/MAG1. If the copilots display controller fails, the copilots symbol generator reads MADC2, NAV2, VOR2, and DG/MAG2. In either case, the following functions are inoperative:
D D D D D

Course select Heading select Altitude select All flight director modes MFD menu (normal, pilots side).

Electronic Flight Instrument System (EFIS) 3-116

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

DISPLAY COLOR CODING CONVENTION


Table 3--33 shows colors for the course pointer, course deviation, TO/FROM pointer, navigation source, and digital CRS/DTRK course. Navigation Source NAV On--side FMS On--side FMS/NAV Cross--side Color Green Magenta Yellow

Course Pointer Color Convention Table 3-33

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Electronic Flight Instrument System (EFIS) 3-117/(3-118 blank)

PRIMUS R 1000 Integrated Avionics System with Integral FMS

4.

Flight Guidance System (FGS)

GENERAL
The flight guidance system consists of a flight director, autopilot, yaw damper, and controls. The flight director outputs guidance information and displays guidance cues. The flight director autopilot maintains the flight profile selected by the flightcrew. The autopilot controls pitch, roll, and yaw by driving servos that control the aileron, rudder, and elevator. The autopilot commands the pitch trim system to reduce loads on the servos. The yaw damper computes servo commands based on sensor input only. It is used only for yaw rate damping without regard to the flightpath of the aircraft.

MODE SELECTOR
The mode selector, shown in Figure 4--1, engages the FGS flight director modes. The controller has eight buttons with an annunciator bar that lights on each button. The flight director integrates pitch and roll guidance commands to drive the command bars on the PFD. Using the mode selector, a pilot can select any flight director mode except the go--around mode, which is initiated by pushing a switch on the pilots control column.

AD--24072@

Mode Selector Figure 4-1 The left group of buttons on the mode selector controls the lateral modes, and the right group of buttons controls the vertical modes. When a button is pushed, its annunciator bar lights, and the PFD displays the modes armed or captured status. When applicable, if more than one lateral or vertical mode is selected, the flight director system automatically transitions to the captured mode.
D

HDG (Heading) Button -- The HDG button commands the IACs flight director to follow the inputs of the heading bug on the coupled-side HSI. The command bars on the PFD are positioned to track the location of the heading bug.
Flight Guidance System (FGS) 4-1

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

While in the heading select mode, a lower bank limit can be selected with the bank limit button on the autopilot controller. Low bank (14) is automatically selected above 34,000 feet MSL. Normal bank (27) resumes when descending through 33,750 feet, unless low bank is pushed.
D

NAV (Navigation) Button -- The NAV button is used for the flight director to arm, capture, and track the selected navigation signal sources (VOR, LOC, FMS). The NAV button also annunciates when APR is selected. APR (Approach) Button -- The APR button selects the gains to arm and capture the lateral deviation signal for VOR, approach, localizer, and both lateral and vertical navigation signals for the ILS to meet approach criteria. BC (Back Course) Button -- When the BC button is pushed, the flight director arms, captures, and tracks the selected localizer back course signal. VNAV (Vertical Navigation) Button -- When the VNAV button is pushed after a VNAV type (FMS or singlepoint) is selected, the flight director can arm and capture a VOR/DME or FMS--based vertical profile, enabling a coupled climb or descent to a waypoint altitude. The vertical profile data is entered using the MFD VNAV menu for single point VNAV, or the FMS CDU for FMS VNAV. ALT (Altitude) Button -- The ALT button commands the flight director to hold the current altitude. When the altitude displayed in the PFDs altitude select display window is captured, the system maintains that altitude. TCS can also be used to set the altitude. VS (Vertical Speed) Button -- When the VS button is pushed, the flight director maintains the current vertical speed. A new vertical speed can be selected and maintained with either the autopilot PITCH wheel or TCS. The vertical speed target is displayed on the PFD. FLC (Flight Level Change) Button -- The FLC button commands the flight director to maintain current Mach or airspeed in a climb or descent to a selected altitude. The reference Mach or IAS is entered or changed using the PITCH wheel or TCS. The FLC button can also be used to command vertical flight level change (VFLC) when VNAV is selected.

Flight Guidance System (FGS) 4-2

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

AUTOPILOT CONTROLLER
The autopilot controller, shown in Figure 4--2, is used to engage or disengage the autopilot (AP) and yaw damper (YD) as well as to manually control the autopilot through the TURN knob and PITCH wheel. Whenever the autopilot is engaged, it defaults to the heading and pitch hold modes or the selected lateral and/or vertical flight director modes.

AD--64027@

Autopilot Controller Figure 4-2


D

PITCH Wheel -- Rotating the PITCH wheel with the autopilot engaged changes the pitch attitude proportional to the rotation rate of the PITCH wheel and in the direction of wheel movement. Movement of the PITCH wheel cancels only altitude hold or altitude preselect capture. With vertical modes of VS or FLC selected on the mode selector, rotating the PITCH wheel changes air data reference displayed on the EFIS. The VS or FLC modes can be cancelled by pushing the mode button on the mode selector. If the air data modes are not selected, the PITCH wheel works as described above. However, for safety, moving the PITCH wheel has no effect with glideslope captured.

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Flight Guidance System (FGS) 4-3

PRIMUS R 1000 Integrated Avionics System with Integral FMS

BANK LIMIT Switch -- Selecting the bank limit mode on the autopilot controller generates a lower maximum bank angle (14_) while in the flight director heading select mode. LOW lights on the BANK LIMIT switch. During NAV mode captures, the lower bank limit is inhibited and LOW is not lit. If heading select is engaged again, LOW lights again. Pushing the BANK LIMIT button when LOW is lit returns the autopilot to normal bank limits. Low bank activates automatically when climbing through 34,000 feet. UP or DN (Down) Annunciator -- The UP or DN annunciator lights to indicate a sustained request for elevator trim. The annunciator remains lit as long as the elevator servo is required to hold a significant force to maintain aircraft attitude. AP Button -- The AP button engages the autopilot and yaw damper simultaneously. When engaged, the AP button lights. The autopilot can be engaged with the airplane in any reasonable attitude. When the autopilot is engaged with no flight director modes selected, it rolls the aircraft to wings level and holds the existing pitch attitude and aircraft heading. If any flight director modes are active before the autopilot is engaged, the autopilot automatically couples to the flight director modes. The autopilot does not engage unless the TURN knob is in detent (center position). If the autopilot and yaw damper are engaged, pushing the AP button again disengages only the autopilot and leaves the yaw damper on.

YD Button -- The YD button engages only the yaw damper. If only the yaw damper is engaged, pushing the YD button again disengages it. If autopilot and yaw damper are both engaged, pushing YD disengages both. TURN Knob -- Rotating the TURN knob out of detent commands a roll. The roll angle is proportional to and in the direction of the TURN knob rotation. The maximum roll angle that can be input using the TURN knob is 30. The TURN knob must be in detent before the autopilot can be engaged. Rotating the TURN knob cancels any other previously selected flight director lateral mode.

Flight Guidance System (FGS) 4-4

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

REMOTE SWITCHES AND ANNUNCIATORS Switches


D

AP DISC (Autopilot Disconnect) Button -- The autopilot disconnect button, mounted on the control wheel, disconnects the autopilot and yaw damper. TCS (Touch Control Steering) Button -- The TCS button is mounted on the control wheel. When pushed and held, the aircrafts attitude, altitude, airspeed, and/or vertical speed, can be changed without disengaging the autopilot. When the TCS button is released, the aircraft maintains attitude. GA (Go-Around) Button -- The GA buttons are located on the throttles. When one of the GA buttons is pushed, the autopilot is disengaged and the flight director switches to the go--around, wings level mode.

Annunciators
D

YD OFF -- The YD OFF annunciator lights when the yaw damper is disconnected by the FGS. AP OFF -- The AP OFF annunciator indicates the autopilot has been manually or automatically disengaged.

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Flight Guidance System (FGS) 4-5/(4-6 blank)

PRIMUS R 1000 Integrated Avionics System with Integral FMS

5.

System Limits

This section describes limits of the flight guidance systems major functions, which are referred to throughout Section 6, Modes of Operation.

ATTITUDE DIRECTOR INDICATOR (ADI) COMMAND CUE


When a command signal is applied to the cue input, the cue rolls left--right or pitches up--down. This gives the required visual command so the pilot can maneuver the aircraft in the proper direction to reach the flightpath. If the information required to fly the flightpath becomes invalid, the mode requiring the information will be deselected.

GLIDESLOPE CAPTURE
The following conditions are required for glideslope capture:
D D D D D

Glideslope is valid Glideslope is armed The localizer mode is captured Glideslope deviation is less than two dots The vertical beam sensor (VBS) is tripped.

GLIDESLOPE GAIN PROGRAMMING


Gain programming starts after the vertical beam sensor trips. The gain is programmed as a function of radio altitude. If the radio altimeter is invalid, gain programming occurs at glideslope capture and is controlled by a height--above--runway estimator. The value estimated is a function of glideslope capture, glideslope track, and middle marker. If radio altitude or total air temperature is lost, data is degraded.

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System Limits 5-1

PRIMUS R 1000 Integrated Avionics System with Integral FMS

LATERAL BEAM SENSOR (LBS)


When flying to intercept the VOR, localizer, or back course beam, the lateral beam sensor is tripped as a function of beam deviation, course error, true airspeed, and DME (if DME is available and not on HOLD). In localizer mode, the course error is compared with the beam deviation signal to determine the LBS trip point. When the LBS trips, the flight director commands a turn away from the desired runway or VOR radial to decrease closure rate and capture the beam. If the intercept angle to the beam center is very shallow, the LBS does not trip until the aircraft is near beam center. For this reason, an override on the LBS occurs when the beam deviation reaches the specified minimum. When this occurs, the aircraft turns into the beam to increase closure rate.

LOCALIZER CAPTURE
Localizer capture applies to both front course and back course approaches. Capture occurs when the following conditions are met:
D D

Localizer and back course armed plus 1 second Either of the following occurs: Lateral beam sensor has tripped, or Beam deviation is less than 0.75.

LOCALIZER GAIN PROGRAMMING (LOC II)


LOC II applies both to front course (localizer, ILS) and back course approaches. It affects the final phase of the approach. LOC II starts programming at 1200 feet radio altitude when either glideslope is captured or glideslope data is not valid.

System Limits 5-2

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

NAVIGATION ON COURSE (NOC)


NOC occurs after initial VOR or localizer course capture. It is defined as either:
D D

The aircraft is not in over station sensor (OSS) for 30 seconds, or Bank angle is less than 6, course error is less than 22, and either: Localizer beam deviation is less than 1 for 4 seconds, or VOR beam deviation is less than 5 for 8 seconds.

TRUE AIRSPEED (TAS) GAIN PROGRAMMING


True airspeed gain programming is used to program heading select and course select error, PITCH wheel command, air data commands, and glideslope deviation to maintain the same aircraft response regardless of the aircrafts airspeed. The true airspeed gain is derived from true airspeed.

VERTICAL BEAM SENSOR (VBS)


The vertical beam sensor determines the point of glideslope capture using a number of inputs. The VBS is armed when localizer capture occurs. The VBS trips as a function of vertical speed, true airspeed, radio altitude, and glideslope deviation. It trips when deviation is less than 0.5 on the ILS pointer and a capture sensor is satisfied. The capture sensor combines vertical speed, change of beam deviation, and radio altitude to determine the best capture point. In the event the aircraft is paralleling the beam (no beam closure rate), the VBS trips at a vertical deviation less than 0.1. This resets the previously selected pitch mode and changes aircraft attitude to capture the glideslope beam.

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System Limits 5-3

PRIMUS R 1000 Integrated Avionics System with Integral FMS

VOR CAPTURE
VOR capture occurs when the following conditions are satisfied:
D D

The VOR mode has been armed plus 1 second of elapsed time The lateral beam sensor has tripped.

VOR OVER STATION SENSOR (OSS)


The over station sensor detects the erratic radio signal encountered in the area above the VOR transmitter. When these radio signals reach a certain level of deviation, they are no longer useful and the over station sensor eliminates them from the control signal. Over station sensor is computed differently depending on DME status.
D

With DME valid: A 30 VOR station zone of confusion is assumed and calculated, using barometric altitude for VOR navigation. During VOR approach, the formula computes the zone with radio altitude. NOTE: If the radio altimeter is invalid, the computer assumes a 2500 foot altitude for VOR approach computations.

With DME invalid: VOR NOC has occurred +4 seconds of time for VOR approach or 20 seconds for VOR NAV. The DME estimate is less than 10.1 NM, and the rate of deviation is greater than 0.5 per second.

VOR AFTER OVER STATION SENSOR (AOSS)


During the period when neither the over station sensor control function nor the NOC control function are operational, the system operates in after over station sensor. AOSS permits large bank angles, so a larger course correction can be made before NOC controls the aircraft.

System Limits 5-4

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

SYSTEM PERFORMANCE AND OPERATING LIMITS


Table 5--1 lists the system performance limits for the Citation Excel aircraft.
Control or Sensor Yaw Engage AP Engage Touch Control Steering (TCS) TURN Knob

Mode Yaw Damper Autopilot Engage Basic Autopilot

Parameter Engage Limit Engage Limit Roll Control Limit Pitch Control Limit Roll Angle Limit Roll Rate Limit No limit No limit 35_ 30_ 30_ 5.5_/sec. 18 30_ 5.5_/sec. 27.5_ 14_ 4.0_/sec. Up to 90_ 27.5_ 4_/sec

Value

PITCH Wheel Heading Hold

Pitch Angle Limit Roll Angle Limit Roll Rate Limit

Heading Select

Heading Select Button

Roll Angle Limit Low Bank Roll Rate Limit

VOR or VORAPR

Capture Beam Angle Intercept (HDG SEL) Roll Angle Limit Roll Rate Limit Course Cut Limit at Capture Capture Point

45_ Course Function of beam, beam rate, course error, DME distance. Maximum trip point 13.3_ Minimum trip point 1_

System Performance and Operating Limits Table 5-1(cont)

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PRIMUS R 1000 Integrated Avionics System with Integral FMS Control or Sensor

Mode VOR or VORAPR (cont)

Parameter On Course Roll Angle Limit Roll Rate Limit Crosswind Correction Over Station Course Change Roll Angle Limit Roll Rate Limit 13_ 1_/second

Value

Up to 45_ Course error in VOR, 30_ in VOR APR Up to 90_ 13_ of Roll 4_/sec Up to 90_ 27.5_ 5.0_/sec Function of beam, beam rate, and course error. Max. trip point 2.6_ Min. trip point 0.75_ 13_ roll 1.0_/sec 30_ of course error 1.0_/sec Starts at 1200 ft. radio altitude Gain reduction = 1 to 0.5 Function of beam and beam rate 10_ Vertical acceleration f (TAS) 0.2g Starts at 1200 ft radio altitude Gain reduction = 1 to 0.164 at 200 ft

LOC or APR

Course Knob, NAV Receiver, and Radio Altimeter

LOC/AZ Capture Beam Intercept Roll Angle Limit Roll Rate Limit Capture Point

NAV On Course Roll Angle Limit Roll Rate Limit Crosswind Correction Limit Roll Rate Limit Gain Programming

Glideslope

GS Receiver, Air Data Computer, and Radio Altimeter

GS/GP Capture Beam Capture Pitch Command Limit Path Damping Pitch Rate Limit Normal Accel. Limit Gain Programming (First Stage)

System Performance and Operating Limits Table 5-1(cont)

System Limits 5-6

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PRIMUS R 1000 Integrated Avionics System with Integral FMS Control or Sensor Control Switch on Wheel FMS

Mode GA

Parameter Fixed Pitch-up Command, Wings Level Steering Command Roll Angle Limit Roll rate Limit

Value 10_ Pitch Up

LNAV

32_ 5.0_/sec 20_ max. -900 to 45,000 ft 50 ft 20_ 0.2g 0 to 6,000 ft/min 30 ft/min 20_ 0.2g (Overspeed 0.3g) 10 to VMO kts IAS 5 knots 20_ 0.1g (Overspeed 0.3g) -900 to 45,000 ft 6000 ft/min. 0.2g

Pitch Sync ALT Hold

TCS Switch on Wheel Air Data Computer, IAC

Pitch Attitude Command ALT Hold Engage Range ALT Hold Engage Error Pitch Command Limit Pitch Rate Limit

VS Hold

Micro Air Data Computer, AHRS, IAC

Vertical Speed Engage Range Vertical Speed Hold Engage Error Pitch Command Limit Pitch Rate Limit

FLC

Micro Air Data Computer, AHRS, IAC

FLC Engage Range FLC Engage Error Pitch Command Limit Pitch Rate Limit

ALT Preselect

Micro Air Data Computer/ Altitude Preselect on MFD, AHRS, IAC

Preselect Capture Range Max. VS for Capture Max. Gravitational Force During Capture Maneuver Pitch Command Limit Pitch Rate Limit

20_ f (TAS)

System Performance and Operating Limits Table 5-1(cont)

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System Limits 5-7

PRIMUS R 1000 Integrated Avionics System with Integral FMS Control or Sensor Micro Air Data Computer, MFD, NAV Menu, IAC, FMS, VOR/DME

Mode VNAV

Parameter Single Point VNAV Altitude Range Path Angle Range Elevation Range Bias Range Pitch Limit Pitch Rate Limit FMS VNAV Steering Command Pitch Limit Pitch Rate Limit

Value -900 to 45,000 ft. 6_, one vertical waypoint 0 to 10,000 ft. 99.9 NM from VOR, FMS 15_ 0.1g (Overspeed 0.3g)

20_ f (TAS)

System Performance and Operating Limits Table 5-1

Table 5--2 defines the units of measure and their data range for this aircraft. Display
Altitude

Parameter
Pressure Altitude Baro Corrected Altitude Altitude Rate Preselect Altitude Baro Set Baro Set

Units
feet feet ft/min. feet inHg hPa knots Mach ft/min. ft/min.

Data Range
--1,000 to 60,000 --1,000 to 60,000 --20,000 to +20,000 --900 to 45,000 16 to 32 541 to 1083 40 to 450 0.380 -- 0.99 --9,999 to +9,999 --9,999 to +9,999

Airspeed/ Mach Vertical Airspeed

Indicated Airspeed Mach Vertical Airspeed Vertical Speed Target

Air Data Display Parameters and Ranges Table 5-2


System Limits 5-8 A28- 1146- 137

PRIMUS R 1000 Integrated Avionics System with Integral FMS

6.

Modes of Operation

LATERAL MODES Heading Hold, Wings Level


The basic lateral mode of the autopilot is heading hold. The heading hold mode is defined as:
D D

Autopilot engaged (AP ENG)

No lateral flight director mode selected D Bank angle less than 6_. When these three conditions are met, the autopilot rolls the aircraft to a wings--level attitude. The heading hold mode is not annunciated on the PFD because it is the default lateral mode when no other lateral steering mode is selected. Figure 6--1 shows a PFD in heading hold mode. No command bar symbols are displayed until a flight director mode is selected.

AD--24059@

Heading Hold Mode Display Figure 6-1


A28- 1146- 137 Modes of Operation 6-1

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Roll Hold
The autopilot recognizes the roll hold mode as operational when:
D D D

No lateral flight director mode is selected Bank angle is greater than 6 The autopilot is engaged.

When these three conditions are met, the autopilot maintains the established bank angle (with a 35 bank limit imposed). If the TCS button is used while the bank angle is being adjusted, a white TCS ENG replaces the AP ENG. A typical roll hold mode display, with the TCS button pushed, is shown in Figure 6--2. No command bar symbols are displayed until a flight director mode is selected.

AD--24060@

Roll Hold Mode Display Figure 6-2

Modes of Operation 6-2

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Heading Select
The heading select mode intercepts and maintains a magnetic heading. Heading is set using the HEADING knob on the remote instrument controller. The mode is selected with the HDG button on the mode selector. The HDG button lights and HDG is annunciated on the top left side of the PFD. In the heading select mode, the IAC commands a turn to the heading set by the heading bug on the HSI. The heading select signal is gain programmed as a function of airspeed. Selection of low bank on the autopilot controller results in bank angles limited to 14_. The heading select mode is cancelled by any one of the following:
D D D D D D D

Capture of any other lateral mode Selecting another lateral mode Selecting go--around Selecting heading reversion Pushing the HDG button Symbol generator reversion, if on the coupled side Changing the flight director couple selection. Above FL 340, the bank angle in heading select mode is automatically reduced to 14_. When descending below 33,750 MSL, the bank angle returns to the standard 27.5_.

NOTE:

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Modes of Operation 6-3

PRIMUSR 1000 Integrated Avionics System with Integral FMS

VOR Navigation (NAV)


The VOR mode automatically intercepts, captures, and tracks a selected VOR radial, using the selected navigation source displayed on the coupledside HSI. The NAV source buttons on the display controller select the navigation source, which is displayed on the HSI. Table 61 describes the procedure to engage the VOR NAV mode. Step 1 2 3 4 5 6 Procedure Couple either flight director to the autopilot with the flight director transfer switch. Tune the navigation receiver to the frequency of the VOR in use. Select NAV as the navigation source on the display controller. Set the course pointer on the HSI for the course to be flown. Set the heading bug on the HSI to the intercept heading for the selected course. Push the NAV button on the mode selector. VOR NAV Mode Engagement Procedure Table 61 VOR INTERCEPT To intercept a radial from outside the normal capture range, as shown in Figure 63, push the NAV button on the mode selector.

VOR (NAV) Mode Radial Intercept Figure 63


Modes of Operation 6-4 A281146137 Rev 2 Sep 2002

PRIMUSR 1000 Integrated Avionics System with Integral FMS

The HDG and NAV buttons light on the mode selector. At this point, the CDI on the HSI is typically greater than two dots, as shown in Figure 64. HDG and an armed VOR (white) are annunciated. The IAC is armed to capture the VOR signal and generate a roll command to fly the heading select mode.

AD24061@

VOR (NAV) Mode Intercept Display Figure 64

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Modes of Operation 6-5

PRIMUSR 1000 Integrated Avionics System with Integral FMS

VOR CAPTURE When reaching the lateral beam sensor capture point, as shown in Figure 65, the system automatically drops the heading select mode and switches to the VOR capture phase.

VOR (NAV) Mode Capture Figure 65 VOR capture occurs when the following conditions are met:
D D

The VOR mode has been armed plus 1 second of elapsed time The lateral beam sensor has tripped.

As shown in Figure 66, the PFD annunciates the following at capture:


D D D

The white VOR annunciator goes out The HDG annunciator goes out VOR is annunciated and is enclosed in a white box for 5 seconds to emphasize the capture phase.

Modes of Operation 6-6

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PRIMUSR 1000 Integrated Avionics System with Integral FMS

Figure 66 shows the PFD in the capture phase.

AD24134@

VOR (NAV) Mode Capture Display Figure 66 The IAC generates the proper roll command to bank the aircraft to capture and track the selected VOR radial. When the course select pointer was set on the PFD using the COURSE knob on the remote instrument controller, the course select error signal was established in the IAC. This signal represents the difference between actual aircraft heading and the selected aircraft course. The radio signal is routed from the navigation receiver to the IAC. The IAC lateral gain programs the signal. Lateral gain programming is a function of the DME indicating distancetostation (if available), and true airspeed. This gain programming adjusts for the aircraft coming toward or moving away from the VOR station. NOTE: Avoid operating in DME hold during VOR capture and tracking operations. When in DME hold, the computer cannot use DME distance for gain programming.

A281146137 Rev 2 Sep 2002

Modes of Operation 6-7

PRIMUSR 1000 Integrated Avionics System with Integral FMS

NAV ON COURSE (NOC) When the aircraft meets VOR track conditions, as shown in Figure 67, the course error signal is removed from the lateral steering command. This leaves NAV on course and DME gain programming (if available) to track the VOR signal and to compensate for crosswinds. The system will fly a wind correction angle of up to 45_.

VOR (NAV) Mode Track Figure 67

Modes of Operation 6-8

A281146137 Rev 2 Sep 2002

PRIMUSR 1000 Integrated Avionics System with Integral FMS

Figure 68 shows the PFD in the tracking mode.

AD24135@

VOR (NAV) Mode Tracking Display Figure 68 The VOR navigation mode is cancelled by any one of the following:
D D D D D D

Pushing the NAV button on the mode selector Selecting goaround Selecting another lateral mode Changing the selected navigation or heading source Symbol generator reversion, if on the coupled side Changing the flight director couple selection.

A281146137 Rev 2 Sep 2002

Modes of Operation 6-9

PRIMUSR 1000 Integrated Avionics System with Integral FMS

Zone of Confusion
As the aircraft enters the VOR zone of confusion, the radio signal becomes highly erratic. The over station sensor (OSS) monitors when the aircraft enters the zone of confusion and removes radio deviation from the roll command. The system also uses the collocated DME signal (if available) to adjust tracking gains. When over the VOR station, as shown in Figure 69, the system can accept and follow a course change of up to 90_.

VOR (NAV) Mode Tracking Over Station Figure 69

Modes of Operation 6-10

A281146137 Rev 2 Sep 2002

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Long Range Navigation (LRN)


The LRN mode is flown when the pilot selects FMS as the NAV source on the coupled--side display controller. Table 6--2 describes the LRN mode procedure. Step 1 2 3 Procedure Couple either flight director to the autopilot with the flight director transfer switch. Select FMS as the navigation source on the display controller. Using the remote instrument controller, set the heading bug on the HSI to the intercept heading for the selected course. Push the NAV button on the mode selector. LRN Mode Engagement Procedure Table 6-2 The integrated avionics system can do the following functions:
D D

Automatically arm and capture the FMS--supplied track Immediately capture the FMS--supplied track.

Characteristics common to LRN are described below.


D

A composite lateral steering command is used from the FMS navigation computer through the IAC symbol generator, instead of course error and radio deviation. The IAC symbol generator supplies the flight control function with steering commands. These lateral steering commands are lateral gain programmed in the long range computer. They are not gain programmed again in the IAC. However, the steering command is limited in the IAC to 32 of bank.

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Modes of Operation 6-11

PRIMUS R 1000 Integrated Avionics System with Integral FMS

The FMS NAV mode is shown in Figure 6--10.

FMS Steering Mode Capture and Tracking Figure 6-10

Modes of Operation 6-12

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PRIMUSR 1000 Integrated Avionics System with Integral FMS

Table 63 describes the FMS NAV mode procedure. Step 1 Procedure Prepare the FMS to navigate. If necessary, set the heading bug on the HSI to the intercept heading for the selected course. Select FMS as the navigation source by pushing the FMS button on the display controller. Push the NAV button on the mode selector. The NAV button bar lights. The active course is captured. LNAV is annunciated on the top left of the PFD, as shown in Figure 611.

2 3

AD24136@

FMS NAV Mode (Typical) Display Figure 611 FMS Navigation Mode Procedure Table 63 The LRN mode is cancelled by any one of the following:
D D D

Pushing the NAV button on the mode selector Selecting goaround Changing the selected navigation steering command
Modes of Operation 6-13

A281146137 Rev 2 Sep 2002

PRIMUS R 1000 Integrated Avionics System with Integral FMS

D D D D

Selecting another lateral mode Changing the flight director couple selection Symbol generator reversion if on the coupled side An invalid FMS.

VOR Approach (VAPP)


Table 6--4 describes the VOR approach procedure. Step 1 2 3 4 5 Procedure Couple either flight director to the autopilot with the flight director transfer switch. Tune the navigation receiver to the frequency of the VOR to be used. Select NAV as the navigation source on the display controller. Using the remote instrument controller, select the course pointer on the HSI for the course to be flown. Using the remote instrument controller, set the heading bug on the HSI to the intercept heading for the selected course. Push the APR button on the mode selector. VAPP Mode Engagement Procedure Table 6-4 The HDG and APR button annunciators on the mode selector are lit. HDG and VAPP (white) appear on the PFD. The IAC applies gains appropriate for an approach. Upon capture of the selected course, VAPP (white) turns to VAPP.

Modes of Operation 6-14

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Localizer (NAV)
The localizer mode intercepts, captures, and tracks the front course localizer beam automatically to line up on the centerline of the runway in use. Table 6--5 describes the procedure to engage the localizer mode. Step 1 2 3 4 5 Procedure Couple either flight director to the autopilot. Tune the navigation receiver to the front course localizer frequency for the runway in use. Set the course pointer on the HSI for the inbound localizer course. Set the heading bug on the HSI to the course intercept heading using the remote instrument controller. Push the NAV button on the display controller to select NAV as the navigation source.
NOTE: The APR button can also be used in this step. However, even when pushing the APR button, and assuming an invalid glideslope, the NAV button remains the only button lit. If APR is used and the glideslope is valid, the FGS captures the glideslope at the proper time, and both the NAV and APR mode selector buttons light.

Localizer Mode Engagement Procedure Table 6-5

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Modes of Operation 6-15

PRIMUSR 1000 Integrated Avionics System with Integral FMS

Localizer capture applies to both front course and back course approaches. Capture occurs when the following conditions are met:
D D

Localizer and back course armed plus 1 second Either of the following occurs: Lateral beam sensor has tripped, or Beam deviation is less than 0.75.

The HSI displays the position of the aircraft relative to the center of the localizer beam and the inbound course, as shown in Figure 612. With the heading bug set for course intercept, the heading select mode executes the intercept.

Localizer (NAV) Mode Intercept Figure 612

Modes of Operation 6-16

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PRIMUSR 1000 Integrated Avionics System with Integral FMS

Outside the normal capture range of the localizer signal, pushing the NAV button on the mode selector lights the button bar and annunciates LOC (white) and HDG on the PFD, as shown in Figure 613. The aircraft flies the heading selected to intercept, and the system is armed for automatic localizer beam capture.

AD24137@

Localizer (NAV) Mode Arm Display Figure 613

A281146137 Rev 2 Sep 2002

Modes of Operation 6-17

PRIMUSR 1000 Integrated Avionics System with Integral FMS

With the aircraft nearing the selected course intercept, as shown in Figure 614, the lateral beam sensor monitors the localizer beam deviation. At the computed time, the lateral beam sensor trips and captures the localizer signal. The flight director drops the heading select mode and generates a roll command to bank the aircraft toward localizer beam center.

Localizer (NAV) Mode Capture Figure 614 When the capture occurs, the PFD displays LOC, as shown in Figure 615, enclosed in a white box for 5 seconds.

AD24138@

Localizer (NAV) Mode Capture Display Figure 615


Modes of Operation 6-18 A281146137 Rev 2 Sep 2002

PRIMUSR 1000 Integrated Avionics System with Integral FMS

As the aircraft continues toward the localizer, the flight director enters the localizer submode. When the course select pointer is set on the coupledside HSI using the COURSE knob on the remote instrument control, the course select error signal is established in the IAC. This signal represents the difference between aircraft heading and the selected aircraft course. The radio deviation signal is routed from the navigation receiver to the IAC where the signal is lateral gain programmed. Lateral gain programming is required to adjust the gain applied to the localizer signal due to the aircraft approaching the localizer antenna and beam convergence caused by the directional qualities of the antenna. The localizer mode is cancelled by any one of the following:
D D D D D D

Pushing the NAV button on the mode selector Selecting goaround Selecting the heading select mode NAV or HDG source switching Symbol generator reversion, if on the coupled side Changing the flight director couple selection.

When the aircraft meets localizer capture conditions, the course error signal is removed from lateral calculations. This leaves localizer gain programming to track the localizer signal, as shown in Figure 616, and to compensate for localizer beam standoff in the presence of a crosswind. The system will fly a wind correction angle of up to 45_.

Localizer (NAV) Mode Tracking Figure 616

A281146137 Rev 2 Sep 2002

Modes of Operation 6-19

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Figure 6--17 shows the PFD in the localizer tracking mode.

AD--24139@

Localizer (NAV) Mode Tracking Display Figure 6-17

Modes of Operation 6-20

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PRIMUSR 1000 Integrated Avionics System with Integral FMS

Back Course (BC)


The back course mode intercepts, captures, and tracks the back course localizer signal, as shown in Figure 618. When flying a back course localizer approach, glideslope capture is inhibited automatically.

Back Course Mode Intercept Figure 618 The back course mode is set up and flown like a front course localizer approach. Table 66 describes the back course procedure. Step 1 2 3 4 Procedure Couple either flight director to the autopilot. Tune the coupledside navigation receiver to the localizer frequency for the runway in use. Set the course pointer on the HSI to the inbound localizer course, using the remote instrument controller. Set the heading bug to the course intercept heading using the remote instrument controller. Back Course Mode Procedure Table 66 (cont)

A281146137 Rev 2 Sep 2002

Modes of Operation 6-21

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Step 5 6 7

Procedure Select NAV as the navigation source on the coupled--side display controller. Push the coupled--side flight director mode selector BC button. With the aircraft outside the normal back course localizer capture limits, the PFD annunciates BC (white) and HDG, as shown in Figure 6--19.

AD--24140@

Back Course Intercept Display Figure 6-19 Back Course Mode Procedure Table 6-6 (cont)

Modes of Operation 6-22

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Step 8

Procedure At back course capture, the PFD annunciates BC, enclosed in a white box for 5 seconds, as shown in Figure 6--20.

AD--24141@

Back Course Capture Display Figure 6-20 Back Course Mode Procedure Table 6-6

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Modes of Operation 6-23

PRIMUS R 1000 Integrated Avionics System with Integral FMS

At back course capture, the IAC flight control function generates a roll command to capture and track the back course localizer signal, as shown in Figure 6--21.

AD--24142@

Back Course Tracking Display Figure 6-21 The back course mode is cancelled by any one of the following:
D D D D D D

Symbol generator reversion, if on the coupled side

Pushing NAV on the mode selector panel D Pushing BC on the mode selector panel Selecting the heading or go--around modes Changing the displayed navigation or heading source Moving the autopilot TURN knob out of detent, with autopilot engaged Changing the flight director couple selection.

Modes of Operation 6-24

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

VERTICAL MODES Pitch Hold


The pitch hold mode is the basic autopilot and flight director vertical mode. PIT is annunciated on the PFD when this mode is active. This mode is best described by explaining the operation of pitch hold with autopilot engaged and with autopilot not engaged. PITCH HOLD MODE OPERATION, AUTOPILOT ENGAGED Pitch hold mode with autopilot engaged operates as described below. The flight director pitch command bar is in view on the coupled PFD only if a lateral flight director mode is active.
D

If no vertical flight director modes are active, the autopilot holds the pitch attitude that existed at the time the autopilot was engaged. If no vertical flight director modes are active, the pitch attitude reference can be changed by pushing the TCS button on the control wheel while simultaneously changing the aircrafts pitch with the control column. The autopilot retains the pitch attitude that exists when the TCS button is released. The pitch attitude reference can be changed using the PITCH wheel on the autopilot controller. The PITCH wheel is inhibited in approach modes, but it can be used when no flight director vertical modes are active or in ALT hold mode. In such cases, moving the PITCH wheel cancels the ALT hold mode.

PITCH HOLD MODE OPERATION, AUTOPILOT NOT ENGAGED Pitch hold mode with autopilot not engaged operates as described below.
D

Selecting a flight director lateral mode with no active flight director vertical mode displays the command bar. The command bar represents the aircraft pitch attitude at the time the flight director lateral mode was selected. This reference can be changed by pushing the TCS button to synchronize the pitch command to the current aircraft attitude. PIT is annunciated on the PFD. The pitch hold mode is cancelled by manual or automatic selection of any flight director vertical mode.
Modes of Operation 6-25

D D

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Vertical Speed (VS) Hold


The vertical speed hold mode maintains a pilot--selected vertical speed reference. To initiate the vertical speed mode, the pilot maneuvers the aircraft to the desired climb or descent attitude, establishes the vertical speed reference, and pushes the VS button on the mode selector. The reference vertical speed can be changed by using the PITCH wheel on the autopilot controller or by pushing the TCS button on the control wheel and maneuvering the aircraft to a new vertical speed reference and releasing the TCS button. When the vertical speed reference is changed by using the PITCH wheel, the target value changes and the vertical speed reference bug is repositioned. Actual aircraft vertical speed is displayed on the VSI. When the vertical speed mode is selected, it resets all previously selected vertical modes. When the vertical speed mode is engaged, as shown in Figure 6--22, the following occurs:
D D D

VS is annunciated on the PFD The VS button on the mode selector lights The PFD displays the vertical speed target value above the vertical speed scale in plus or minus feet per minute.

Modes of Operation 6-26

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

AD--24146@

Vertical Speed Hold Mode Display Figure 6-22 The vertical speed mode is cancelled by any one of the following:
D D D D D D D

Pushing the VS button Selecting another vertical mode Selecting go--around Changing the flight director couple selection Symbol generator reversion, if on the coupled side Air data becomes invalid Loss of AHRS pitch data. Aircraft overspeed protection is included in this mode.

NOTE:

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Modes of Operation 6-27

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Flight Level Change (FLC)


The flight level change mode is engaged by pushing the FLC button on the mode selector. The IAS/Mach reference is synchronized to the IAS/Mach being flown when the mode is engaged. When a new reference is manually selected using the PITCH wheel on the autopilot controller, the system automatically flies the new reference. Switching from IAS to Mach (or Mach to IAS) does not move the reference, it only changes the units used for the digital readout on the PFD. The aircraft does not change any attitude when units of measure are switched. The flight level change mode is basically an airspeed mode. It differs from a standard IAS or Mach mode in the following ways:
D

Although flight level change mode (in the long term) tracks the reference airspeed, short--term emphasis is on vertical speed. This minimizes vertical speed excursions due to disturbances or large airspeed changes. The flight level change mode is set up to change altitudes at the selected airspeed, from present altitude to preselected altitude. The mode tries to prevent flying away from the preselected altitude target. For example, if the throttle is retarded during a climb toward a preselected altitude, the system tries to maintain a positive vertical speed, resulting in deceleration rather than descent, even if vertical speed reaches zero.

Modes of Operation 6-28

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

The flight level change mode is annunciated on the PFD by FLC at the vertical capture location, as shown in Figure 6--23.

AD--24147@

Flight Level Change Mode Display Figure 6-23 The pilot can maneuver the aircraft without disengaging the mode by pushing and holding the TCS button on the control wheel. While the TCS button is pushed, TCS ENG (white) replaces AP ENG above the attitude sphere. When the TCS button is released, the airspeed target is the current airspeed.

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Modes of Operation 6-29

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Table 6--7 describes the procedure to fly the flight level change mode in a climb to a preselected altitude from straight and level. Step 1 2 3 Procedure Set alert altitude higher than the current altitude. Push the FLC button on the mode selector. With the autopilot engaged, set the speed reference on the PFD to the reference IAS/Mach using the PITCH wheel on the autopilot controller. Advance throttle to attain climb power. Flight Level Change Mode Engagement Procedure Table 6-7 The aircraft climbs toward the preselected altitude, maintaining the speed reference. Throttle inputs control rate of climb. In the flight level change mode, all armed flight director pitch modes are valid. The flight level change mode is cancelled by any of the following:
D D D D D D D

Pushing the FLC button on the mode selector Selecting any other vertical mode Selecting go--around Changing the flight director couple selection Air data is invalid ASEL capture Symbol generator reversion, if on the coupled side. 1. In a climb above 28,600 feet MSL, or greater than 0.62 Mach, the flight level change reference automatically switches from IAS to Mach. It switches back to IAS if the Mach goes below 0.61. 2. In a normal descent below 27,900 feet, the flight level change reference switches automatically from Mach to IAS.

NOTES:

Modes of Operation 6-30

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

3. Manual toggling between an IAS and Mach speed target is not possible. 4. The FGS cannot fly to an airspeed reference outside the normal aircraft flight envelope. The FGS limits the commanded airspeed to the maximum speed of the aircraft. This is annunciated by MAXSPD to the left of the ADI. This feature is armed in the flight level change, vertical speed, and VNAV modes.

Altitude Preselect (ASEL)


The ASEL mode preselects an altitude reference target. This mode displays the selected target on both PFDs, supplies audible and visual altitude approach alerts, and audible and visual altitude deviation warnings. Figure 6--24 shows a profile view of the ASEL procedure. The circled numbers correspond to the step numbers in Table 6--8.

ASEL Profile View Figure 6-24

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Modes of Operation 6-31

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Table 6--8 describes the ASEL mode operation procedure. Step 1 Procedure Set the new target altitude on the PFD with the ALT rotary knob on the MFD bezel controller. Push either the VS or FLC button on the FGS mode selector, then set the value for vertical speed (VS mode) or airspeed (FLC mode) by using the PITCH wheel on the autopilot controller to initiate a descent toward the selected altitude. Figure 6--25 shows the aircraft in the vertical speed mode at the start of descent from 18,000 feet to the target altitude of 15,000 feet at a selected vertical speed of --1500 fpm.

AD--24148@

ASEL at the Start of Descent Display Figure 6-25 ASEL Mode Operation Procedure Table 6-8 (cont)

Modes of Operation 6-32

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Step 2

Procedure After the descent is initiated, the altitude preselect mode is armed and ASEL (white) is annunciated on the PFD, as shown in Figure 6--26. The aircraft is descending through 16,000 feet at 1500 fpm.

AD--24149@

ASEL Armed for Capture Display Figure 6-26 ASEL Mode Operation Procedure Table 6-8 (cont)

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Modes of Operation 6-33

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Step 3

Procedure As the aircraft descends to within 1000 feet of the target altitude, a visual alert (the altitude preselect window and readout change from cyan to amber) and an audible alert (a one--second horn) are annunciated. The amber visual alert remains active until the aircraft is within 200 feet of the target altitude. The capture point depends on vertical speed. Figure 6--27 shows the aircraft in a flare at ASEL capture. ASEL is in a white box on the PFD. The aircraft remains in the ASEL capture mode until altitude error is less that 25 feet and altitude rate is less than 5 feet/second. When these conditions exist, the system automatically switches to altitude hold (ALT).
NOTE: Changing the selected altitude with the ASEL knob while in the capture phase cancels the active ASEL mode and the armed ASEL annunciator is displayed.

AD--24150@

ASEL Capture Point Display Figure 6-27 ASEL Mode Operation Procedure Table 6-8 (cont)

Modes of Operation 6-34

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Step 4

Procedure After the aircraft has leveled off at the new altitude, ASEL capture is dropped and altitude hold is automatically engaged, as shown by ALT in Figure 6--28. Once the aircraft has captured the altitude, any deviation of more than 200 feet results in activation of the visual and audible alerts. The visual alert remains active until the altitude deviation is again within 200 feet. However, if the deviation exceeds 1000 feet in magnitude, the visual alert remains active until the altitude preselect knob is adjusted.

AD--24151@

Aircraft Level at Preselected Altitude Display Figure 6-28 ASEL Mode Operation Procedure Table 6-8

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Modes of Operation 6-35

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Altitude Hold
The altitude hold (ALT HOLD) mode is a vertical axis flight director mode used to maintain a barometric altitude reference. Table 6--9 describes the ALT HOLD mode procedure. Step 1 Procedure Push the ALT button on the coupled--side mode selector. The PFD annunciates ALT while ALT HOLD is active, as shown in Figure 6--29.

AD--24152@

ALT Hold Mode Display Figure 6-29 Altitude Hold Procedure Table 6-9

Modes of Operation 6-36

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Altitude hold maintains the altitude that existed when the mode was engaged. The reference altitude can be changed by pushing the TCS button on the control wheel, maneuvering the aircraft to a new altitude, and releasing the TCS button. Selecting the altitude hold mode cancels any other previously selected vertical mode. The altitude hold mode is cancelled by any of the following: Moving the PITCH wheel on the autopilot controller D Pushing the ALT button on the coupled--side mode selector
D D D D

Selecting any other vertical mode to on or captured

Selecting go--around D Coupling to the cross--side flight director Symbol generator reversion on the active side.

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Modes of Operation 6-37

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Vertical Navigation (VNAV)


The VNAV mode can be used only after a VNAV type (FMS, singlepoint) is selected on the MFD VNAV control menu. The VNAV mode is used to descend to an altitude at a specific VOR/DME or FMS--defined waypoint. The waypoint can be defined as being on a course to or from a station. Altitude is captured automatically by the VNAV mode. The MFD bezel menu enters the waypoint altitude and other required data. The glideslope scale on the PFD is replaced with a VNAV vertical deviation scale. The deviation is shown relative to the flight path angle. Angles of 1_ or 2_ are typically chosen for climbs, and an angle of 3_ is used for descents. Although it is not often used for climb, VNAV can also be used to define a climb profile. In the VNAV mode, a single vertical waypoint can be defined and coupled for automatic transition. The waypoint can be defined to be direct from present position or preselected to begin at some future time. Table 6--10 describes the VNAV engagement procedure. Step 1 2 Procedure Select the navigation source (VOR, FMS). Set, capture, and track the course on the coupled--side HSI.
NOTES: 1. If VOR/DME is being used, verify that the DME is not in HOLD. 2. The course must be either directly to or from the station. Course changes over the station do not correctly compute the path.

3 4

Set the waypoint altitude with the ALT knob. The value is displayed in the altitude window. For VOR/DME--based VNAV, use the SET knob on the MFD bezel to enter VOR station or waypoint elevation above sea level. VNAV Mode Data Entry Procedure Table 6-10 (cont)

Modes of Operation 6-38

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Step 5

Procedure Select TO (ahead of) or FROM (beyond) the VOR or FMS waypoint and set the distance (along--track offset). This must be set even if the distance is zero (the desired waypoint is at the station or waypoint). Select VANG and the climb or descent vertical angle. Follow--on actions depend on whether the VNAV is a direct or preselected path (described on the following pages).
1. VNAV angles are limited to 6. The vertical angle display shows dashes for angles greater than 6. 2. When VNAV is used to define a climb profile, IAS must be closely monitored. 3. Before entering VNAV data, verify that the desired waypoint makes geographic sense. VNAV computations have several monitors to inhibit VNAV valid unless the location of the waypoint lies within meaningful parameters. 4. Once the VNAV mode has been selected, no changes to the active waypoint data can be made. 5. The VNAV vertical speed display is calculated by the FGS. It is used to estimate the vertical speed for a given situation The VS is only displayed before VNAV is disengaged. 6. Refer to overspeed protection for a description of MAXSPD protection. 7. ASEL is always armed when the aircraft is moving in the direction of a selected altitude. This applies even when overspeed or underspeed protection has been activated. 8. VNAV uses only the selected navigation source distance information to calculate the VNAV path. If NAV is selected, DME distance is used. If FMS is selected, the distance to the waypoint is used. 9. Prior to the flight director VNAV mode capture, an audible alert sounds and VTA is displayed. The VNAV button on the mode selector flashes. The pilot must push the flashing VNAV button in order for the flight director to capture and track the vertical path. 10.When FMS is the selected NAV source, a TO offset is entered in the TO window. A FROM offset can be entered in the FROM window when ST EL (standard elevation) is replaced by FR.

NOTES:

VNAV Mode Data Entry Procedure Table 6-10

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Modes of Operation 6-39

PRIMUS R 1000 Integrated Avionics System with Integral FMS

VNAV DIRECT Figure 6--30 shows an aircraft at FL210 expecting to fly VNAV from present position direct to 17,000 feet at the waypoint shown. Data is entered into the system using the MFD bezel buttons. Refer to Table 6--10 for the data entry procedure.

VNAV Direct, Profile View Figure 6-30

Modes of Operation 6-40

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

After data is entered, use the procedure in Table 6--11 to fly the VNAV direct mode. Figures in the table show menus on the MFD that drive the VNAV engagement procedure. Step 1 Procedure Observe the angle displayed on the MFD, as shown in Figure 6--31. The angle increases as the aircraft approaches the waypoint.

AD--64066@

MFD VANG Display Figure 6-31 VNAV Direct Engagement Procedure Table 6-11 (cont)

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Modes of Operation 6-41

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Step 2

Procedure When the correct VANG is displayed, push the VNAV button on the coupled--side mode selector. The VNAV and APR buttons light on the mode selector, the angle is displayed as shown in Figure 6--32, and VNAV armed (white) annunciates on the PFD. The vertical deviation pointer shows deviation from the vertical path, and the flight director commands a vertical path to capture and track the selected vertical path. When capture criteria are met, VNAV lights in the capture field of the PFD.

AD--64067@

MFD VANG Capture Display Figure 6-32 3 At the proper lead point, the system flares the aircraft at 17,000 feet. If the altimeters barometric window was adjusted during descent, the VNAV computer and flight director computer adjust the descent accordingly. The PFD annunciates ALT. VNAV Direct Engagement Procedure Table 6-11

Modes of Operation 6-42

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

VNAV PRESELECT Figure 6--33 shows an aircraft that is at FL 210 expecting a 3_ descent to 17,000 feet at the waypoint shown.

VNAV Preselect, Profile View Figure 6-33 Data is entered into the system using the MFD bezel buttons. Refer to Table 6--10 for the data entry procedure. After data is entered, use the procedure in Table 6--12 to fly the VNAV preselect mode. Figure 6--34 shows the menu on the MFD that drives the VNAV engagement procedure.

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Modes of Operation 6-43

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Step 1

Procedure Select VANG on the MFD bezel buttons. Set the 3_ vertical angle using the SET knob, shown in Figure 6--34.

AD--64069@

MFD VANG Set Figure 6-34 2 Push the VNAV button on the flight director mode selector. The mode bar lights. One minute before initiating descent, the audible vertical track alert (VTA) audible alert sounds, VTA annunciates on the PFD, and the vertical deviation scale is displayed on the PFD. Upon reaching the selected angle, the VNAV button light on the mode selector flashes. Push the VNAV button to acknowledge the start of the VNAV descent. The flight director commands a flare to capture and track the selected vertical angle. On the PFD, VNAV capture is annunciated and boxed in white for 5 seconds.
NOTE: If the flashing VNAV button is not pushed, the system does not fly the descent. To fly the descent, VNAV must be re-armed.

While approaching the waypoint, the flight director commands a flare to capture and hold the waypoint altitude. At the waypoint altitude the VNAV mode is cancelled automatically and all parameters are set to zero. The flight director flies the ALT HOLD mode as annunciated on the PFD. VNAV Preselect Engagement Procedure Table 6-12

Modes of Operation 6-44

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

The VNAV mode is cancelled by any one of the following:


D D D D D D D D D

Pushing the VNAV or any other vertical flight director mode button Leveling off at the waypoint altitude Changing the flight director couple selection Changing PFD navigation source Selecting go--around Overspeed or underspeed protection transition Invalid DME distance or air data Glideslope capture Symbol generator reversion, if on the coupled side. When overspeed or underspeed protection is activated, the flight director modes that were selected remain selected.

NOTE:

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Modes of Operation 6-45

PRIMUS R 1000 Integrated Avionics System with Integral FMS

VERTICAL GLIDE PATH (VGP) MODE NOTE: VGP is an upgrade anticipated for models produced after December 2000. This applies only to those aircraft.

If a non--localizer approach is selected through the FMS CDU, the flightcrew can choose to fly the descent path in either the VPTH or VGP modes. While both modes fly the path descent in the same manner, VPTH respects the altitude preselect and levels off appropriately, but a descent in VGP mode ignores the altitude preselect, similar to a glideslope descent. Therefore, descents in VGP mode allow the crew to set the altitude preselect to the missed approach altitude without affecting the descent path. When armed, VGP (white) is annunciated in the VNAV preselect position. At path capture, the white VGP annunciator goes away, and VGP is displayed in the flight director vertical mode capture position, as shown in Figure 6--35. After VGP is captured and the aircraft is descending, the flight director ignores the preselected altitude and continues the descent to the runway. The preselected altitude can then be set to the go--around altitude.

AD--66951@

VGP Mode Display Figure 6-35


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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Operational Notice
Instrument approaches using the VPTH or VGP mode are not approved. The FMS approach annunciator (APP left of PFD compass display) must be illuminated at the FAF if a nonprecision approach is to be flown. FMS approach VNAV guidance (VPTH or VGP) is not approved because some approach scenarios result in failure of the FD/AP to capture vertical guidance. Due to database constraints, the VNAV glide path TOD may be positioned prior to the FAF. This will be depicted on the MFD map. Also, TOD will not be depicted ifperformanceinitializationisnotcompleted. Eitherof these cases may also result in failure to capture glidepath at the FAF. Use VS mode for descent. The altitude preselect must be set to the next MDA. When conducting RNAV approaches to an MDA, the flight director must be coupled to the LNAV mode (AP engaged or not engaged). Use of DA minimums is not permitted.

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Pushing the APR button on the mode selector arms the VGP mode when a VNAV mode is the current captured mode. The approach annunciator on the mode selector also lights. In order for VGP to arm, the following conditions must be met:
D D D D D

FMS is the selected NAV source on the coupled PFD An approach has been selected in the active flight plan The next defined path in the flight plan is the last defined path in the flight plan Phase of flight is cruise or descent (VGP will not arm in cruise until 20 NM prior to top--of--descent) FMS is not in degrade mode of operation.

The VGP mode is cancelled by any one of the following:


D D D D D D

Selecting go--around mode Selecting another vertical flight director mode Failure of the coupled--side FMS Failure of the coupled--side MADC Failure of the EFIS symbol generator driving the coupled--side PFD Deselecting VNAV.

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Modes of Operation 6-47

PRIMUSR 1000 Integrated Avionics System with Integral FMS

INSTRUMENT LANDING SYSTEM (ILS)


The ILS mode intercepts, captures, and tracks the front course localizer and glideslope signals to fly a fully coupled ILS approach, as shown in Figure 636. Mode capture is interlocked so that glideslope capture is inhibited until the localizer is captured. As with the localizer mode, heading select initiates the localizer approach intercept.

ILS Localizer Intercept Figure 636 The following conditions are required for glideslope capture:
D D D D

Glideslope is valid Glideslope is armed The localizer mode is captured Glideslope deviation is less than two dots

The ILS mode is set up and flown exactly like the localizer mode. Table 613 describes the ILS approach procedure.

Modes of Operation 6-48

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Step 1 2 3 4 5 6

Procedure Couple either flight director to the autopilot with the flight director transfer switch. Tune the coupled--side navigation receiver to the ILS frequency for the runway in use. Push the NAV button on the display controller to select ILS as the navigation source. Set the radio altitude minimums on the PFD with the RA knob on the display controller. Set the course pointer to the inbound localizer course and set the heading bug on the PFD for localizer intercept. Select the approach mode using the APR button on the mode selector. The PFD annunciates LOC (white) and GS (white), as shown in Figure 6--37.

AD--24143@

ILS Approach (Armed) Display Figure 6-37 ILS Mode Procedure Table 6-13 (cont)

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Modes of Operation 6-49

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Step 7

Procedure With the localizer captured and outside the normal glideslope capture limits, the PFD annunciates LOC and GS (white), as shown in Figure 6--38.

AD--24144@

ILS Mode - Localizer Intercept Display Figure 6-38 ILS Mode Procedure Table 6-13 The glideslope part of the ILS mode intercepts, captures, and tracks the glideslope signal. When the glideslope mode is used with the localizer approach mode, a fully coupled ILS approach can be flown. The mode is interlocked so that glideslope capture is inhibited until localizer capture has occurred.

Modes of Operation 6-50

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PRIMUSR 1000 Integrated Avionics System with Integral FMS

The vertical beam sensor (VBS) uses several inputs to determine the point of glideslope capture. It is armed when localizer capture occurs. The VBS trips as a function of vertical speed, true airspeed, radio altitude, and glideslope deviation. The VBS trips when deviation is less than 0.5 on the ILS pointer and a capture sensor is satisfied. The capture sensor combines vertical speed, change of beam deviation, and radio altitude to determine the best capture point. In the event the aircraft is paralleling the beam (no beam closure rate), the VBS trips at a vertical deviation less than 0.1. This resets the previously selected pitch mode and changes aircraft attitude to capture the glideslope beam. With the localizer captured and outside the normal glideslope capture limits, the PFD annunciates the following modes:
D D D

LOC GS (white) Any other vertical mode in use at this time.

As the aircraft nears the glideslope, as shown in Figure 639, the vertical beam sensor monitors true airspeed, vertical speed, and glideslope deviation to determine the correct capture point.

ILS Mode Tracking, Profile View Figure 639

A281146137 Rev 2 Sep 2002

Modes of Operation 6-51

PRIMUSR 1000 Integrated Avionics System with Integral FMS

At glideslope capture, the computer drops any other vertical mode that was in use and automatically generates a pitch command to track the glideslope signal. The PFD, as shown in Figure 640, annunciates LOC and GS, enclosed in a white box for 5 seconds. The NAV and APR mode selector buttons are also lit. NOTE: The autopilot must be disengaged before reaching 200 ft AGL.

AD24145@

ILS Mode Tracking Display Figure 640

Modes of Operation 6-52

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PRIMUSR 1000 Integrated Avionics System with Integral FMS

The glideslope signal is gain programmed to compensate for the aircraft closing on the glideslope antenna and beam convergence caused by the directional properties of the antenna, as shown in Figure 641.

ILS Mode Track, Profile View Figure 641 Glideslope programming is normally a computed function of radio altitude (if available). If radio altitude is not available, then glideslope gain programming is a function of computed vertical speed, true airspeed, and time. The ILS approach mode is cancelled by any one of the following:
D D D D D D D

Pushing the APR or NAV buttons on the mode selector Loss of ILS glideslope data Selecting goaround Selecting HDG on the mode selector Changing navigation or heading sources Symbol generator reversion, if on the coupled side Changing the flight director couple selection.

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Modes of Operation 6-53

PRIMUS R 1000 Integrated Avionics System with Integral FMS

OVERSPEED PROTECTION
When in MAXSPD the FGS adjusts the pitch to reduce airspeed to the VMO/MMO limit. The flight director modes remain as they were. When airspeed is reduced below the VMO/MMO limit, the FGS returns its operation to the annunciated flight director mode. The aircraft can operate without tripping the overspeed protection at VMO/MMO plus a tolerance of 5 knots IAS. This is to prevent nuisance tripping of the overspeed protection submode during steady state VMO/MMO descents. If the aircraft is relatively stable on the VMO/MMO limit, then aircraft speed can exceed VMO/MMO up to a limit of 5.0 knots before overspeed protection is initiated. NOTE: These tolerances are applied only to the flight director overspeed protection. The overspeed horn triggers at one knot above VMO/MMO. The speed digits change to amber when the airspeed trend vector exceeds VMO and red when the airspeed is equal to or greater than VMO.

Once initiated, the overspeed protection displays MAXSPD on the PFD and uses the speed hold control to command the aircraft back to the actual VMO/MMO target speed. The overspeed protection submode is not explicitly annunciated except through the MAXSPD warning on the PFD. While overspeed protection submode is active, the existing vertical modes (VNAV or VS) remain annunciated as the active modes on the PFD. The overspeed submode protection remains engaged until the existing VS/VNAV pitch command no longer commands a pitch maneuver that violates VMO/MMO. NOTE: MAXSPD is displayed on the PFD for a minimum of 5 seconds.

OVERSPEED PROTECTION IN SPEED HOLD


In speed hold mode, overspeed protection limits the target IAS/Mach to the existing VMO/MMO value. MAXSPD is annunciated on the PFD when the aircraft speed exceeds VMO/MMO plus a tolerance of 5 knots. MAXSPD is removed from display when the aircraft falls below VMO/MMO plus 5 kts. NOTE: MAXSPD is displayed on the PFD for a minimum of 5 seconds.

Overspeed protection is disabled in basic pitch mode, altitude hold, altitude capture, and glideslope modes.

Modes of Operation 6-54

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

GO- AROUND (GA), WINGS LEVEL


The go--around mode is normally used to transition from an approach to a climb--out condition in the event of a missed approach. The pilot selects the go--around mode by pushing the GA button located on either outboard throttle handle. With go--around mode selected, the existing flight director mode is cancelled, the autopilot is disengaged, and GA is annunciated. Laterally, the pilot sees a wings level command on the PFD. Vertically, a 10_ climb angle is displayed on the PFD, as shown in Figure 6--42.

AD--24073@

Go-Around Mode Display (Wings Level) Figure 6-42 The go--around mode is cancelled by any of the following:
D D D

Selecting another pitch mode Pushing the TCS button Engaging the autopilot.

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Modes of Operation 6-55/(6-56 blank)

PRIMUS R 1000 Integrated Avionics System with Integral FMS

7.

Troubleshooting

This section guides the flightcrew through basic troubleshooting concepts, access and retrieval of event codes, and writing squawk sheets. It does not describe troubleshooting down to the black box level.

TECHNICAL SUPPORT
The following Honeywell and Cessna support lines are available:
D D

Honeywell Hot Line Cessna 24--hour Support Line

602--436--4400 316--517--6000

TROUBLESHOOTING DIGITAL AVIONICS


Maintenance of digital flight control systems requires a different approach than for analog systems. Flightcrew and maintenance personnel can operate this system more effectively by understanding the differences between digital and analog systems. Table 7--1 explains some of the differences between analog and digital systems. Digital System Analog System

Digital flight control Over time, analog systems are systems yield identical subject to component degradation results from identical tasks. that can influence the outcome of the circuits function. Digital system self--tests are straight forward program checks during power application or actual operations. Digital systems produce event codes to determine fault location. Digital systems are not affected by temperature. Self--tests of analog systems are complicated, typically involving injecting signals and measuring to determine their effect. Therefore, most analog systems are not equipped with a self--test. Analog systems rarely diagnose the cause of a fault or intermittent event. Analog systems are affected by temperature changes.

Digital and Analog System Differences Table 7-1


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PRIMUS R 1000 Integrated Avionics System with Integral FMS

The nature of a digital system is either it works or it doesnt. There are no intermediate stages. An analog system can have many intermediate stages, leading to confusion while troubleshooting. For example, a digital systems altitude select mode always operates the same if external sensor data is accurate. As time passes, an analog system introduces variations to mode performance even if its external sensors have not yet changed. A digital system is more likely to have an external sensor problem (such as the MADC, gyros, accelerometers, NAV/DME) than it is to have a problem with the integrated avionics computer (IAC). The IAC does extensive self--testing and continuous monitoring that greatly increase reliability and maintainability.

Troubleshooting 7-2

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

ACCESSING MAINTENANCE TEST MODE DATA


NOTE: At no time should maintenance personnel attempt to replace a Honeywell unit based on event codes alone. The event codes should be used as a tool along with traditional ground test methods and other standard maintenance practices.

How to Access Hardware/Software I.D. Pages


The maintenance test mode displays maintenance pages on the PFD while the aircraft is on the ground (WOW switch is set). The display controller controls the maintenance test mode. The RA (radio altimeter) knob selects display pages. For hardware/software identification pages, use radio altimeter settings 640 and 650. Because this system can be installed with different display controllers that use different button labeling, Figure 7--1 shows push button (PB) numbers used in place of specific labels. These button numbers are referred to in the procedure in Table 7--2.

Display Controller Figure 7-1

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Troubleshooting 7-3

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Table 7--2 describes the procedure to access hardware and software ID pages. Step 1 2 3 4 Procedure Set the RA knob on the display controller to 640. Push and hold the TEST button for at least 5--7 seconds. While holding the TEST button, push and release PB #4. Release the TEST button. HW ID 1 (hardware) is displayed, as shown in Figure 7--2.

AD--63992@

Hardware ID Page 1 Figure 7-2

Troubleshooting 7-4

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Step 5

Procedure Rotate the TEST button clockwise to RA 650 to display HW ID 2, as shown in Figure 7--3. The IC is in the maintenance test mode, and it remains in test until it is cancelled by pushing the TEST button or by selecting an RA setting below 600.

AD--63990@

Hardware ID Page 2 Figure 7-3 Maintenance Test and Hardware/Software Identification Page Access Procedure Table 7-2

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

How to Access Event Codes (EC)


The maintenance test mode displays maintenance pages on the PFD while the aircraft is on the ground (WOW switch set). The display controller enters the maintenance test mode. Use the RA knob to select display pages. The pages are set up to correspond to specific RA settings. For event codes, use RA setting 670. For help with troubleshooting after the event codes have been retrieved, contact the local Cessna or Honeywell Customer Service Engineer. Refer to the booklet Your Citation Center Support Team. The display controllers in various installations have different button labels. The button numbers shown in Figure 7--4 are referred to in the following procedures.

Display Controller Buttons Figure 7-4 The buttons on the display controller access the following event codes:
D D D D

PB #1 -- Views next 8 event codes (current flight) PB #4 -- Views previous 8 event codes (current flight) PB #6 -- Increments 1 flight (48 event codes) PB #7 -- Decrements 1 flight (48 event codes).

Troubleshooting 7-6

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

To retrieve the event codes, follow the procedure in Table 7--3. Step 1 2 3 4 5 Procedure Set the display controller RA knob to 670. Push and hold the TEST button for at least 5--7 seconds. While holding the TEST button, push and release PB #4. Release the TEST button. Current event codes are displayed on the PFD, as shown in Figure 7--5. The IAC is in the maintenance test mode. It remains in the test mode until it is cancelled by pushing the TEST button or selecting an RA setting below 600. Event Code Retrieval Procedure Table 7-3

Sample Event Codes Page on PFD Figure 7-5 NOTE: If event code maintenance page RA 670 is not displayed as shown in Figure 7--5, the engineering maintenance pages have been accessed. To return to the normal maintenance pages, push the avionics switch again and re--enter the normal maintenance mode as described in Table 7--3.

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Troubleshooting 7-7

PRIMUS R 1000 Integrated Avionics System with Integral FMS

When the event codes page powers up, it displays the events of the current flight. Event codes can be stored for 64 flights. Flight 65 overwrites the data from flight 01, and so on. Each flight number can store 48 event codes. The event codes page displays zeros when no events have occurred. NOTE: Flights are recorded only when an event code has occurred. Event codes are stored in the next available flight number and do not indicate actual successive flights. The flight time stamp indicates occurrences per system time operation.

Event Codes Page Description


The event codes page layout is shown in Figure 7--6.

Event Codes Page Layout Figure 7-6

Troubleshooting 7-8

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Event codes are described in Table 7--4. Display and Color


EVENT CODES FLIGHT 01 -current flight White -other flights

Legend
Maintenance page title Flight number

Description
Maintenance page title.

Range
N/A

Represents the WOW cycle 01 to 64, in number where an event increments code has occurred, either on of 1 the ground or in the air. The flight number does not necessarily coincide with the actual number of flights flown. Indicates a WOW cycle from the initialization of the system clock in the factory, in the format HHHHH:MM where H is hours and M is minutes. The event code prefix. The event code sequence number for that particular flight. The actual event code identification. Either weight--on--wheels or in the air when the event code occurred. When the event code occurred from initialization of the system clock in the factory, in the format HHHHH:MM where H is hours and M is minutes. 00000:00 to 99999:59

Flight time stamp

HHHHH:MM

Event code prefix Event code number Event code Condition event code occurred Time event code occurred

EC (White) XX

N/A 01 to 48, in increments of 1 0000 to 9999 WOW or AIR 00000:00 to 99999:59

CCCC WOW or AIR

HHHHH:MM

Event Codes Page Description Table 7-4

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Event Codes Listing


Two categories of IAC events and associated codes are:
D

Power-up Events -- These result in a latched event, identified as event codes 0001 -- 0199 and all 90XX event codes. The 28 Vdc circuit breaker must be cycled off/on to reset this latched event. Continuous Monitored Events -- These result in autopilot/yaw damper disengage with associated event codes 02XX and event codes 91XX. If one of these monitors trips, such as in overpowering the autopilot (codes 0221 pitch, 0222 roll, or 0223 yaw), and AP FAIL is displayed on the ADI, the failure can be reset by holding down the AP disconnect control wheel button for 2 seconds. Resetting the IAC circuit breaker also resets the computer. However, the preferred method is the AP disconnect button. Not all the 02XX or 91XX codes result in the autopilot failing. They may only result in the autopilot disconnecting, for example, a primary vertical gyro (VG) pitch, event code 0207.

Event codes 03XX and 04XX are codes that are logged but do not prevent autopilot engagement. During the power--up test, the IAC sends commands to the servo motor and compares the servo tach electrical response to an internal look--up table. If there is a significant difference between the two, an event code is stored. If these codes repeat 3 times or more, suspect a servo interface problem.

Troubleshooting 7-10

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Event Codes and Possible Causes


Table 7--5 lists event codes and possible causes.
Event Code No.

Description

Possible Causes

Maintenance Actions

00XX Power-Up Event Codes That Prevent Autopilot Engagement 0036 The AP elevator current is not high enough after 10 milliseconds. This occurs when servos are not connected. The aileron servo current is not high enough after 10 milliseconds. This occurs when servos are not connected. The elevator current is not high enough after 10 milliseconds. This is generally a nuisance code that logs infrequently. Pitch servo is suspect. Maintenance is required only when 5 or more occurrences are observed in one flight.

0037

This is generally a nuisance code that logs infrequently.

Maintenance is required only when 5 or more occurrences Roll servo is suspect. are observed in one flight.

0039

This is generally a nuisance code that logs very infrequently. Pitch servo is suspect.

Maintenance is required only when 5 or more occurrences are observed in one flight.

0052

Excessive aileron current after 10 milliseconds.

This is generally a nuisance code that logs infrequently.

Maintenance is required only when 5 or more occurrences Roll servo is suspect. are observed in one flight. Possible fault is the roll or yaw servo. Although occurring infrequently, this code can be misleading. This condition can be alleviated by replacing the roll or yaw servo.

0055

Elevator trim end--arounds are not indicating that the elevator is trimming down.

Event Codes and Possible Causes Table 7-5 (cont)


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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Event Code No. 02XX 0214

Description

Possible Causes

Maintenance Actions

Continuous Event Codes That Disengage Autopilot and Yaw Damper Stick shaker went active when the AP/YD was engaged. Pitch models pitch servo monitor tripped when the AP/YD was engaged. Faulty stick shaker input to IAC or aircraft flown into stick shaker region. Faulty pitch servo. This fault is most likely caused by a pilot backdriving the servo by helping the autopilot fly the aircraft. Autopilot engaged on ground. Refer to the Honeywell Trouble-shooting Manual, A15--1146--074. Refer to Table 7--6 for troubleshooting procedure.

0221

0222

Roll models roll servo monitor tripped when the AP/YD was engaged.

Faulty roll servo. This fault is most likely caused by a pilot backdriving the servo by helping the autopilot fly the aircraft. Faulty yaw servo. This fault is most likely caused by a pilot backdriving the servo by helping the autopilot fly the aircraft. Faulty accelerometer or aircraft wiring.

Refer to Table 7--7 for troubleshooting procedure.

0223

Yaw models yaw servo monitor tripped when the AP/YD was engaged.

Refer to Table 7--8 for troubleshooting procedure.

0224

Vertical acceleration monitor tripped when the AP/YD was engaged.

Refer to the Honeywell Troubleshooting Manual, A15--1146--074.

Event Codes and Possible Causes Table 7-5 (cont)

Troubleshooting 7-12

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Event Code No. 0225

Description Roll rate monitor tripped when the AP/YD was engaged.

Possible Causes AHRS roll information went invalid or roll rate exceeds 20/second due to wind shear or turbulence. AP engaged when the aircraft is on jackstands.

Maintenance Actions Refer to Table 7--9 for troubleshooting procedure.

0268

WOW monitor checking for valid airspeed.

Check WOW circuit or determine if intermittent air data problem.

Event Codes and Possible Causes Table 7-5

Step 1 2

Procedure If the fault is not caused by a crewmember overpowering the control wheel, replace the pitch servo motor. If the fault is caused by a crewmember overpowering the control wheel, the servo was backdriven. No maintenance is required. Do not overpower the autopilot. EC 0221 Troubleshooting Procedure Table 7-6

Step 1 2

Procedure If the fault is not caused by a crewmember overpowering the control wheel, replace the roll servo motor. If the fault is caused by a crewmember overpowering the control wheel, the servo was backdriven. No maintenance is required. Do not overpower the autopilot. EC 0222 Troubleshooting Procedure Table 7-7

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Step 1 2

Procedure If the fault is not caused by a crewmember overpowering the rudder pedals, replace the yaw servo motor. If the fault is caused by a crewmember overpowering the rudder pedals, the servo was backdriven. No maintenance is required. Do not overpower the rudder pedals. EC 0223 Troubleshooting Procedure Table 7-8

Step 1

Procedure If high roll rates occurred during turbulence, no maintenance is required. The system is operating as intended. If turbulence was not encountered, swap VGs from side to side and monitor future operation. Since the autopilot uses No. 1 VG--14 for its roll rate information, a different gyro in this position may cure the fault. Faulty aircraft wiring causing the roll signal to short to any AC power could cause this event code. However, this possibility is remote. EC 0225 Troubleshooting Procedure Table 7-9

Troubleshooting 7-14

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

TYPICAL PROBLEMS
Problems typically associated with flight control systems are listed below. The list is divided into lateral mode problems, vertical mode problems, and problems common to both vertical and lateral modes. It assumes the autopilot is engaged. The list of problems and the illustrations are not all inclusive, but are typical of the problems most often encountered.

Lateral Mode Problems


Common lateral mode problems are listed in Table 7--10. Mode HDG mode Problems -- Tails -- Oscillates -- Wont hold ------Undershoots capture Overshoots capture Missed capture Standoff Oscillates Captures early

NAV, back course, or VOR APR mode, and localizer portion of APR mode

Lateral Mode Problems Table 7-10

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Figure 7--7 shows diagrams of common in--flight lateral mode problems.

Lateral Mode Conditions and Problems Figure 7-7 (cont)


Troubleshooting 7-16 A28- 1146- 137

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Lateral Mode Conditions and Problems Figure 7-7

A28- 1146- 137

Troubleshooting 7-17

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Vertical Mode Problems


Common vertical mode problems are listed in Table 7--11. Mode Air data hold modes (ALT, VS, IAS, MACH) Altitude preselect (ASEL) Problem -- Oscillates -- Porpoises -- Does not hold reference ----Misses capture Undershoots capture Overshoots capture Standoff

Glideslope mode (vertical portion of approach mode)

-- Captures early -- Standoff -- Oscillates

Vertical Mode Problems Table 7-11

Figure 7--8 shows diagrams of common in--flight vertical mode problems.

Vertical Mode Conditions and Problems Figure 7-8 (cont)

Troubleshooting 7-18

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Vertical Mode Conditions and Problems Figure 7-8

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Combined Vertical and Lateral Mode Problems


Table 7--12 lists common combined vertical and lateral mode problems. Mode Mode logic problems Autopilot problems Problems -- Modes do not engage -- Modes do not clear ----Autopilot does not engage Autopilot does not follow commands Stick bump Stick buzz

Problems Common to Both Vertical and Lateral Modes Table 7-12

Troubleshooting 7-20

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

GROUND MAINTENANCE TEST


On the ground, the system can access the status of several key internal functions in the IAC. The ground maintenance test procedure is described in Table 7--13. Step 1 2 Procedure Initiate system test by powering up the aircraft on the ground. Steps 2--5 are all done on the display controller. Push and hold the TEST button, then push PB #4. For the first 5 to 7 seconds, the MFD displays the standard preflight test. Continue to hold the TEST button. The PFD displays a listing of key IAC internal functions. As each function is satisfactorily tested, the FAIL/INVD (fail/invalid) annunciator changes to PASS/VALD (pass/valid).
NOTE: Air data sensor, accelerometer, and rate or turn sensor inputs are the only inputs tested during this test. All other tests are strictly internal IAC processing tests.

3 4

When the test is complete, release the TEST button.


NOTE: More detailed tests are available for maintenance personnel. Access those tests by pushing the TEST and GSPD/TTG buttons and operating the RA set between 800 and 990 feet.

Ground Maintenance Test Procedure Table 7-13 The ground maintenance test display is shown in Figure 7--9.

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

AD--05825@

Ground Maintenance Test Displays on PFD Figure 7-9

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

CHECKLIST UPLOADING PROCEDURE


The checklist upload procedure is described in Table 7--14. Step 1 2 Procedure Make sure the aircraft is on the ground and powered up in standby. Locate the dual IAC connector on the pilot side, aft end of the pedestal. Connect a PC cable to either plug using an RS232 interconnect.
NOTES: 1. The PC must have the checklist programming software and the checklist to be loaded available. Refer to the ECP-800 Programmable Checklist equipment for details. 2. If the PC has Windowst, do not access the ECP-800 software from the Windowst prompt. Instead, use the DOS prompt to start the checklist software.

3 4 5 6

Apply power to the avionics and PC. Wait for the PFD to become valid before proceeding. Using the on--side display controller, set the RA knob to 890 on the PFD. Push and hold the display controller TEST knob. While pushing the TEST knob, push and release the display controllers PB#4. The MFD momentarily blanks out and then displays the following: CHECKLIST LOADING
PROGRAMMABLE CHECKLIST EQUIPMENT IS REQUIRED SCREEN WILL BLANK, CYCLE IC-600 CIRCUIT BREAKER TO RECOVER WHEN READY TO BEGIN: PUSH PB#1 ON DC-550

Do not follow any instructions on the display. The instructions shown do not reflect the required sequence of actions. Checklist Upload Procedure Table 7-14 (cont)

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Step 7 8

Procedure Hold the TEST knob in for about 10 seconds, then release the knob. The page shown in step 6 remains on the PFD. Push and release PB#1 on the display controller. The PFD blanks and an X is displayed. The X remains until after step 11. Use the electronic programmable checklist software on the PC to output the checklist and upload it to the pilots IAC.
NOTE: If a checklist is already in the IAC, error code 5100 is displayed on the PC. Follow the instructions on the PC.

10

When the upload is complete, follow the instructions on the PC to finish.


NOTE: If the No. 2 IAC needs a checklist upload, pull the No. 2 IAC circuit breaker, move the PCs RS232 cable to the other plug by the aft right side of the pedestal. Reset the No. 2 IAC circuit breaker, and repeat steps 3 through 10.

11 12 13 14

Pull the appropriate IAC circuit breaker to power down the IAC. Remove the RS232 cable from the airplane connector. Push in the appropriate IAC circuit breaker to repower the IAC. When the IAC has powered up, verify that the checklist can be selected by pushing either the NORM or EMER button on the MFD controller located in the center pedestal. Review the checklist for accuracy. The procedure is complete. Checklist Upload Procedure Table 7-14

15 16

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Checklists cannot be downloaded from the IAC. Ensure that the checklist is saved on the PC or a floppy disk so it is available for future uploading, as required. Figure 7--10 shows a typical checklist display.

AD--24833@

Typical Checklist Display Figure 7-10

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

CHECKLIST LOADING TROUBLESHOOTING


Table 7--15 describes the procedure for troubleshooting. Step 1 Procedure Cycle power to the IAC by pulling the circuit breaker. When the IAC has repowered, try to program again. Do not push R for retry. Abort and start again. Check the RS232 cable connection on the PC and the IAC diagnostic connector. Verify that the serial port (COM port) the cable is plugged into is the same as defined in the loading configuration (F5 in the Checklist Loading program). Check that the cable is plugged into the correct IAC diagnostic connector. To program the pilots (primary) checklist, use the connector marked JI330. To program the copilots (backup) IAC checklist, use connector JI324. Try moving the connector to another serial port. The PC may have a bad serial port. Remember to set the configuration in the checklist loading program to correspond to the serial port on the PC. The extended memory manager (EMM) and/or network drivers on the PC can interfere with operation of the checklist loading program. If network drivers are installed on your PC, disable them and reprogram. If an EMM is installed, disable it. Either of these functions can usually be disabled by editing the CONFIG.SYS and AUTOEXEC.BAT files on the PC. Try reprogramming the other IAC. If it programs, there may be problems with the first IAC being programmed or in the aircraft wiring. Contact the Honeywell Checklist Product Support, noted in the electronic programmable checklist manual. Error Code 5000 Troubleshooting Procedure Table 7-15

2 3

Troubleshooting 7-28

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PRIMUSR 1000 Integrated Avionics System with Integral FMS

Error Code 5000


An error code 5000 means that the PC cannot communicate with the IAC. When error 5000 is received, first try the steps listed in Table 715.

Error Code 5005


An error code 5005 usually occurs when the IAC has never been programmed with a checklist. Selecting RETRY usually enables the checklist loading program to continue.

OPERATIONAL NOTICES Overpowering Control Surfaces With Autopilot and/or Yaw Damper Engaged
CAUTION RESTRAINING OR OVERPOWERING PITCH, ROLL, OR YAW SERVOS RESULTS IN A MONITOR TRIP FOLLOWED BY AN AP/YD DISCONNECT. Digital autopilots incorporate performance monitors that continually compare servo commands to servo responses. For example, when a servo command is issued, the monitor ensures the servo is moving in the proper direction and at the proper rate. When crewmembers attempt to assist the AP/YD, the performance monitors sense an improper servo response and disconnect the AP/YD. The AP FAIL message appears on the PFD.

A281146137 Rev 2 Sep 2002

Troubleshooting 7-29

PRIMUSR 1000 Integrated Avionics System with Integral FMS

AP Disconnect Switch Function to Reset a Failure


The AP disconnect switch, mounted on the control wheel, disconnects the autopilot and resets monitorinduced autopilot disconnects. If the autopilot disconnects because a monitor in the pitch, roll, or yaw axis senses control pressure (for example, a pilots foot on the rudder when the yaw damper tries to execute a yaw damper function), the AP FAIL message is displayed on the PFD. To reactivate the autopilot, push the AP disconnect switch for 2 seconds to reset the monitors. The autopilot can then be reengaged.

Autopilot/Yaw Damper Disconnects With No Event Codes Logged


If an unintentional autopilot and/or yaw damper disconnect occurs without an event code stored in the IAC, the disconnect may be attributed to a normal event. A normal event is one in which the autopilot computer function in the IAC received a normal request to disconnect, such as the following:
D

Control wheel AP disconnect switch Faulty switches, splices, or wiring may cause this signal to open. Pitch trim switch input Faulty trim switches, connectors, or wiring may result in the IAC receiving a trim request that, by design, disconnects the autopilot. Also, inadvertently activating the trim switch results in an autopilot disconnect. AP or YD engage buttons on the autopilot controller are pushed inadvertently or are operating intermittently.

Other conditions that cause disconnect without a stored event code are:
D D D

Low power sensed by the IAC, caused by faulty wiring or circuit breaker. Poor grounds to the IAC. Shorts to ground of the 28V clutch engage lines from the IAC to the servos.

If crew reports of disconnects cannot be substantiated with an event code, check the items listed above. NOTE: Autopilot/yaw damper disconnects caused by the above situations do not result in an AP FAIL message above the attitude sphere on the PFD.
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PRIMUS R 1000 Integrated Avionics System with Integral FMS

PILOT WRITE-UP Report Forms


Honeywell provides squawk sheets on the back of flight plan forms, Honeywell Form No. 20323--000, dated 1/99, to aid in flight planning and troubleshooting. The form is shown in Figure 7--11. The sample Event Code Report forms in Figures 7--12 and 7--13 can be copied and used to record event codes if tablets of the forms are not available. The following paragraphs give general guidelines for making pilot write--ups for maintenance technicians.

Preliminary Considerations
Before making an entry, determine conditions under which the problem exists. Consider the following questions:
D

Are there any obvious problems (such as flags in view or fault annunciators lit)? Is the problem in pitch, roll, or yaw axis, or a combination of them? Is the problem present in all modes, or only under specific conditions such as: Flaps or gear up or down, or speed brakes in or out Certain aircraft power configuration Certain speed Certain altitude Two or more modes Certain sequence in mode selection Specific radio frequencies (NAV or COM) When keying a transmitter When weather radar is operating Certain electrical configurations (are all circuit breakers in)?

D D

Does the autopilot follow the commands as shown by the flight director command cue and HSI lateral deviation bar? Can the flight director commands be flown manually with the autopilot disconnected?

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

D D

Does some problem exist with autopilot engaged in a heading hold and pitch hold mode? In radio modes, do certain conditions exist, such as VOR beam scallops, another aircraft in front of localizer or glideslope transmitter (overflight disturbances), etc.?

Writing the Report


Define the problem, including specific conditions under which the problem exists, such as: D Flags showing (which ones, if any) D Mode or modes selected D IAS when the problem occurs D Period and magnitude of any oscillations D Any inputs that fail to work (such as heading bug when in HDG mode).

Commonly Used Terms


Table 7--16 lists some of the most common terms and their definitions. Term Autopilot Active Autopilot Loose Porpoising Pumping Definition Controls continually move in still air with small command errors. Autopilot does not null command bars satisfactorily in most modes. Low frequency oscillation in the pitch axis, typically a 10--second period or longer. The control wheel moves back and forth, usually with a low frequency, and typically a 1-- to 10--second period. Controls give a quick moderate movement, usually with virtually no aircraft movement, and mostly associated with autopilot engagement or mode changes. With autopilot engaged, a high frequency, small movement of the control wheel can be felt without aircraft movement. Definitions of Terms Table 7-16
Troubleshooting 7-32 A28- 1146- 137

Stick Bump

Stick Buzz

PRIMUS R 1000 Integrated Avionics System with Integral FMS

AD--05827@

Pilots Flight Plan and Squawk Sheet Figure 7-11

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

AD--05828@

Event Code Report Form Figure 7-12

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

AD--05829@

Continued Event Code Report Form Figure 7-13

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

8.

Acronyms and Abbreviations


DEFINITION Above Altitude Compensated Tilt Air Data Computer Automatic Direction Finder Attitude Director Indicator Air Data System Above Ground Level Attitude and Heading Reference System Attitude and Heading Reference Unit Altitude American National Standards Institute Angle--of--Attack After Over Station Sensor Autopilot Approach Airport Altitude Preselect, Altitude Select Attitude Barometric Back Course Below Bearing Category Course Deviation Indicator Check Centimeters Cancel Communications Crosspointer GCR and RCT Data Display Controller Decrease
Acronyms and Abbreviations 8-1

Acronyms and abbreviations used in this manual are defined as follows: TERMS ABV ACT ADC ADF ADI ADS AGL AHRS AHRU ALT ANSI AOA AOSS AP APP, APR APT ASEL ATT BARO BC BLW BRG CAT CDI CHK cm CNCL COM CP CR/R DAT DC DEC
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PRIMUS R 1000 Integrated Avionics System with Integral FMS

TERMS DG DGR DIM DIR DME DN DR DTRK DU EC EFIS EGPWS EMER EMM ENG ENT ET FAA FCS FD FGS FL FLC FMS FP, FPLN FR FSBY, FSTBY ft GA GCR GMAP GND GPS GPWS GSPD HDG

DEFINITION Directional Gyro Degrade Dimming Direction Distance Measuring Equipment Down Dead Reckoning Desired Track Display Unit Event Code Electronic Flight Instrument System Enhanced Ground Proximity Warning System Emergency Extended Memory Manager Engage Enter Elapsed Time Federal Aviation Administration Flight Control System Flight Director Flight Guidance System Flight Level Flight Level Change Flight Management System Flight Plan From Forced Standby Feet Go--Around Ground Clutter Reduction Ground Mapping Ground Global Positioning System Ground Proximity Warning System Groundspeed Heading
A28- 1146- 137 Rev 1

Acronyms and Abbreviations 8-2

PRIMUS R 1000 Integrated Avionics System with Integral FMS

TERMS hPa HSI I IAC IAS IC ILS INC inHg INHIB INOP INTG INVD JAA KNB kts LBS LNDG LOC LSS LRU M MADC MAXSPD MFD MIN MPEL MSL mW NAV NM NOC NORM, NRM O
A28- 1146- 137 Rev 1

DEFINITION Hectopascals Horizontal Situation Indicator Inner Integrated Avionics Computer Indicated Airspeed Integrated Computer Instrument Landing System Increase Inches of Mercury Inhibit Inoperative Integrity Invalid Joint Airworthiness Authorities (European) Knob Knots Lateral Beam Sensor Landing Localizer Lightning Sensor System Line Replaceable Unit Middle Micro Air Data Computer Maximum Speed Multifunction Display Minimum Maximum Permissible Exposure Level Mean Sea Level Milliwatts Navigation Nautical Miles Navigation on Course Normal Outer
Acronyms and Abbreviations 8-3

PRIMUS R 1000 Integrated Avionics System with Integral FMS

TERMS OSS PC PFD PIT PROX RA RCL RCT, REACT REV RMU RNG ROL R/T RTA RTN SBY SC sec SECT SEL SG SKP SLV SNGP ST EL STAB STBY STC STD SYNC TA TAS TAT TCAS TCS TERR

DEFINITION Over Station Sensor Personal Computer Primary Flight Display Pitch Proximity Radio Altitude, Resolution Advisory Recall Rain Echo Attenuation Compensation Technique Reversion Radio Management Unit Range Roll RCT/Turbulence Receiver Transmitter Antenna Return Standby Single Cue Seconds Sector Select Signal Generator Skip Slaved Singlepoint Station Elevation Stabilization Standby Sensitivity Time Control Standard Synchronize Traffic Advisory True Airspeed Total Air Temperature Traffic Alert and Collision Avoidance System Touch Control Steering Terrain
A28- 1146- 137 Rev 1

Acronyms and Abbreviations 8-4

PRIMUS R 1000 Integrated Avionics System with Integral FMS

TERMS TGT T/O TRB TRN TTG TX V1 V2 VALD VALT VANG VAPP VAPP VAR VASL VBS VENR VFLC VGP VMO VNAV, VNV VOR VPTH VR VREF VS, VSPD VSI VSPEEDS, VSPEED VTA WOW WPT WSHR WX WX/T XTK YD
A28- 1146- 137 Rev 1

DEFINITION Target Takeoff Turbulence Turn Time--To--Go Transmitting Takeoff Decision Speed Takeoff Safety Speed Valid Vertical Altitude Vertical Angle VOR Approach Approach Speed Variable Vertical Altitude Select Vertical Beam Sensor Single Engine Climb Speed Vertical Flight Level Change Vertical Glide Path Maximum Allowable Airspeed Vertical Navigation VHF Omnidirectional Radio Range Vertical Path Takeoff Rotation Speed Landing Configuration Speed Vertical Speed Vertical Speed Indicator Reference Speeds Vertical Track Alert Weight--on--Wheels Waypoint Windshear Weather Weather/Turbulence Crosstrack Yaw Damper
Acronyms and Abbreviations 8-5/(8-6 blank)

PRIMUS R 1000 Integrated Avionics System with Integral FMS

PRIMUSR
INTRODUCTION

880 Weather Radar System

Appendix A

This appendix is an abbreviated operational description of the PRIMUSR 880 Weather Radar System as installed in the Cessna Citation Excel. For complete operating instructions on the PRIMUSR 880 Weather Radar System, refer to Honeywell Pub. No. A28--1146--102. The PRIMUSR 880 Weather Radar System is a lightweight, X--band digital radar that is designed for weather detection and ground mapping. The primary purpose of the system is to detect storms along the flightpath and give the pilot a visual color indication of their rainfall intensity and turbulence content. After proper evaluation, the pilot can chart a course to avoid storm areas.

WARNING
THE SYSTEM PERFORMS ONLY THE FUNCTIONS OF WEATHER DETECTION OR GROUND MAPPING. IT IS NOT INTENDED THAT THIS SYSTEM EITHER BE USED OR RELIED UPON FOR PROXIMITY WARNING OR ANTICOLLISION PROTECTION. In the weather detection mode, storm intensity levels are displayed in four bright colors, contrasted against a deep black background. Areas of very heavy rainfall are displayed in magenta, heavy rainfall in red, less severe rainfall in yellow, moderate rainfall in green, and little or no rainfall in black (background). Areas of detected turbulence are displayed in soft white. Range marks and identifying numerics, displayed in contrasting colors, are used to evaluate storm cells. Selecting the ground mapping (GMAP) function optimizes the system to improve resolution and identification of small ground targets at short ranges. The reflected signals from ground surfaces are displayed as magenta, yellow, or cyan (most to least reflective). The system configuration uses a receiver transmitter antenna (RTA) and dual controllers. Radar information is normally displayed on the MFD in the map mode. It can, under certain circumstances, be displayed on the HSI.
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PRIMUS R 1000 Integrated Avionics System with Integral FMS

WEATHER RADAR CONTROLLER


Controls and indicators used to operate the system are identified in Figure A--1. Numbers in the figure correspond to the numbered descriptions that follow. Lighting for all labels and controls is controlled by the aircraft panel dimming bus. NOTE: Weather radar range is controlled by the on--side MFD range control.

Weather Radar Controller Configuration Figure A-1 1 TRB (Turbulence) Button

The TRB button is a momentary--contact switch that is used to select the turbulence detection mode. The TRB mode can only be selected if the MODE switch is in the WX position and the selected range is 50 miles or less. The weather/turbulence mode is annunciated in the mode field with WX/T. Areas of at least moderate turbulence are shown in soft white.

WARNING
UNDETECTED TURBULENCE EXISTS IN ANY STORM CELL.

PRIMUS R 880 Weather Radar System A-2

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

CAUTION TURBULENCE CAN ONLY BE DETECTED IN AREAS OF RAINFALL. THE PRIMUSR 880 RADAR DOES NOT DETECT CLEAR AIR TURBULENCE. Selecting the 100, 200, or 300 mile range turns off the turbulence mode detection. The /T is deleted from the mode annunciator and variable gain is engaged, if it was previously selected. Subsequent selection of ranges of 50 miles or less re--engage turbulence detection. 2 STAB (Stabilization) Button

This radar is normally attitude stabilized and automatically compensates for roll and pitch maneuvers. Table A--1 describes the in--flight attitude stabilization procedure. Step 1 Procedure If two weather radar controllers are installed, one must be turned off. If an indicator is used as the controller, the procedure is the same as given below. Fly to an altitude of 10,000 ft. AGL or greater. Set range to 25 NM. Adjust the tilt down until a solid band of ground clutter is visible on the screen. Then adjust the tilt until the green ground region returns. Start at about 20 NM. On the weather radar controller, select REACT OFF. In-Flight Roll Offset Adjustment Procedure Table A-1 (cont)

2 3 4

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Step 6

Procedure Push the STAB button four times within three seconds. A display with text instructions is displayed, as shown in Figure A--2. The radar unit is in the roll offset adjustment mode.

AD--24153@

Initial Offset Roll Instruction Set Figure A-2 In-Flight Roll Offset Adjustment Procedure Table A-1 (cont)

PRIMUS R 880 Weather Radar System A-4

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

Step 7

Procedure Pull out the GAIN knob to make a roll offset adjustment. The offset range is from --2.0 to +2.0 and is adjustable using the GAIN knob. The polarity of the GAIN knob is such that clockwise rotation causes the antenna to move down when scanning on the right side, as shown in Figure A--3.

AD--24154@

Gain Knob Adjustment Figure A-3 8 9 10 While flying straight and level, adjust the GAIN knob until the ground clutter display is symmetrical. Push in the GAIN knob to return the display to the previous message. Push the STAB button to go to the next menu (pitch offset), or push it three times to exit.

NOTE: Once set, the roll compensation is stored in nonvolatile memory in the RTA. It is not erased when the system is powered down.

In-Flight Roll Offset Adjustment Procedure Table A-1

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

TGT (Target) Button

The TGT button is used to enable and disable the radar target alert feature. Target alert is selectable in all but the 300 mile range. When selected, target alert monitors beyond the selected range and 7.5_ on each side of the aircraft heading. If a return with certain characteristics is detected in the monitored area, the target alert changes from the TGT armed condition to the TGT warning condition. The target advises the pilot of a potentially hazardous condition directly in front of and outside the selected range. When the TGT warning is received, the pilot must select longer ranges to view the target. NOTE: The target alert is inactive within the selected range.

Selecting target alert forces the system into preset gain. Target alert can be selected in the WX RCT and FPLN modes. In order to activate target alert, the target must have the depth and range characteristics given in Table A--2. Selected Range (NM) 10 25 50 100 200 300 FPLN (Flight Plan) Target Depth (NM) 2 4 4 6 6 Inactive 2 Minimum Target Range (NM) 10--60 25--75 50--100 100--150 200--250 -5--55

Target Alert Characteristics Table A-2

PRIMUS R 880 Weather Radar System A-6

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

SECT (Sector) Button

The SECT button selects either the normal 14 looks/minute 120 scan, or the faster update 20 looks/minute 60 sector scan. 5 TILT Knob

The TILT knob is a rotary control that is used to select tilt angle of antenna beam with relation to earth plane. Clockwise rotation tilts the beam upward to +15_, and counterclockwise rotation tilts the beam downward to --15_. A digital readout of the antenna tilt angle is displayed on the MFD.
D

Altitude Compensated Tilt (ACT) -- When the TILT knob is pulled, the system enters the autotilt mode. In autotilt, the antenna tilt is automatically adjusted with regard to the selected range and barometric altitude. The antenna tilt automatically readjusts with changes in altitude and/or selected range. In autotilt, the tilt control can fine tune the tilt setting by 2_. ACT is annunciated by adding a letter A at the end of the tilt readout. The digital tilt readout always shows the actual tilt of the antenna regardless of the tilt command source (ACT command or manual tilt command).

WARNING
TO AVOID FLYING UNDER OR OVER STORMS, FREQUENTLY SELECT MANUAL TILT TO SCAN BOTH ABOVE AND BELOW THE AIRCRAFTS FLIGHT LEVEL. ALWAYS USE MANUAL TILT FOR WEATHER ANALYSIS.

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

SLV (Slaved) Annunciator

The SLV annunciator is only used in dual controller installations. With dual controllers, one controller can be slaved to the other by selecting OFF with the radar MODE switch. This slaved condition is shown with the SLV annunciator. In the slaved condition, both controllers must be off before the radar system turns off. 7 MODE Switch

The MODE switch is a rotary switch that is used to select one of the following functions:
D

OFF -- Turns the radar system off. WX OFF is displayed in the MFD mode field. STBY (Standby) -- The radar system is placed in standby, a ready state, with the antenna scan stopped. The transmitter is inhibited and the display memory is erased. STBY is displayed in the MFD mode field. If standby is selected before the initial RTA warm--up period is complete (about 45 seconds), a flashing WAIT is displayed in the MFD mode field. When the WAIT period is over, the system automatically switches to STBY mode. Forced Standby (FSTBY) -- Forced standby is an automatic, nonselectable radar mode. The controller is wired to the weight--on--wheels switch. The RTA is in forced standby mode when the aircraft is on the ground. In the forced standby mode, the transmitter and antenna scan are both inhibited, the memory is erased, and FSTBY is displayed in the MFD mode field. When in FSTBY, mode, push the STAB button 4 times within 3 seconds to restore normal operation. NOTE: When weather radar is displayed on the MFD, forced standby is dropped once the aircraft is airborne. However, if weather radar is displayed only on the PFD (HSI), the pilot must manually override STBY after becoming airborne.

FSTBY mode is a safety feature that inhibits the transmitter on the ground to eliminate the hazardous X--band microwave radiation.

PRIMUS R 880 Weather Radar System A-8

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

WX (Weather) -- Selecting WX places the radar system in the weather detection mode. The system is fully operational, and all internal parameters are set for enroute weather detection. If WX is selected before the initial RTA warm--up period is over (about 45 seconds), a flashing WAIT is displayed. In WAIT mode, the transmitter and antenna scan are inhibited and the memory is erased. When the warm--up period is over, the system automatically switches to WX mode. In preset gain, WX is displayed in the MFD mode field, and the system is calibrated as described in Table A--3. Rainfall Rate 1--4 mm/hr* 4--12 mm/hr 12--50 mm/hr > 50 mm/hr
*Millimeters per hour

Color Green Yellow Red Magenta

Rainfall Rate Color Coding Table A-3


D

RCT (Rain Echo Attenuation Technique) -- In this position, the RCT weather submode is turned on. Selecting RCT forces the system to the preset gain. When RCT is selected, WX/RCT is displayed in the mode field. The RCT circuitry compensates for attenuation of the radar signal as it passes through rainfall. The cyan field indicates areas where further compensation is not possible. Any target detected within the cyan field cannot be calibrated and should be considered dangerous. All targets in the cyan field are displayed as 4th level precipitation, magenta.

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PRIMUS R 880 Weather Radar System A-9

PRIMUS R 1000 Integrated Avionics System with Integral FMS

GMAP -- Selecting the GMAP position places the radar system in the ground mapping mode. The system is fully operational and all internal parameters are set to enhance returns from ground targets. RCT compensation is inactive. CAUTION

WEATHER TYPE TARGETS ARE NOT CALIBRATED WHEN THE RADAR IS IN THE GMAP MODE. BECAUSE OF THIS, THE PILOT SHOULD NOT USE THE GMAP MODE FOR WEATHER DETECTION. As a constant reminder that GMAP is selected, GMAP is displayed and the color scheme is changed to cyan, yellow, and magenta. Cyan represents the least reflective return, yellow is a moderate return, and magenta is a strong return. If GMAP is selected before the initial RTA warm--up period is over (approximately 45 seconds), a flashing WAIT is displayed. In WAIT mode, the transmitter and antenna scan are inhibited and the memory is erased. When the warm--up period is over, the system automatically switches to the GMAP mode.

WARNING
THE SYSTEM PERFORMS ONLY THE FUNCTIONS OF WEATHER DETECTION OR GROUND MAPPING. IT IS NOT INTENDED TO BE USED OR RELIED UPON FOR PROXIMITY WARNING OR ANTI-COLLISION PROTECTION.
D

FP (Flight Plan) -- In the FP position, the weather transmitter is placed in standby and the HSI or MFD map range has been selected up to 1000 NM. There is no radar data displayed in this mode. NOTE: When the radar is in standby and weather is not selected for display, the MFD has its own range control. The HSI does not require range control.

TEST -- The TEST position selects the radar test mode. A special test pattern is displayed to verify system operation, and TEST is displayed in the MFD mode field.

WARNING
THE TRANSMITTER IS ON AND RADIATING X-BAND MICROWAVE ENERGY IN TEST MODE. REFER TO MAXIMUM PERMISSIBLE EXPOSURE LEVEL (MPEL) IN THIS APPENDIX.
PRIMUS R 880 Weather Radar System A- 10 A28- 1146- 137

PRIMUS R 1000 Integrated Avionics System with Integral FMS

GAIN Switch

The GAIN switch is a single turn rotary control and push/pull switch that controls the receiver gain. When the GAIN switch is pushed, the system enters the preset, calibrated gain mode. Calibrated gain is the normal mode and is used for weather avoidance. In calibrated gain, the rotary function of the GAIN control is disabled. When the GAIN switch is pulled, the system enters the variable gain mode. Variable gain is used for additional weather analysis and for ground mapping. In the WX mode, variable gain can increase receiver sensitivity over the calibrated level to show very weak targets, or it can be reduced below the calibrated level to eliminate weak returns.

WARNING
HAZARDOUS TARGETS ARE ELIMINATED FROM THE DISPLAY WITH LOW SETTINGS OF VARIABLE GAIN. In GMAP mode, variable gain is used to reduce the level of strong returns from ground targets. Minimum gain is set with the control at its fully counterclockwise position. Gain increases as the control is rotated in a clockwise direction to the 12 oclock position. At the 12 oclock position, both the gain and sensitivity time control (STC) are at their maximum values. Additional clockwise rotation removes STC. At the full clockwise position, the gain is at maximum and the STC is at minimum. NOTE: STC reduces the receiver gain at the start of the trace, and then increases it as the more distant returns are received. With STC, a uniform display of cell strength is displayed for both near and distant cells.

The variable (VAR) annunciator indicates variable gain. Selecting RCT or TGT forces the system into calibrated gain.

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PRIMUS R 880 Weather Radar System A- 11

PRIMUS R 1000 Integrated Avionics System with Integral FMS

TYPICAL OPERATING PROCEDURES Preliminary Control Settings


Place the MODE control, GAIN control, and TILT control, as shown in Table A--4, before powering up the aircraft electrical system. Control MODE Control GAIN Control TILT Control Setting Off Preset Position +15

Weather Radar System Preliminary Control Settings Table A-4

Precautions
If the radar system is to be operated in any mode other than standby while the aircraft is on the ground, follow the precautions given in Table A--5. Step 1 Precautions Direct nose of aircraft so that antenna scan sector is free of large metallic objects (such as hangars or other aircraft) for a minimum distance of 100 feet, and tilt antenna fully upwards. Do not operate during aircraft refueling or during refueling operations within 100 feet. Do not operate if personnel are standing too close to the 270_ forward sector of aircraft. (Refer to Maximum Permissible Exposure Level (MPEL) in this appendix.) Operating personnel should be familiar with FAA AC 20--68B, referenced in Honeywell Pub. No. 28--1146--102. PRIMUSR 880 Weather Radar System Precautions Table A-5
PRIMUS R 880 Weather Radar System A- 12 A28- 1146- 137

2 3

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Power-up
On power--up, select either the STBY or TEST mode. When power is first applied, the radar is in WAIT mode for 45 seconds to let the magnetron warm up. Power sequences ON--OFF--ON lasting less than the initial 45--second wait result in a 6--second wait period. After warm--up, select TEST mode and verify that the test pattern appears as shown in Figure A--4. Check the function of the TGT control.

AD--24155@

Display Test Pattern, 120_ Scan Figure A-4

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PRIMUS R 880 Weather Radar System A- 13

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Tilt Management
The following figures show the relationship between tilt angle, flight altitude, and selected range. The figures show the distance above and below aircraft altitude that is illuminated by the flat--plate radiator during level flight. Figure A--5 shows a high altitude situation with 0_ tilt.

Radar Beam Illumination High Altitude 12-Inch Radiator Figure A-5 Figure A--6 shows a representative low altitude situation, with antenna adjusted for 2.8_ up--tilt.

Radar Beam Illumination Low Altitude 12-Inch Radiator Figure A-6


PRIMUS R 880 Weather Radar System A- 14 A28- 1146- 137

PRIMUS R 1000 Integrated Avionics System with Integral FMS

MAXIMUM PERMISSIBLE EXPOSURE LEVEL (MPEL)


Heating and radiation effects of weather radar can be hazardous to life. Personnel should remain at a distance greater than R from the radiating antenna in order to be outside the envelope in which radiation exposure levels equal or exceed 10 mW/cm2, the limit recommended in FAA Advisory Circular, AC No. 20--68B, August 8, 1980, Subject: Recommended Radiation Safety Precautions for Ground Operation of Airborne Weather Radar. The radius, R, distance to the MPEL boundary is calculated for the radar system on the basis of radiator diameter, rated peak--power output, and duty cycle. The greater of the distances calculated for either the far--field or near--field is based on the recommendations outlined in AC No. 20--68B. The American National Standards Institute, in their document ANSI C95.1--1982, recommends an exposure level of no more than 5 mW/cm2. Honeywell Inc. recommends that operators follow the 5 mW/cm2 standard. Figure A--7 shows the MPEL for the 12--inch antenna and PRIMUSR 880 Weather Radar System power.

MPEL Boundary Figure A-7

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PRIMUS R 880 Weather Radar System A- 15/(A- 16 blank)

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Lightning Sensor System (LSS)


INTRODUCTION
The LSS is an integral part of the PRIMUSR 870/880 Weather Radar System. This appendix summarizes the LSS, shown in Figure B--1. For a complete description and full operating procedures, refer to Honeywell Pub. No. 28--1146--054.

Appendix B

Weather and Lightning Display Figure B-1 The LSS detects areas of lightning within a 100 NM radius of the aircraft, displaying lightning position and rate of occurrence on the EFIS. The LSS detects visible and high energy electromagnetic and electrostatic discharges.
A28- 1146- 137 Rev 1 Lightning Sensor System (LSS) B-1

PRIMUS R 1000 Integrated Avionics System with Integral FMS

CAUTIONS 1. THE LSS IS A WEATHER AVOIDANCE DEVICE. IT IS NOT A WEATHER PENETRATION DEVICE. 2. WEATHER RADAR IS THE PRIMARY WEATHER AVOIDANCE SYSTEM. THE LIGHTNING SENSOR PROVIDES SUPPLEMENTAL INFORMATION. LSS information can be displayed on both the PFD and MFD. The pilot can display precipitation data from the weather radar and lightning information from the LSS simultaneously or separately. Because the system is a passive device (it does not transmit), it can be operated safely on the ground, even in a congested ramp area. Thus 360 of area weather is available before the pilot starts the engines. The LSS shows areas of electrical activity with discrete lightning symbols. Each lightning symbol represents the center of a circular area with a radius of nine nautical miles. Three different lightning symbols are used to represent three different rates of occurrence within each 18--mile diameter circle. NOTE: The lightning rate symbols represent the lightning rate of occurrence for the last 2 minutes. The symbol location is the average position of the lightning that occurred in the last 2 minutes inside each 18--mile diameter area. Lightning may not be occurring at the center of the symbol.

Because it is easier for the LSS to detect lightning at close distances rather than long distances, the number of lightning strokes required for each rate symbol is adjusted for distance to the storm. The graph in Figure B--2 plots the number of strokes required for each symbol against range. NOTE: Each rate symbol represents the center of an 18--mile diameter area of lightning activity. Figure B--2 shows the area represented by each lightning rate symbol.

Lightning Sensor System (LSS) B-2

A28- 1146- 137 Rev 1

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Strokes for Each Symbol vs. NM Figure B-2

A28- 1146- 137 Rev 1

Lightning Sensor System (LSS) B-3

PRIMUS R 1000 Integrated Avionics System with Integral FMS

The three white lightning rate--of--occurrence symbols are displayed as shown in Figure B--3. Figure B--4 shows the area represented by each symbol.

Rate of Occurance Symbols Figure B-3

Lightning Rate Symbol Figure B-4

Lightning Sensor System (LSS) B-4

A28- 1146- 137 Rev 1

PRIMUS R 1000 Integrated Avionics System with Integral FMS

SYSTEM COMPONENTS
The LSS consists of the following units:
D D D

One receiver/processor, shown in Figure B--5 One teardrop antenna, shown in Figure B--5 One or more compatible display systems: MFD, shown in Figure B--7 PFD (not shown; usually backup to MFD presentation)

WX radar controller with integral lightning sensor control, shown in Figure B--6

AT-850 LIGHTNING SENSOR (TEARDROP) ANTENNA

LP-850 LIGHTNING SENSOR PROCESSOR

LSS Components Figure B-5


A28- 1146- 137 Rev 1 Lightning Sensor System (LSS) B-5

ID--38749

PRIMUS R 1000 Integrated Avionics System with Integral FMS

SYSTEM CONTROLS
The LSS can be operated in the modes shown on the LSS controller switch, shown in Figure B--6.

TRB
PULL VAR WX SBY OFF MIN RCT GMAP FP TST

GCR
SBY OFF LX

TGT
PULL AUTO

SECT + ID--38750

CLR TST

GAIN

MAX

RADAR

SLV

LSS

TILT

Typical Weather Radar Controller With Integral Lightning Sensor Control Figure B-6
D D

OFF -- In this mode, all power is removed from the LSS. SBY (Standby) -- In this mode, no data is displayed. However, the system is receiving and processing lightning strikes that are counted and accumulated. LX (Lightning) -- The LX mode is the normal working mode. Lightning strikes are collected, processed, and displayed. CLR/TST (Clear/Test) -- When CLR/TST is selected, all memory of past strikes and symbols is erased. After 3 seconds the equipment enters the test mode. In the test mode, simulated lightning signals are fed to the antenna and a lightning strike is simulated at a bearing of 45 at 25 NM. This simulated strike progresses in severity to lightning rate 3 within 15 seconds after the test mode is entered. A lightning alert is also displayed along the outermost range ring at a bearing of 45 . If left in the CLR/TST mode, the ALERT and STRIKE reduce in severity and are eventually removed from the display. The lightning rate symbol is removed after approximately 2 minutes. NOTES: 1. The antenna is used during the test; therefore, any real activity that occurs while the test is in operation is also displayed. 2. Some installations see slight symbol motion due to analog true airspeed input.

Lightning Sensor System (LSS) B-6

A28- 1146- 137 Rev 1

PRIMUS R 1000 Integrated Avionics System with Integral FMS

SYSTEM DISPLAY
The LSS detects lightning activity in the region around the aircraft and determines the range and bearing of each lightning discharge. The occurrence of a single lightning strike is of little significance as an indicator of turbulence. However, multiple strikes in a given area indicate potentially dangerous weather. Figure B--7 shows the lightning rate required in an 18--mile diameter area for each rate symbol. All lightning signals that do not have range information are denoted with a magenta lightning alert symbol placed at the correct bearing and the maximum selected range. Lightning alert symbols are removed from the display after 5 seconds. NOTE: For severe thunderstorms the alert symbol is displayed in the direction of the storm all the time, thus indicating a high level of lightning activity.

The numbered callouts in Figure B--7 show the location of the elements of an LSS display that are defined below.

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Lightning Sensor System (LSS) B-7

PRIMUS R 1000 Integrated Avionics System with Integral FMS

Typical Lightning/Weather Display on EHSI Figure B-7 1 2 3 4 5 6 Typical rate 2 lightning symbol. Range rings. Typical rate 1 lightning symbol. 50 -- 1/2 of selected display range. LX -- Lightning sensor operating mode (normal mode shown). Typical magenta lightning alert symbol.

Lightning Sensor System (LSS) B-8

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PRIMUS R 1000 Integrated Avionics System with Integral FMS

MODE ANNUNCIATORS
Table B--1 defines the possible LSS mode annunciators. Annunciation LX/F LXmm Definition Indicates that self--test has detected a fault. This indicates a fault has occurred and it indicates the associated fault code (i.e., mm is a numerical value). Indicates that the system is in the STBY mode. Indicates that the system is in the CLR mode. This occurs for approximately 3 seconds after the CLR/TST mode has been selected. After this time the mode annunciator switches to LX/T. Indicates that the system is in the test mode. Indicates that the receiver is inhibited by the XMIT INH input during transmission by communications transmitters. No lightning can be received in this condition. Indicates that heading input has been deselected by the HDG VALID input. Indicates that the system is in the self--calibration mode. This reverts to the selected mode approximately 10 seconds after power is applied. The number of computed lightning rate symbols exceeds the capability of the display system. Indicates that the system is in the normal operating mode. LSS Mode Annunciation Definitions Table B-1

LX/S LX/CL

LX/T LX/I

LX/H LX/C

LX/L LX

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Lightning Sensor System (LSS) B-9

PRIMUS R 1000 Integrated Avionics System with Integral FMS

PILOT ACTIVATED SELF-TEST


If the pilot wants to verify the operation of the LSS, a special self--test function can be initiated. This test performs a full end--to--end verification of the system by generating a known signal in the antenna and displaying the result on the display. The self--test procedure is described in Table B--2. Step 1 2 3 Procedure Select a 50 NM or greater display range. Select CLR/TST on the LSS controller. Verify that all lightning rate symbols are erased from the display.
NOTE: After 3 to 4 seconds, simulated lightning test pulses are sent to the antenna.

Verify that a rate 3 symbol is displayed at 25 NM, 45 right. This symbol takes approximately 5 to 7 seconds to build up.
NOTES: 1. This time is extended to approximately 15 seconds if TST is selected immediately from OFF, due to LSS processor initialization. 2. The symbols range varies by as much as 5 NM if strong local interference is present.

Verify that a magenta lightning alert symbol is displayed for 3 to 7 seconds at maximum selected range, at 45 right.
NOTE: Some display systems can blank or cut off this area of the display. If this occurs, place the radar in STBY mode and repeat the test. The alert symbol is displayed at maximum range and at the 45 in the 360 format.

To restart the test, switch to LX mode and back to CLR/TST mode. Pilot Activated LSS Self-Test Procedure Table B-2

Lightning Sensor System (LSS) B- 10

A28- 1146- 137 Rev 1

PRIMUSR 1000 Integrated Avionics System with Integral FMS

Index
A
ADC REV switch, 3-27 After over station sensor, 5-4 Air data computer (ADC), reversion, 3-27 Air data display, 5-8 Air data source, 3-39 caution, 3-80 Air data system (ADS), 2-7 Airport symbol, 3-90 Airspeed display, 3-57 1.3 VSTALL bug (JAA), 3-60 airspeed target display, 3-58 AOA failure, 3-60 comparison monitor, 3-60 digital readout, 3-60 low speed awareness, 3-59 Mach display, 3-59 takeoff Vspeed, 3-60 trend vector, 3-58, 3-60 VMO overspeed tape, 3-58 VSPEED bugs, 3-58 Airspeed references, 3-14 Airspeed warning, 3-40 ALT (altitude) button, 4-2 Altimeter display, 3-61 altitude select, 3-62 analog scale, 3-65 BARO minimums bug, 3-65 barometric setting, 3-64 comparison monitor, 3-65 digital readout, 3-64 low altitude awareness, 3-65 metric altitude, 3-64 reference line, 3-65 select bug, 3-64 trend vector, 3-65 Altitude hold mode, 6-36 preselect (ASEL) mode, 6-31 preselect knob, 3-7 TCAS display submodes, 3-104 Angleofattack (AOA), failure, 3-60 AP button, 4-4
A281146137 Rev 2 Sep 2002

AP DISC button, 2-9, 4-5 Approach capture tracking at minimums, 3-75 APR (approach) button, 4-2 APT (airport) button, 3-21 Arc display, HSI, 352 ATT REV switch, 3-27 Attitude caution, 3-80 excessive, 3-78 failure, 3-81 reversion, 3-27 source annunciator, 3-39 sphere, 3-38 Attitude and heading reference system (AHRS), 2-8 Attitude director indicator (ADI), 3-30 aircraft symbol, 3-38 airspeed warning, 3-40 attitude source, 3-39 autopilot status messages, 3-30 CAT2, 3-34 command bars, 3-38 command cue definition, 5-1 comparison monitors, 3-41 diagram, 3-31 digital air data source, 3-39 flight director couple arrow, 3-38 flight director modes, 3-30 FMS altitude target, 3-39 FMS source, 3-40 low bank limit, 3-39 marker beacons, 3-37 pitch scale, 3-35 radio altitude, 3-40 radio altitude minimums, 3-37 roll scale/pointer, 3-38 slipskid indicator, 3-39 symbol generator source, 3-41 TCS mode, 3-30 vertical deviation, 3-36 vertical track alert, 3-40 Autopilot, 2-9, 4-3 AP DISC button, 4-5
Index Index1

PRIMUSR 1000 Integrated Avionics System with Integral FMS

Index (cont)
AP OFF, 4-5 Autopilot (cont) controller, 4-3 disconnect switch, 2-9 heading hold mode, 6-1 modes, pitch hold, 6-25 status messages, 3-30 Cockpit, 1-5 layout, 3-3 photograph, 1-5 Color coding displays, 3-117 ground mapping, 3-53 TCAS traffic symbols, 3-105 VSPEED bugs, 3-58 weather, 3-53 Comparison monitors ADI, 3-41 airspeed, 3-60 altitude, 3-65 typical PFD, 3-76 Controllers, 3-5 autopilot controller, 4-3 conventions, 3-7 display controller, 3-16 MFD bezel controller, 3-6 MFD controller, 3-21 mode selector, 4-1 PFD bezel controller, 3-5 remote instrument controller, 3-20 weather radar controller, A2 COURSE knobs, 3-20 Course deviation, 3-82 failure, 3-82 select/desired track, 3-46, 3-49 reciprocal pointer, 3-48 Customer support centers, 1-8 North America, 1-8 Rest of the world, 1-9

B
Back course mode, 6-21 BANK LIMIT switch, 4-4 BARO set knob, 3-6 Barometric altimeter setting, 3-64 Barometric altitude, STD button, 3-5 BC (back course) button, 4-2 Bearing pointers, 3-46 Below minimums, 3-80 Block diagram, 2-11 BRG knobs, 3-17

C
Category II (CAT2) approach window, 3-34 excessive deviation, 3-35 ILS annunciators, 3-33 Cautions, 3-80 air data source, 3-80 attitude source, 3-80 below minimums, 3-80 symbol generator, 3-80 Cessna support line, 7-1 Checklists, 3-23, 3-99 abnormal, 3-23, 3-100 checklist pages, 3-24 controls, 3-23 EMER button, 3-23, emergency checklist, 3-100 index pages, 3-24 loading, 7-25 NORM button, 3-23 normal checklist, 3-99 troubleshooting, 7-28
Index Index2

D
DAT (data) button, 3-21 Designator controls, 3-22 pilot controlled, 3-90, 3-98 range/bearing, 3-93 Desired track, 3-46, 3-49 DIM control, 3-18 Display controller (DC), 3-16 BRG knobs, 3-17
A281146137 Rev 2 Sep 2002

PRIMUSR 1000 Integrated Avionics System with Integral FMS

Index (cont)
DIM control, 3-18 ET button, 3-17 FMS button, 3-17 GSPD/TTG button, 3-17 HSI button, 3-16 IN/HPA button, 3-17 NAV button, 3-17 PUSH TEST button, 3-18 RA knob, 3-18 reversion, 3-116 SC/CP button, 3-16 TEST button, 3-18 Displays ADI, 3-30 airspeed display, 3-57 altimeter display, 3-61 caution and failure displays, 3-80 checklist, 3-99 EGPWS (optional), 3-107 failures and warnings, 3-112 MFD, 3-84 PFD, 3-28 reversionary modes, 3-116 TCAS (optional), 3-101 weather display, 3-95 Distance display, 3-45 failure, 3-82 Drift bug, HSI, 3-44 EGPWS (optional), 3-107 failures and warnings, 3-112 map view, 3-92 plan view, 3-97 TCAS (optional), 3-101 weather display, 3-95 primary flight display (PFD), 3-28 ADI display, 3-30 airspeed display, 3-57 altimeter display, 3-61 bezel controller, 3-5 caution/failure displays, 3-80 HSI display, 3-43 typical presentations, 3-71 vertical speed display, 3-66 remote instrument controller, 3-20 reversion, 3-116 TCAS (optional), 3-68 EMER button, 3-100 Enhanced ground proximity warning system (EGPWS) (optional), 2-8, 3-70, 3-107 failures, 3-70 popup display, 3-111 terrain elevation, 3-108 TEST mode, 3-110 warning/caution messages, 3-70 ENT (enter) button checklist controls, 3-24 designator controls, 3-22 Equipment list, 1-1 ET button, 3-17 Event codes, 7-6 sample forms, 7-31 Exchange/rental centers, 1-8

E
Elapsed time (ET), 3-48 Electronic flight instrument system (EFIS), 2-4, 3-1 cockpit layout, 3-3 color coding, 3-117 components, 2-4 controllers conventions, 3-7 display controller (DC), 3-16 EGPWS (optional), 3-70 multifunction display (MFD), 3-84 bezel controller, 3-6 checklist, 3-99 controller, 3-21
A281146137 Rev 2 Sep 2002

F
Failures, 3-80 angleofattack (AOA), 3-60 attitude reference, 3-81 course deviation, 3-82 course select, 3-82 distance display, 3-82 DU wraparound, 3-113
Index Index3

PRIMUSR 1000 Integrated Avionics System with Integral FMS

Index (cont)
Failures (cont) EGPWS (optional), 3-70 flight director, 3-82 FMS, 3-113 heading, 3-82, 3-113 IC fan, 3-114 IC overheat warning, 3-114 MADC, 3-81, 3-113 MENU INOP, 3-113 MFD, 3-112 radio altimeter, 3-82 total air temperature, 3-113 vertical deviation, 3-82 weather radar, 3-114 Fan, 3-114 FD transfer switch, 2-9 FLC (flight level change) button, 4-2 Flight director (FD) command bars, 3-38 couple arrow, 3-38 failure, 3-82 mode annunciators, 3-30 transfer switch, 2-9 Flight guidance system (FGS), 2-6 autopilot controller, 4-3 components, 2-6 mode selector, 4-1 remote switches, 4-5 Flight level change (FLC) mode, 6-28 Flight management system (FMS), 2-8 altitude target, 3-39 drift bug, 3-44 failures and warnings, 3-113 flight plan diagrams, 3-90 FMS accuracy/crosstrack, 3-49 HSI compass sync, 3-50 message flag, HSI, 3-45 source on ADI, 3-40 status messages, 3-50 VNAV annunciators, 3-44 VNAV submenu, 3-10 Flight plan data, 3-87 patterns, 3-90
Index Index4

FMS button, 3-17 Form samples, 7-31 event codes, 7-31, 735 flight plan, 7-33 squawk sheet, 7-33

G
GA (goaround) buttons, 2-9, 4-5 Gain programming definitions glideslope, 5-1 localizer, 5-2 true airspeed, 5-3 GAIN switch, A11 Glideslope capture, 5-1 Glossary of terms, 5-1, 7-32 ADI command cue, 5-1 autopilot active, 732 autopilot loose, 732 glideslope capture, 5-1 glideslope gain programming, 5-1 lateral beam sensor (LBS), 5-2 localizer capture, 5-2 localizer gain programming, 5-2 navigation on course (NOC), 5-3 porpoising, 732 pumping, 732 stick bump, 732 stick buzz, 732 true airspeed gain program, 5-3 vertical beam sensor (VBS), 5-3 VOR after over station sensor, 5-4 VOR capture, 5-4 VOR over station sensor, 5-4 Goaround button, 2-9, 4-5 mode, 6-55 typical PFD, 3-71 Ground maintenance test, 7-21 Ground mapping, 3-53, A10 Groundspeed, 3-48, 3-88 GSPD/TTG button, 3-17
A281146137 Rev 2 Sep 2002

PRIMUSR 1000 Integrated Avionics System with Integral FMS

Index (cont)
H
HDG (heading) button, 4-1 HDG REV switch, 3-26 HEADING knob, 3-20 Heading, 3-44 bug, 3-90 display, 3-53 failure, 3-82 hold mode, 6-1 MFD display, 3-86 off scale bug, 3-55 reversion, 3-26 select bug, 3-44 failure, 3-113 mode, 6-3 source, 3-51, 3-93 Honeywell hot line, 7-1 Honeywell product support, 1-7 customer support centers, 1-8 North America, 1-8 Rest of the world, 1-9 exchange/rental centers, 1-8 publication ordering, 1-10 Horizontal situation indicator (HSI), 3-43 arc display, 3-52 antenna tilt, 3-55 heading bug off scale, 3-55 heading display, 3-53 weather radar/modes, 3-53, 356 full compass display, 3-43 accuracy/crosstrack, 3-49 aircraft symbol, 3-48 bearing pointers, 3-46 compass sync, 3-50 course/desired track, 3-46 distance display, 3-45 drift bug, 3-44 elapsed time, 3-48 FMS flag/messages, 3-45, 3-50 groundspeed, 3-48
A281146137 Rev 2 Sep 2002

heading select bug, 3-44 heading source, 3-51 lateral deviation, 3-46 lubber line, 3-44 NAV source, 3-45 reciprocal pointer, 3-48 timetogo, 3-48 TO/FROM indicator, 3-48 VNAV, 3-44 wind vector, 3-49 HSI button, 3-16

I
ID pages, 7-3 IN/HPA button, 3-17 Inclinometer, 3-5 Instrument landing system (ILS) approach mode, 6-48 Category II (CAT2), 3-33 Integrated avionics computer (IAC), 2-1 Integrated avionics system, 1-1 equipment list, 1-1 software list, 1-4 system description, 21 Intruder position, 3-103

J
Joystick checklist controls, 3-25 designator controls, 3-22

L
Lateral beam sensor (LBS), 5-2 Lateral deviation, 3-46, 3-93 Lateral modes, 6-1 back course, 6-21 heading hold, wings level, 6-1 heading select, 6-3
Index Index5

PRIMUSR 1000 Integrated Avionics System with Integral FMS

Index (cont)
Lateral modes (cont) localizer (NAV), 6-15 long range NAV (LRN), 6-11 roll hold, 6-2 VOR approach, 6-14 VOR NAV, 6-4 Lightning sensor system (LSS), 28, B1 introduction, B-1 mode annunciators, B-9 pilot activated selftest, B-10 system components, B-5 system controls, B-6 system display, B-7 LNDG SPEEDS submenu, 3-14 Localizer capture, 5-2 NAV mode, 6-15 Long range NAV (LRN) mode, 6-11 Low altitude awareness, 3-65 Low bank limit, 3-39 Low speed awareness, 3-59 Lubber line, HSI, 3-44 FLC (flight level change) button, 4-2 HDG (heading) button, 4-1 NAV (navigation) button, 4-2 VNAV button, 4-2 VS (vertical speed) button, 4-2 Modes of operation, 6-1 altitude hold mode, 6-36 altitude preselect (ASEL) mode, 6-31 goaround mode, 6-55 ILS approach, 6-48 lateral modes, 6-1 back course, 6-21 heading hold, wings level, 6-1 heading select, 6-3 localizer (NAV), 6-15 long range NAV (LRN), 6-11 roll hold, 6-2 VOR approach, 6-14 VOR NAV, 6-4 overspeed protection, 6-54 vertical modes, 6-25 flight level change, 6-28 pitch hold, 6-25 vertical speed hold, 6-26 VNAV mode, 6-38 VNAV direct, 6-40 VNAV preselect, 6-43 Multifunction display (MFD), 3-6, 3-21, 3-84 bezel controller, 3-6 altitude preselect knob, 3-7 data set knob, 3-7 menu buttons, 3-7 menu functions, 3-6 checklists, 323, 3-99 common symbols, 3-85 airport symbol, 3-90 designator, 3-88, 3-90 flight plan data, 3-87 graphic patterns, 3-90 groundspeed, 3-88 heading bug, 3-90 heading display, 3-86
A281146137 Rev 2 Sep 2002

M
Mach display, 3-59 Maintenance, 7-3 MAP/PLAN button, 3-21 Marker beacons, 3-37 Maximum permissible exposure level (MPEL), A15 MENU INOP, 3-113 Metric altitude display, 3-64 Micro air data computer (MADC), 2-7 failure, 3-81, 3-113 reversion, 3-27 Minimums, 3-80 MINIMUMS knob, 3-6 Mode selector, FGS, 4-1 ALT (altitude) button, 4-2 APR (approach) button, 4-2 BC (back course) button, 4-2
Index Index6

PRIMUSR 1000 Integrated Avionics System with Integral FMS

Index (cont)
navigation aids, 3-90 navigation data, 3-86 pilot designator, 3-88 radar tilt, 3-88 range ring, 3-86 TCAS AUTO mode, 3-90 track line, 3-90 true airspeed, 3-88 variable gain, 3-88 waypoint symbol, 3-86 weather radar modes, 3-88 controller, 3-21 APT (airport) button, 3-21 checklist, 3-23 checklist controls, 3-23 collision advoidance, 3-22 DAT (data) button, 3-21 designator controls, 3-22 DIM control, 3-25 EMER button, 3-23 ENT (enter) button, 3-22, 3-24 joystick, 3-22, 3-25 MAP/PLAN button, 3-21 mode selector switch, 3-25 navigation controls, 3-21 NORM button, 3-23 PAG (page) button, 3-23 RCL (recall) button, 3-22 reversionary functions, 3-26 RNG (range) switch, 3-21 SKP (skip) button, 3-22 TCAS button (optional), 3-22 VOR button, 3-21 weather button, 3-22 controller conventions, 3-7 EGPWS (optional), 3-107 popup display, 3-111 terrain elevation, 3-108 TEST mode, 3-110 failures and warnings, 3-112 DU wraparound, 3-113 FMS, 3-113 heading select failure, 3-113 IC fan, 3-114 IC overheat warning, 3-114
A281146137 Rev 2 Sep 2002

MADC, 3-113 MENU INOP, 3-113 total air temp., 3-113 weather radar, 3-114 inoperative menu, 3-15 main menu, 3-9 airspeed references, 3-14 FMS VNAV submenu, 3-10 LNDG SPEEDS submenu, 3-14 SNGP VNAV submenu, 3-10 T/O SPEEDS submenu, 3-13 VNAV submenu, 3-9 VSPEED submenu, 3-13 map view, 3-92 designator range/bearing, 3-93 heading source, 3-93 lateral deviation, 3-93 range rings, 3-93 typical display, 3-94 menu structure, 3-8 plan view, 3-97 pilot designator, 3-98 selected range, 3-98 true north, 3-98 TCAS (optional), 3-101 2 NM range ring, 3-104 altitude display submodes, 3-104 auto mode, 3-104 diagram, 3-102 intruder vertical sense, 3-103 modes, 3-105 no bearing display, 3-102 off scale symbols, 3-104 range ring boundary, 3-103 traffic symbols, 3-105 typical display, 3-106 weather display, 3-95

N
NAV (navigation) button, 3-17, 4-2
Index Index7

PRIMUSR 1000 Integrated Avionics System with Integral FMS

Index (cont)
Navaids, 3-90 Navigation MFD data, 3-86 source annunciators, 3-45 nav on course (NOC), 5-3 track line, 3-90 No bearing display, 3-102 NORM button, 3-99 FMS altitude target, 3-39 FMS source, 3-40 low bank limit, 3-39 marker beacons, 3-37 pitch scale, 3-35 radio altitude, 3-40 RA minimums, 3-37, 3-40 roll scale/pointer, 3-38 slipskid indicator, 3-39 symbol generator, 3-41 TCS mode, 3-30 vertical deviation, 3-36 vertical track alert, 3-40 airspeed display, 3-57 1.3 VSTALL bug (JAA), 3-60 airspeed target display, 3-58 AOA failure, 3-60 comparison monitor, 3-60 digital display, 3-60 low speed awareness, 3-59 Mach display, 3-59 takeoff VSPEED, 3-60 trend vector, 3-58, 3-60 VMO overspeed tape, 3-58 VSPEED bugs, 3-58 altimeter display, 3-61 altitude select, 3-62 analog scale , 3-65 BARO minimums bug, 3-65 barometric setting, 3-64 comparison monitor, 3-65 digital readout, 3-64 low altitude awareness, 3-65 metric altitude, 3-64 reference line, 3-65 select bug, 3-64 trend vector, 3-65 bezel controller, 3-5 BARO set knob, 3-6 inclinometer, 3-5 menu functions, 3-5 MINIMUMS knob, 3-6 RAD/BARO button, 3-6 STD (standard) button, 3-5 caution (amber) messages, 3-80
A281146137 Rev 2 Sep 2002

O
Operating limits, 5-5 Operational notices, 7-29 Ordering information, publications 1-10 Overheat warning, 3-114 Over station sensor, 5-4 Overspeed protection, 6-54 Overspeed tape, 3-58

P
PAG (page) button, 3-23 Performance limits, 5-5 Pilot designator, 3-88 Pilot writeup, 7-31 Pitch hold mode, 6-25 Pitch scale, 3-35 PITCH wheel, 4-3 Primary flight display (PFD), 3-5 ADI aircraft symbol, 3-38 airspeed warning, 3-40 attitude source, 3-39 attitude sphere, 3-38 autopilot messages, 3-30 CAT2, 3-33 command bars, 3-38 comparison monitors, 3-41 digital air data source, 3-39 flight director couple arrow, 3-38 flight director modes, 3-30
Index Index8

PRIMUSR 1000 Integrated Avionics System with Integral FMS

Index (cont)
controller conventions, 3-7 EGPWS (optional), 3-70 failures, 3-70 warnings/cautions, 3-70 failure (red) messages, 3-81 functional groups, 3-28 ADI display, 3-29 air data displays, 3-29 HSI display, 3-29 mode annunciators, 3-29 HSI display, 3-43 accuracy/crosstrack, 3-49 aircraft symbol, 3-48 arc display, 3-52 bearing pointers, 3-46 compass sync, 3-50 course/desired track, 3-46, 3-49 distance display, 3-45 drift bug, 3-44 elapsed time, 3-48 FMS flag/messages, 3-45, 3-50 full compass display, 3-43 groundspeed, 3-48 heading select bug, 3-44 heading source, 3-51 lateral deviation, 3-46 lubber line, 3-44 NAV source, 3-45 reciprocal pointer, 3-48 timetogo, 3-48 TO/FROM indicator, 3-48 VNAV annunciators, 3-44 wind vector, 3-49 TCAS (optional), 3-68 resolution advisories, 3-68 status messages, 3-69 test mode, 3-83 typical presentations, 3-71 approach capture tracking at minimums, 3-75 climb to initial altitude, 3-72 comparison monitoring, 3-76 enroute cruise, 3-73
A281146137 Rev 2 Sep 2002

excessive attitude, 3-78 setup for approach, 3-74 takeoff using goaround, 3-71 vertical speed display, 3-66 digital display, 3-67 reference line, 3-67 target display/bug, 3-66 vertical speed indicator (VSI), 3-67 PRIMUSR 880 Weather Radar System, 2-7, A1 controller, A2 maximum permissible exposure level (MPEL), A15 operating procedures, A12 powerup, A13 precautions, A12 preliminary settings, A12 tilt management, A14 PRIMUSR 1000 Integrated Avionics System, 1-1 equipment list, 1-1 software list, 1-4 system description, 21 Procedures altitude hold mode, 6-36 ASEL mode operation, 6-35 back course mode, 6-21 checklist loading, 7-25 EC5000 troubleshooting, 7-28 event code retrieval, 7-7 flight level change mode, 6-30 FMS navigation mode, 6-13 ground maintenance test, 7-21 ILS approach mode, 6-48 inflight roll offset adjustment, A5 localizer mode engagement, 6-15 LRN mode engagement, 6-11 maintenance test/ID page access, 7-5 pilot activated LSS selftest, B-10 troubleshooting ECs, 7-13 VAPP mode engage, 6-14 VNAV direct engage, 6-41
Index Index9

PRIMUSR 1000 Integrated Avionics System with Integral FMS

Index (cont)
VNAV mode data entry, 6-38 VNAV preselect engage, 6-43 VOR NAV mode engage, 6-4 Product support, 1-7 customer support centers, 1-8 North America, 1-8 Rest of the world, 1-9 exchange/rental centers, 1-8 publication ordering, 1-10 PUSH DIR button, 3-20 PUSH SYNC button, 3-20 SKP (skip) button, 3-22 Slipskid indicator, 3-39 SLV annunciator, A8 Software list, 1-4 Squawk sheets, 7-31 STAB button, A3 STD (standard) button, 3-5 Support centers, 1-8 Symbol generator (SG) caution, 3-80 source annunciator, 3-41 System description, 2-1 air data system (ADS), 2-7 attitude and heading reference system (AHRS), 2-8 block diagram, 2-11 electronic flight instrument system (EFIS), 2-4 enhanced ground proximity warning system (EGPWS) (optional), 2-8 flight guidance system (FGS), 2-6 flight management system (FMS), 2-8 other switches and controls, 2-9 PRIMUSR 880 Weather Radar System, 2-7 system components, 2-3 traffic alert and collision avoidance system (TCAS) (optional), 2-8 System limits, 5-1 air data display, 5-8 glossary of terms, 51, 7-32 performance/operating limits, 5-5

R
RA knob, 3-18 Radar tilt, 3-88 RAD/BARO button, 3-6 Radio altimeter, failure, 3-82 Radio altitude, 3-40 minimums, 3-37 RCL (recall) button checklist controls, 3-23 designator controls, 3-22 Remote instrument controller, 3-20 Rental support centers, 1-8 Reversion, 2-9, 3-26, 3-116 air data computer (ADC), 3-27 attitude, 3-27 display controller, 3-116 EFIS, 3-26, 3-116 heading, 3-26 select switches, 2-9 RNG (range) switch, 3-21 Roll hold mode, 6-2 Roll scale and pointer, 3-38

T S
SC/CP button, 3-16 SECT button, A7 Singlepoint (SNGP), VNAV submenu, 3-10
Index Index10

T/O SPEEDS submenu, 3-13 Takeoff, typical PFD, 3-71 TCS (touch control steering) mode, 3-30 TCS button, 2-9, 4-5 Technical support, 7-1 Terrain elevation, 3-108
A281146137 Rev 2 Sep 2002

PRIMUSR 1000 Integrated Avionics System with Integral FMS

Index (cont)
Tests display controller TEST button, 3-18 EGPWS, 3-110 ground maintenance, 7-21 PFD test mode, 3-83 TGT button, A6 Threat aircraft, 3-105 TILT knob, A7 Timetogo (TTG), 3-48 TO/FROM indicator, 3-48 Total air temperature (TAT), 3-113 Touch control steering, 2-9 Traffic alert and collision avoidance system (TCAS) (optional), 2-8, 3-68, 3-101 altitude display submodes, 3-104 AUTO mode, 3-90, 3-104 diagram, 3-102 intruder vertical sense, 3-103 modes, 3-105 no bearing display, 3-102 off scale symbols, 3-104 range ring, 3-103 resolution advisories, 3-68 status messages, 3-69 traffic symbols, 3-105 TCAS button, 3-22 typical display, 3-106 TRB button, A2 Trend vector airspeed display, 3-58, 3-60 altimeter display, 3-65 Troubleshooting, 7-1 accessing I.D. pages, 7-3 autopilot disconnect, 7-30 checklist loading, 7-25 digital avionics, 7-1 event codes, 7-6 ground maintenance test, 7-21 maintenance test mode data, 7-3 operational notices, 7-29 pilot writeup, 7-31 technical support, 7-1 Cessna support line, 7-1
A281146137 Rev 2 Sep 2002

Honeywell hot line, 7-1 typical problems, 7-15 combined vertical/lateral mode, 7-20 lateral modes, 7-15 vertical modes, 7-18 yaw damper disconnect, 7-30 True airspeed (TAS), 3-88, 5-3 True north, 3-98 Turbulence detection, 2-7, A2 Typical presentations, 3-71 approach capture tracking at minimums, 3-75 climb to initial altitude, 3-72 comparison monitoring, 3-76 enroute cruise, 3-73 excessive attitude, 3-78 MFD map view, 3-94 MFD plan view, 3-98 MFD with weather data, 3-96 setup for approach, 3-74 takeoff using goaround, 3-71 TCAS, 3-106

V
Variable gain, 3-88 Vertical beam sensor (VBS), 5-3 Vertical deviation, 3-36, 3-82 modes, 6-25 flight level change, 6-28 pitch hold, 6-25 vertical speed hold, 6-26 navigation, 3-9, 6-38 MFD submenu, 3-9 VNAV mode, 6-38 VNAV direct, 6-40 VNAV preselect, 6-43 speed (VS), 3-66 digital display, 3-67 indicator (VSI), 3-67 hold mode, 6-26 reference line, 3-67 target display/bug, 3-66
Index Index11

PRIMUSR 1000 Integrated Avionics System with Integral FMS

Index (cont)
track alert, 3-40 VMO overspeed tape, 3-58 VNAV annunciators, 3-44 VNAV button, 4-2 VOR after over station sensor, 5-4 approach mode, 6-14 button, 3-21 VOR (cont) capture, 5-4 NAV mode, 6-4 NAV on course (NOC), 6-8 capture, 6-6 intercept, 6-4 over station sensor, 5-4 VS (vertical speed) button, 4-2 VSPEED, MFD submenu, 3-13 VSPEED, takeoff set display, 3-60 VSPEED bugs, 3-58 VSTALL bug, 1.3 (JAA), 3-60 MPEL, A15 operating procedures, A12 powerup, A13 precautions, A12 preliminary control settings, A12 range, 3-54 tilt management, A14 warning annunciators, 3-55 Wind vector, HSI, 3-49

Y
Yaw damper, YD OFF, 4-5 YD button, 4-4

W
Waypoint symbols, 3-86 Weather radar controller, A2 GAIN switch, A11 MODE switch, A8 SECT button, A7 SLV annunciator, A8 STAB button, A3 TGT button, A6 TILT knob, A7 TRB button, A2 Weather radar system, 3-53, A1 antenna tilt, 3-55 color code, 3-53 controller, A2 display, 3-95 failures and warnings, 3-114 ground mapping, A10 MFD controller button, 3-22 mode annunciators, 3-56, 3-88

Index Index12

A281146137 Rev 2 Sep 2002