King Air Pl21 W Ifis.pdf

Criptografia: Fred Mesquita

operator's guide Pro Line 21 Avionics System with Optional IFIS For the Raytheon King Air R C

Criptografia: Fred Mesquita

Criptografia: Fred Mesquita

Criptografia: Fred Mesquita

Criptografia: Fred Mesquita

Pro Line 21 Avionics System with Optional IFIS For the Raytheon King Air

operator’s guide

NOTICE INFORMATION SUBJECT TO EXPORT CONTROL LAWS The technical data in this document (or file) is controlled for export under the Export Administration Regulations (EAR), 15 CFR Parts 730-774. Violations of these laws may be subject to fines and penalties under the Export Administration Act.

R C

Criptografia: Fred Mesquita

Criptografia: Fred Mesquita

Criptografia: Fred Mesquita

Criptografia: Fred Mesquita

OPERATOR’S GUIDE

Pro Line 21 Avionics System with Optional IFIS For the Raytheon King Air

operator’s guide

Criptografia: Fred Mesquita

Criptografia: Fred Mesquita

For product orders or inquiries, please contact: Rockwell Collins Customer Response Center 400 Collins Rd NE M/S 133-100 Cedar Rapids, IA 52498-0001 TELEPHONE: 1.888.265.5467 INTERNATIONAL: 1.319.265.5467 FAX NO: 1.319.295.4941 EMAIL: [email protected]

© Copyright 2005 Rockwell Collins, Inc. All rights reserved. Printed in the USA

SOFTWARE COPYRIGHT NOTICE © Copyright 2005 Rockwell Collins, Inc. All rights reserved. All software resident in the equipment covered by this publication is protected by copyright.

Criptografia: Fred Mesquita

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OPERATOR’S GUIDE Table of Contents

TABLE OF CONTENTS Tab Title

Page

1

INTRODUCTION Safety Summary .................................................................... 1-1 Notices ................................................................................... 1-2 List of Acronyms and Abbreviations ...................................... 1-3

2

OVERVIEW — SYSTEM Introduction ............................................................................ 2-1 System Description ................................................................ 2-1 Key Operating Features ..................................................... 2-1 Components ....................................................................... 2-5 Key Troubleshooting Features ......................................... 2-17

3

OVERVIEW — ADS Introduction ............................................................................ System Description ................................................................ Key Operating Features ..................................................... Components ....................................................................... Key Troubleshooting Features ...........................................

3-1 3-1 3-1 3-2 3-4

OVERVIEW — AHS Introduction ............................................................................ System Description ................................................................ Key Operating Features ..................................................... Components ....................................................................... Key Troubleshooting Features ...........................................

4-1 4-1 4-1 4-3 4-5

OVERVIEW — EFIS Introduction ............................................................................ System Description ................................................................ Key Operating Features ..................................................... Components ....................................................................... Key Troubleshooting Features ...........................................

5-1 5-1 5-1 5-3 5-4

OVERVIEW — EIS Introduction ............................................................................ System Description ................................................................ Key Operating Features ..................................................... Components ....................................................................... Key Troubleshooting Features ...........................................

6-1 6-1 6-1 6-3 6-5

4

5

6

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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OPERATOR’S GUIDE Table of Contents

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Tab Title 7

8

9

Page

OVERVIEW — FGS Introduction ............................................................................ System Description ................................................................ Key Operating Features ..................................................... Components ....................................................................... Key Troubleshooting Features ...........................................

7-1 7-1 7-1 7-3 7-8

OVERVIEW — FMS Introduction ............................................................................ System Description ................................................................ Key Operating Features ..................................................... Components ....................................................................... Key Troubleshooting Features ...........................................

8-1 8-1 8-1 8-3 8-7

OVERVIEW — IFIS Introduction ............................................................................ System Description ................................................................ Key Operating Features ..................................................... Components ....................................................................... Key Troubleshooting Features ...........................................

9-1 9-1 9-1 9-3 9-6

10 OVERVIEW — LDS Introduction .......................................................................... System Description .............................................................. Key Operating Features ................................................... Components ..................................................................... Key Troubleshooting Features .........................................

10-1 10-1 10-1 10-3 10-4

11 OVERVIEW — MDS Introduction .......................................................................... System Description .............................................................. Key Operating Features ................................................... Components ..................................................................... Key Troubleshooting Features .........................................

11-1 11-1 11-1 11-3 11-6

12 OVERVIEW — RSS Introduction .......................................................................... System Description .............................................................. Key Operating Features ................................................... Components ..................................................................... Key Troubleshooting Features .........................................

12-1 12-1 12-1 12-3 12-7

Criptografia: Fred Mesquita ii

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OPERATOR’S GUIDE Table of Contents

Tab Title

Page

13 OVERVIEW — TCAS I Introduction .......................................................................... System Description .............................................................. Key Operating Features ................................................... Components ..................................................................... Key Troubleshooting Features .........................................

13-1 13-1 13-1 13-3 13-5

14 OVERVIEW — TCAS II Introduction .......................................................................... System Description .............................................................. Key Operating Features ................................................... Components ..................................................................... Key Troubleshooting Features .........................................

14-1 14-1 14-1 14-3 14-5

15 OVERVIEW — TAWS Introduction .......................................................................... System Description .............................................................. Key Operating Features ................................................... Components ..................................................................... Key Troubleshooting Features .........................................

15-1 15-1 15-1 15-3 15-6

16 OVERVIEW — TWR Introduction .......................................................................... System Description .............................................................. Key Operating Features ................................................... Components ..................................................................... Key Troubleshooting Features .........................................

16-1 16-1 16-1 16-3 16-5

17 AHS OPERATION Introduction .......................................................................... 17-1 Normal Initialization ............................................................. 17-2 Initialization with Motion or Power Interruption .................... 17-4 DG Mode Initialization ......................................................... 17-5 Airborne Initialization ........................................................... 17-7 Heading Flag In View While En Route ................................. 17-8 Heading Flag In View Before Departure ............................ 17-10 Heading Flag In View During Takeoff Roll ......................... 17-11 Heading Errors During Ground Operations ....................... 17-11 Heading Errors Due to Acceleration/Deceleration ............. 17-12 Heading Errors in Turns ..................................................... 17-13 Heading Errors in Turbulence ............................................ 17-14 Stimulation Mode ............................................................... 17-15 AHS Reversion .................................................................. 17-15 Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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OPERATOR’S GUIDE Table of Contents

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Tab Title

Page

18 CDU OPERATION Introduction .......................................................................... 18-1 General CDU Tuning ........................................................... 18-3 COM Radios – Tuning and Control ...................................... 18-5 COM Radios – Direct Tuning ........................................... 18-8 COM Radios – Recall Tuning ........................................... 18-9 COM Radios – Preset Tuning ........................................ 18-10 COM Radios – Squelch Mode Control ........................... 18-11 COM Radios – Self Test Control .................................... 18-11 COM Radios – Messages .............................................. 18-12 COM Radios – Emergency Radio Tuning ...................... 18-12 NAV/DME Radio Tuning and Control ................................. 18-13 NAV/DME Radios – Frequency Selection ...................... 18-16 NAV/DME Radios – DME Hold ...................................... 18-17 NAV/DME Radios – Operation Control .......................... 18-18 NAV/DME Radios – SELECT NAVAID Operation .......... 18-20 NAV/DME Radios – FMS DME Tuning .......................... 18-21 ADF Radio Tuning and Control .......................................... 18-21 ADF Radio – Frequency Tuning ..................................... 18-24 ADF Radio – Operation Control ..................................... 18-26 ATC Transponder Control .................................................. 18-27 ATC Ident Code Selection .............................................. 18-29 ATC Mode and Status Control ....................................... 18-30 HF Radio Tuning and Control ............................................ 18-32 HF Radio – Direct Tuning ............................................... 18-36 HF Radio – Preset Tuning .............................................. 18-37 HF Radio – Operating Mode Control ............................. 18-38 HF Radio – Squelch Control .......................................... 18-38 HF Radio – Power Level Control ................................... 18-39 HF Radio – Self Test Control ......................................... 18-40 HF Radio – Messages ................................................... 18-40 CDU Reversion .................................................................. 18-40 19 FGS OPERATION Flight Director, Select .......................................................... 19-1 Flight Guidance Transfer ..................................................... 19-3 Flight Director SYNC ........................................................... 19-4 Half Bank ............................................................................. 19-6 Autopilot ............................................................................... 19-8 Yaw Damper ...................................................................... 19-10 Rudder Boost (B300 only) ................................................. 19-12 Roll Mode .......................................................................... 19-13 Criptografia: Fred Mesquita iv

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OPERATOR’S GUIDE Table of Contents

Tab Title

Page

Heading Select Mode ........................................................ Navigation Mode ................................................................ Approach Mode (Manual Operation) ................................. Approach Mode (FMS operation) ...................................... Go Around Mode ............................................................... Pitch Mode ......................................................................... Altitude Hold Mode ............................................................ Altitude Preselect Mode ..................................................... Vertical Speed Mode ......................................................... Flight Level Change Mode ................................................. Glideslope Approach Mode ............................................... Overspeed Mode ............................................................... Vertical Navigation .............................................................

19-14 19-15 19-17 19-19 19-20 19-22 19-23 19-25 19-27 19-28 19-30 19-31 19-33

20 PFD/MFD OPERATION Introduction .......................................................................... 20-1 PFD – Select Display Format .............................................. 20-1 PFD – Select Navigation Source ......................................... 20-3 PFD – Select Bearing Source .............................................. 20-6 PFD – Set Vspeeds ............................................................. 20-9 PFD – Set RA/BARO Minimums ....................................... 20-12 PFD – Set PFD References .............................................. 20-15 PFD – Operate Elapsed Timer .......................................... 20-17 PFD – Weather Radar Menu ............................................. 20-18 MFD – Select Display Format ............................................ 20-22 MFD – Select Quick Format .............................................. 20-27 MFD – Select FMS Map Source ........................................ 20-28 MFD – Select Checklist ..................................................... 20-30 MFD – Load Checklist ....................................................... 20-34 PFD/MFD – Select Display Range .................................... 20-36 PFD/MFD – Select Overlays ............................................. 20-38 PFD/MFD – Select TCAS Traffic Overlay .......................... 20-42 ADC Reversion .................................................................. 20-43 AHS Reversion .................................................................. 20-45 PFD Reversion .................................................................. 20-46 MFD Reversion .................................................................. 20-47 Display Dimming ................................................................ 20-48 21 RTU OPERATION Introduction .......................................................................... 21-1 General RTU Tuning ............................................................ 21-1 COM Operation ................................................................... 21-4 Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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OPERATOR’S GUIDE Table of Contents

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Tab Title

Page

NAV Operation ................................................................... ADF Operation ................................................................... HF Operation ..................................................................... ATC Operation ................................................................... TCAS II Operation ............................................................. Cross-side Tuning .............................................................. Reversionary Tuning .......................................................... HSI Display and Back-Up Tuning (optional) ......................

21-10 21-15 21-19 21-27 21-31 21-34 21-35 21-36

22 MENUS AND DISPLAYS Adaptive Flight Display ........................................................ 22-1 Cursor Control Panel ........................................................... 22-3 Control Display Unit ........................................................... 22-11 Display Control Panel ........................................................ 22-18 Flight Guidance Panel ....................................................... 22-22 Remote Switches ............................................................... 22-26 PFD – Flight Guidance System Displays ........................... 22-32 PFD – Airspeed ................................................................. 22-45 PFD – Attitude ................................................................... 22-59 PFD – Altitude ................................................................... 22-63 PFD – Vertical Speed ........................................................ 22-77 PFD – TCAS II RA Fly-To Commands ............................... 22-81 PFD – Preselect NAV Source (FMS Nav-to-Nav) .............. 22-84 PFD – Time/Air Temp/COM/ATC ....................................... 22-87 PFD – References Menu ................................................... 22-90 MFD – Engine Indicating System ..................................... 22-93 MFD – FMS Plan Map ..................................................... 22-110 MFD – GS/TAS/Air Temps ............................................... 22-116 PFD/MFD – Bearing Pointers .......................................... 22-118 PFD/MFD – Heading Displays ......................................... 22-123 PFD/MFD – Course Deviation & To/From ....................... 22-127 PFD/MFD – Navigation Source ....................................... 22-135 PFD/MFD – FMS PPOS Map .......................................... 22-141 PFD/MFD – Weather Radar Overlay ............................... 22-150 PFD/MFD – Lightning Overlay ......................................... 22-164 PFD/MFD – TCAS Traffic Displays .................................. 22-167 PFD/MFD – Terrain Overlay and Alerts ........................... 22-180 PFD/MFD – Composite Display ....................................... 22-186 23 MESSAGES AND ANNUNCIATORS Introduction .......................................................................... 23-1 Visual Annunciations ........................................................... 23-3 Criptografia: Fred Mesquita vi

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

Tab Title

OPERATOR’S GUIDE Table of Contents

Page PFD Warning Flags and Alerts ......................................... 23-3 PFD Caution Flags and Alerts ....................................... 23-16 PFD Advisory Flags and Messages ............................... 23-38 MFD Warning Flags and Alerts ...................................... 23-44 MFD Caution Flags and Alerts ....................................... 23-47 MFD Advisory Flags and Messages .............................. 23-54

A

APPENDIX A TAWS Colors ......................................................................... A-1

B

APPENDIX B RTU HSI Overview ................................................................ Navigation Displays ............................................................... Radio System Displays .......................................................... HSI Flags ...............................................................................

B-1 B-1 B-2 B-3

C

APPENDIX C TCAS II Aurals ...................................................................... C-1

D

APPENDIX D Weather Radar Techniques .................................................. D-1 Path Attenuation Compensation ....................................... D-2 Antenna Stabilization ........................................................ D-2 Sector Scan (TWR only) ................................................... D-3 Receiver Gain ................................................................... D-3 Antenna Tilt ....................................................................... D-4 Autotilt (TWR only) ............................................................ D-9 Target Alert ....................................................................... D-11 Ground Clutter Suppression ........................................... D-12 Weather Recognition and Avoidance .............................. D-12 Terrain Mapping .............................................................. D-13 Weather Radar Operational Considerations ....................... D-15 Detection and Attenuation ............................................... D-15 Range Compensation ..................................................... D-18 Antenna Size ................................................................... D-18 Airplane Radomes .......................................................... D-20 Weather Radar Interpretation ............................................. D-21 Thunderstorms ................................................................ D-21 Tornadoes ....................................................................... D-23 Hail .................................................................................. D-24 Weather Avoidance ......................................................... D-25 INDEX ................................................................................ Index-1 Criptografia: Fred Mesquita

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OPERATOR’S GUIDE

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

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Criptografia: Fred Mesquita viii

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OPERATOR’S GUIDE List of Illustrations

LIST OF ILLUSTRATIONS Figure Title 2-1 3-1 4-1 5-1 6-1 7-1 8-1 9-1 10-1 11-1 12-1 13-1 14-1 15-1 16-1 22-1 22-2 22-3 22-4 22-5 22-6 22-7 22-8 22-9 22-10 22-11 22-12 22-13 22-14 22-15 22-16 22-17 22-18 22-19 22-20 22-21 22-22 22-23

Page

Raytheon King Air Flight Deck Arrangement ........................ 2-3 ADS Block Diagram .............................................................. 3-2 AHS Block Diagram .............................................................. 4-2 EFIS Block Diagram ............................................................. 5-2 EIS Block Diagram ............................................................... 6-2 FGS Block Diagram .............................................................. 7-2 FMS Block Diagram .............................................................. 8-2 IFIS Block Diagram ............................................................... 9-2 LDS Block Diagram ............................................................ 10-2 MDS Block Diagram ........................................................... 11-2 RSS Block Diagram ............................................................ 12-2 TCAS I Block Diagram ........................................................ 13-2 TCAS II Block Diagram ....................................................... 14-2 TAWS Block Diagram ......................................................... 15-2 TWR Block Diagram ........................................................... 16-2 Adaptive Flight Display ....................................................... 22-1 Cursor Control Panel .......................................................... 22-3 Control Display Unit .......................................................... 22-11 Display Control Panel ....................................................... 22-18 Flight Guidance Panel ...................................................... 22-22 Remote Switches .............................................................. 22-26 PFD Flight Guidance System Displays ............................. 22-32 PFD Airspeed Display ...................................................... 22-45 PFD Attitude Display ........................................................ 22-59 PFD Altitude Display ......................................................... 22-63 PFD Vertical Speed Display ............................................. 22-77 PFD TCAS II RA Fly-To Commands ................................. 22-81 PFD Preselect NAV Source Display ................................. 22-84 PFD Time/Air Temp/VHF COM/ATC Displays .................. 22-87 PFD References Menu ..................................................... 22-90 MFD Engine Display ......................................................... 22-93 MFD FMS Plan Map Display .......................................... 22-109 MFD GS/TAS/Air Temp Displays .................................... 22-115 PFD & MFD Bearing Pointers ......................................... 22-117 PFD & MFD Heading Displays ....................................... 22-122 PFD & MFD Course Deviation & To/From ...................... 22-126 PFD & MFD Navigation Source Data Field .................... 22-134 PFD & MFD FMS PPOS Map Display ............................ 22-140 Criptografia: Fred Mesquita

1st Edition 25 Aug 05

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OPERATOR’S GUIDE List of Illustrations

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Figure Title 22-24 22-25 22-26 22-27 22-28 D-1 D-2 D-3 D-4 D-5 D-6 D-7 D-8 D-9 D-10 D-11 D-12 D-13 D-14 D-15 D-16 D-17

Page

PFD & MFD Weather Radar Overlay ............................. 22-149 PFD & MFD Lightning Overlay ....................................... 22-163 PFD & MFD TCAS Traffic Displays ................................ 22-166 PFD & MFD Terrain Overlay ........................................... 22-179 PFD & MFD Composite Display ..................................... 22-185 Distance To Horizon ............................................................ D-5 Line-of-Sight Range ............................................................. D-5 Reflective Parts of a Cell ..................................................... D-6 Down Tilt for Radar Shadows .............................................. D-7 Tilt Control at Middle Altitudes ............................................. D-7 Tilt Control at Higher Altitudes ............................................. D-8 Uptilt at Low Altitudes .......................................................... D-9 Autotilt Antenna Movement With Altitude Changes ........... D-10 Autotilt Antenna Movement With Range Changes ............ D-10 Autotilt and Range Setting in Target Alert Mode ................. D-11 Calm Water ........................................................................ D-14 Choppy Water .................................................................... D-14 Cities .................................................................................. D-15 Weather Radar Color Levels vs. NWS VIP Levels ............ D-17 Antenna Size vs. Beam Width ........................................... D-19 Radar Target, Beam Filling vs. Non-Beam Filling ............. D-20 Thunderstorms .................................................................. D-23

Criptografia: Fred Mesquita x

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

INTRODUCTION Table of Contents

TABLE OF CONTENTS Title

Page

Introduction ....................................................................................... 1-1 Safety Summary ............................................................................... 1-1 Notices ............................................................................................. 1-2 List of Acronyms and Abbreviations ................................................. 1-3

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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INTRODUCTION

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

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Criptografia: Fred Mesquita ii

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

INTRODUCTION Safety Summary

INTRODUCTION This operator’s guide describes the components and operation of the Rockwell Collins Pro Line 21 Avionics System for the Raytheon King Air. The general operational information in this guide must be supplemented with information contained in the Raytheon King Air Flight Manual. An overview of each of the major Rockwell Collins avionics systems that make up the Pro Line 21 Avionics System follows this introduction. Information about the operation of the Adaptive Flight Displays (AFDs) and other systems that require frequent flight control interaction is contained in the appropriate operation sections that follow the overview sections. The Operation sections cover the control panels that the crew uses in operating the on-board systems. The Menus and Displays section covers adaptive flight display displays and controls. The Messages and Annunciators section contains detailed information regarding visual warning, caution, and alert messages that show on the AFDs. To submit comments regarding this manual, please contact: Collins Aviation Services Rockwell Collins, Inc. 400 Collins Rd NE Cedar Rapids, IA 52498-0001 Attn: Technical Operations M/S 153-250 or send email to: [email protected]

SAFETY SUMMARY C

CAUTION Some aircraft operators can have special procedures that are different from those given in this operator’s guide. Refer to the applicable aircraft flight manual for instructions specified for your aircraft.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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INTRODUCTION Notices

C

C

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

CAUTION Be careful if you wear sunglasses with lenses that cause you not to see some colors. These types of lenses can have an unwanted effect on how some colors show on the EFIS displays. You cannot see some items on the display when you wear these types of sunglasses. Also, the color of some items can change. For example, some blue lenses can cause a magenta display item to show as red. If the displays are read incorrectly, possible damage to the equipment could occur. CAUTION Monitor all instruments to identify if an FMS malfunction occurs. The Pro Line 21 Avionics System with IFIS and related components operate as a system and usually give the crew an indication when a malfunction occurs. But the crew must also know that it is not possible to monitor the system for all possible malfunctions. Also, incorrect operation could occur without an indication of a malfunction.

NOTICES NOTE N

The Pro Line 21 Avionics System with IFIS can hold a large database of navigation aids, waypoints, and airport data to help the crew with navigation. But the crew must have and use the applicable charts, terminal procedures, and facility directories necessary for the flight. Applicable federal regulations give instructions about the requirement to have the applicable documents available.

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS INTRODUCTION Raytheon King Air Criptografia: Fred Mesquita List of Acronyms and Abbreviations

NOTE N

Defects that you can see on the display surface of the Adaptive Flight Display (AFD) are permitted. But these defects must not cause a distraction or make the crew read the display incorrectly. Also, defects you cannot see in an operational format from a minimum view distance are permitted. Defective ON or defective OFF rows or columns can make servicing of the AFD necessary. Groups (three or more adjacent elements) of defective ON elements are not permitted. Defective OFF elements are permitted if they do not make the crew read the display incorrectly or cause distraction. The number of defective ON elements that are permitted include no more than: 6 red, 6 green, 10 blue, or 5 sets of two adjacent defects. The number of defective OFF elements that are permitted include no more than: 5 sets of two adjacent defects, 1 set of 3 adjacent defects, or 30 defective OFF elements.

LIST OF ACRONYMS AND ABBREVIATIONS ABS ACC ADC ADF ADI ADS ADV AFD AGL AHC AHS ALT ALTS AME ANT AOA AP APPR ARR ARINC

Absolute Acceleration Air Data Computer Automatic Direction Finder Attitude Director Indicator Air Data System Advance Adaptive Flight Display Above Ground Level Attitude Heading Computer Attitude Heading System Altitude Selected Altitude (Autopilot Flight Director mode) Amplitude Modulation Equivalent Antenna Angle of Attack Autopilot Approach Arrival Aeronautical Radio, Inc. Criptografia: Fred Mesquita

1st Edition 25 Aug 05

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INTRODUCTION Pro Line 21 with Optional IFIS List of Acronyms and Abbreviations Criptografia: Fred Mesquita Raytheon King Air

ATC ATCRBS ATT Autotilt BARO B/C BFO BRG BRT CAS CAT 2 CCP CDU CFIT CLR CMU COM Cont CPAS CPL CPN CRS CSU CW DBU DCP DCU DEL DEP DG DIR DISC DH DME DR DTK E-Charts ECU EDC EFIS

Air Traffic Control Air Traffic Control Radar Beacon System Attitude Automatic Tilt Barometric Back Course Beat Frequency Oscillator Bearing Brightness Calibrated Airspeed Operational Performance Category II Cursor Control Panel Control Display Unit Controlled Flight Into Terrain Clear Communications Management Unit Communication Continued Collins Portable Access Software Couple Collins Part Number Course Configuration Strapping Unit Continuous Wave Data Base Unit Display Control Panel Data Concentration Unit Delete Departure Directional Gyro Director Disconnect Decision Height Distance Measuring Equipment Dead Reckoning Desired Track Electronic Charts (1) External Compensation Unit (2) Electronic Control Unit Engine Data Concentrator Electronic Flight Instrument System

Criptografia: Fred Mesquita 1-4

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS INTRODUCTION Raytheon King Air Criptografia: Fred Mesquita List of Acronyms and Abbreviations

EGPWC EHSI EIS E-Maps EMER ENG ESC ET ETA EXEC EXT FD FDU FF FGC FGP FGS FL FLC FLT FMC FMS FPLN FPM FPTA FREQ FSU FT GA GCS Geo-Pol GND GP GPS GPWS GS GWX HDG HF HH:MM

Enhanced Ground Proximity Warning Computer Electronic Horizontal Situation Indicator Engine Indicating System Enhanced Maps Emergency Engine Escape Elapsed Time Estimated Time of Arrival Execute Extended Flight Director Flux Detector Unit Fuel Flow Flight Guidance Computer Flight Guidance Panel Flight Guidance System Flight Level Flight Level Change Flight Flight Management Computer Flight Management System Flight Plan Feet Per Minute Flight Plan Target Altitude Frequency File Server Unit Feet Go Around Ground Clutter Suppression Geographical & Political Ground Glidepath Global Positioning System Ground Proximity Warning System (1) Glideslope (2) Groundspeed Graphical Weather Heading High Frequency Hours:Minutes

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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INTRODUCTION Pro Line 21 with Optional IFIS List of Acronyms and Abbreviations Criptografia: Fred Mesquita Raytheon King Air

hPa HR HSI IAPS IAS ICAO Ident IDX IFIS IEC ILS IM IN inHg INHB INOP IOC IRS IRU ISA ISS ITT ITU KCID KPH LCD LDS LOC LOM LRN LRU LSB LSC LSK MAG MCDU MCT MDA MDC MDS MEM

Hectopascals Hour Horizontal Situation Indicator Integrated Avionics Processor System Indicated Airspeed International Civil Aviation Organization Identification Index Integrated Flight Information System IAPS Environmental Controller Instrument Landing System Inner Marker Inches Inches of Mercury Inhibit Inoperative Input/Output Concentrator Inertial Reference System Inertial Reference Unit International Standard Atmosphere Impending Stall Speed Interstage Turbine Temperature International Telecommunications Union The Eastern Iowa Airport Kilograms Per Hour Liquid Crystal Display Lightning Detection System Localizer Locator Outer Marker Long Range Navigation Line Replaceable Unit Lower Side-band Low Speed Cue Line Select Key Magnetic Multifunction CDU Maximum Continuous Thrust Minimum Descent Altitude Maintenance Diagnostic Computer Maintenance Diagnostic System Memory

Criptografia: Fred Mesquita 1-6

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS INTRODUCTION Raytheon King Air Criptografia: Fred Mesquita List of Acronyms and Abbreviations

MFD MIN MKR MMO Mode-A Mode-C Mode-S MSL N1 N2 NAV NAVAID NDB NEG NEXRAD NM nmi NWS OSPD OT PAC PFD POS PPH PPOS PREV PROX PSA PSI PSIG PT PTCH PWR RA RAD RAIM RALT RAS

Multifunction Display Minimum (1) Marker (2) Marker Beacon Maximum Mach number ATCRBS aircraft ident and location ATCRBS aircraft ident, location, and altitude ATCRBS aircraft ident, location, altitude, and selective TCAS Mean Sea Level Engine Fan RPM Engine Turbine RPM Navigation Navigational Aid Non Directional Beacon Negative Next Generation Weather Radar Nautical Miles Nautical Miles National Weather Service Overspeed Other Traffic Path Attenuation Compensation Primary Flight Display Position Pounds Per Hour Present Position Previous Proximate Preselect Altitude Pounds Per Square Inch Pounds Per Square Inch Gauge Proximate Traffic Pitch Power Supply Radio Altitude Radio Receiver Autonomous Integrity Monitoring Radio Altimeter Reference Approach Speed

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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INTRODUCTION Pro Line 21 with Optional IFIS List of Acronyms and Abbreviations Criptografia: Fred Mesquita Raytheon King Air

RAT RDR REL REFS RF RMI ROL RPM RSS RTA RTU SAT SEC SQ or Sql SSEC STAB STBY STC STD STIM SVO SYNC TA TAS TAT TAWS TACAN TCAS TDR TERR TFC TGT TRB TRK TTG TTR TURB TWR USB USTB UTC

Ram Air Temperature Radar Relative References Radio Frequency Radio Magnetic Indicator Roll Revolutions Per Minute Radio Sensor System Receiver/Transmitter/Antenna Radio Tuning Unit Static Air Temperature Sector Scan Squelch Static Source Error Correction Antenna Stabilization Standby Sensitivity Time Control Standard Stimulation Servo FD/AP Synchronization Traffic Advisory True Airspeed Total Air Temperature Terrain Awareness and Warning System Tactical Air Navigation Traffic Alert Collision Avoidance System Transponder Terrain Traffic Target Turbulence Track, Track Angle Time to Go TCAS Transceiver Turbulence Turbulence Weather Radar System Upper Side-band Unstabilized Coordinated Universal Time

Criptografia: Fred Mesquita 1-8

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS INTRODUCTION Raytheon King Air Criptografia: Fred Mesquita List of Acronyms and Abbreviations

UV V1 V2 V-Bar VFLC VHF VIP VIR VMC VMO VNAV VNV VOR VPTCH VR VREF VS Vspeed VSI VVS VSR WOW WS WX WX+T WXR XADC XAHS XM XPDR XTLK YD Z1–Z4

Upper Sideband Voice Takeoff decision speed Takeoff safety speed Single Cur Command Bars VNAV Flight Level Change Very High Frequency Video Integrated Processor VOR/ILS Receiver Visual Meteorological Conditions Maximum Airspeed Vertical Navigation Vertical Navigation VHF Omnidirectional Range VNAV Pitch Rotation Speed Landing Reference Speed Vertical Speed Airspeed Reference Vertical Speed Indicator VNAV Vertical Speed Vertical Speed Required Weight On Wheels Windshear Weather Weather Plus Turbulence Weather Radar System Cross-side ADC Cross-side AHS XM Satellite Weather Service Transponder Crosstalk Yaw Damper Weather Radar Reflectivity Level

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

1-9

INTRODUCTION

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

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Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — SYSTEM Table of Contents

OVERVIEW

TABLE OF CONTENTS Title

Page

Introduction ....................................................................................... 2-1 System Description .......................................................................... 2-1 Key Operating Features ................................................................ 2-1 Components ................................................................................. 2-5 Key Troubleshooting Features .................................................... 2-17

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OVERVIEW — SYSTEM

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — SYSTEM Introduction

OVERVIEW — SYSTEM INTRODUCTION This operator’s guide describes the system components, operation, and operating procedures for the Pro Line 21 Avionics System with IFIS as installed in the Raytheon King Air airplane. It is not intended to serve as a training manual. Rather, this is a guide to understanding the system as designed by Rockwell Collins, Inc. This is a universal operator’s guide for the Pro Line 21 with IFIS equipped Raytheon King Air family of airplane. Functions or features unique to a specific type are identified with a reference to the appropriate type designators. NOTE N

The Rockwell Collins avionics units described in this operator’s guide show typical operation and capabilities. The non-Rockwell Collins avionics units may or may not cause typical operation. Refer to appropriate vendor documentation for specific details on the non-Rockwell Collins avionics units.

SYSTEM DESCRIPTION The Pro Line 21 Avionics System for the King Air is an integrated flight instrument, Autopilot, and navigation system. All functions have been combined into a compact, highly reliable system designed for ease of operation and reduced flight deck workload.

KEY OPERATING FEATURES • Large, uncluttered Electronic Flight Instrument System • Control and display integration • Intuitive, easy to interpret menu formats • Reduced number of control panels.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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OVERVIEW — SYSTEM

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OVERVIEW — SYSTEM Criptografia: Fred Mesquita

Figure 2-1 Raytheon King Air Flight Deck Arrangement

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OVERVIEW — SYSTEM

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OVERVIEW — SYSTEM System Description

COMPONENTS Air Data System (ADS)

The Air Data System (ADS) generates processed air data for display on the Adaptive Flight Displays (AFDs) and for use by the Attitude Heading System (AHS), Flight Guidance System (FGS), and Flight Management System (FMS). The ADS is a dual, independent system made up of two Air Data Computers (ADC), two Display Control Panels (DCP), the pilot-side and copilot-side pitot static probes and temperature sensors, and the control and display portion of the EFIS. Data collection and distribution is provided by the IAPS. Inputs to the ADC include total and static air pressure and air temperature inputs from on-side sensors, pre-programmed airplane data on static source error correction (SSEC) and maximum operating airspeed and maximum Mach from the IAPS, alternate air data from the cross-side ADC, reference inputs from the IAPS, and operator input. Operator input is from on-side Display Control Panel (DCP) and reversionary switching. The ADC processes the raw data, then provides digital air data to the AFDs and other airplane subsystems via the IAPS and system bus structure.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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OVERVIEW — SYSTEM System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Attitude Heading System (AHS)

The Attitude Heading System (AHS) generates three-axis attitude and stabilized magnetic heading for display on the AFDs and for use by the Flight Guidance System (FGS), Flight Management System (FMS), and hazard avoidance systems. The AHS is a dual, independent system made up of two Attitude Heading Computers (AHC), two External Compensation Units (ECU), two Flux Detector Units (FDU), and the control and display portion of the EFIS. Inputs to the AHC includes magnetic “north” inputs from the FDU, airplane-specific compensation data from the ECU, alternate attitude and heading data from the cross-side AHC, reference inputs from the IAPS, and operator control inputs. Operator control inputs are from the DCPs and reversionary switching. Data collection and distribution is provided by the IAPS. The AHC uses its own inertial sensors along with other inputs to generate three-axis attitude and stabilized magnetic or free gyro heading, and system mode, status, and fault data for display on the EFIS and for use by other avionics subsystems. An optional non-Rockwell Collins Laseref V Inertial Reference System (IRS) is available as a reversionary attitude source.

Criptografia: Fred Mesquita 2-6

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

Electronic Flight Instrument System (EFIS)

OVERVIEW — SYSTEM System Description

The EFIS is a multicolor, flight instrument display and control system that supplies display and control functions for the EIS, FGS, flight instruments, navigation sensors, MDS, RSS, and hazard avoidance systems. The EFIS is a dual, independent system made up of three AFDs, one CCP, and two DCPs. Inputs include those from airplane sensors, avionics subsystems and operator input. Operator input from the CCP, CDU(s), DCPs, Line Select Keys on the AFDs, remote-mounted installer-supplied controls, reversionary switching, and RTU. Data collection and distribution is provided by the IAPS. In normal operation, the outboard AFD on the pilot-side is configured as a PFD and the inboard AFD is configured as a MFD. The copilot-side AFD is configure as a PFD. The PFD combines all the functions of an airspeed indicator, altitude indicator, attitude indicator, Flight Director, HSI, Mach indicator, radio altimeter indicator and vertical speed indicator. FGS mode messages, system reversion messages, and fail flags also show on the PFD. Navigation and hazard avoidance maps show along the bottom of the PFD. The MFD shows engine instruments along the top of the display. Checklists, MDS data, and navigation and hazard avoidance maps show below EIS information on the MFD. System messages and fail flags show on the MFD.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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OVERVIEW — SYSTEM System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Engine Indicating System (EIS)

The Engine Indicating System (EIS) collects and concentrates engine and other airplane subsystem information for the display on the AFDs and for use by other airplane subsystems. The EIS is a dual, independent system made up of four Data Concentrator Units (DCU) and the display and control portion of the EFIS. Two of the DCUs function as (non-engine) DCUs and two function as engine DCUs (EDCs). Inputs to the EDC include analog and discrete data from the on-side engine and operator input. Inputs to the DCU include analog and discrete data from the on-side engine and other airplane subsystems (i.e., flap position) and operator input. Operator input to the EIS is from the DCPs, Line Select Keys on the AFDs, and reversionary switching. Data collection and distribution is provided by the IAPS. The DCU converts airplane switch data (i.e., flap position) into data words for use by the EFIS and other airplane subsystems. The EDC converts airplane engine data (i.e., ITT) into data words for use by the EFIS and other airplane subsystems.

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

Flight Guidance System (FGS)

OVERVIEW — SYSTEM System Description

The Flight Guidance System (FGS) provides Flight Director, Autopilot, Yaw Damper, automatic pitch trim, and Rudder Boost (B300 only) functions. The FGS is made up of two Flight Guidance Computers (FGC), four servos (SVO), one Flight Guidance Panel (FGP), and the display and control portion of the EFIS. Inputs to the FGCs include heading data from the AHS, airspeed from the ADS, position data from the navigation receivers, the optional TACAN transceiver, and the FMS, servo feedback, and operator input. Operator inputs to the FGCs include input from the CDU, DCPs, FGP, RTU, airplane pitch trim system, reversionary switching, and other remote-mounted installer-supplied controls. Data collection and distribution is provided by the IAPS. The FGCs use the system and operator inputs to generate Flight Director command bars and Flight Director mode/status/limit messages and readouts for display on the PFDs. The FGCs also generate servo-drive commands for the Autopilot, Yaw damper, automatic pitch trim function, and Rudder Boost (B300 only) function.

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OVERVIEW — SYSTEM System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Flight Management System (FMS)

The Flight Management System (FMS) provides lateral and vertical flight plan point-to-point navigation using multiple navigation sensors. The FMS is made up of one or optionally two Flight Management Computers (FMC), one or optionally two Control Display Units (CDU), and the control and display portion of the EFIS. Inputs to the FMS include navigation inputs from the GPS receiver(s), NAV receivers, optional TACAN transceiver, optional non-Rockwell Collins Laseref V Inertial Reference System (IRS) and DME transceiver(s), and operator inputs. Operator input is from the CDU, DCPs, Line Select Keys on the AFDs, reversionary switching, RTU, and other remote-mounted installer-supplied controls. The optional CPAS and a laptop or the optional DBU are used to load the monthly database updates to the FMC. Data collection and distribution is provided by the IAPS. The FMC uses it’s internal navaid database, a user-input flight plan, and present position data from navigation inputs to generate a flight plan-based lateral and vertical point-to-point navigation solution for display on the EFIS and for use by the FGS.

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

Lightning Detection System (LDS)

OVERVIEW — SYSTEM System Description

The optional non-Rockwell Collins L3 Communications Stormscope ® Series II Weather Mapping System detects and maps electrical discharge activity (lightning). The LDS is made up of a LDS processor, a system antenna, and the control and display portion of the EFIS. Inputs to the LDS processor includes heading data from the AHS and operator control inputs. Operator control inputs include inputs from the Line Select Keys on the AFDs, DCPs, reversionary switching, and other remote-mounted Installer-supplied controls. Data collection and distribution is provided by the IAPS. The LDS processor calculates lightning azimuth and range, and generates lightning symbology, operating and fault message for display on the AFDs. The LDS processor also uses built-in test equipment to verify proper operation and to generate fault messages for display on the AFDs.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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OVERVIEW — SYSTEM System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Maintenance and Diagnostic System (MDS)

The Maintenance and Diagnostic System (MDS) monitors avionics units to detect failures, isolates faults to a particular unit, and provides historical fault data. The MDS is made up of the reporting avionics units, the Maintenance Diagnostic Computer (MDC) and the control and display portion of the EFIS. Data collection and distribution is provided by the IAPS. The MDC uses pre-loaded fault isolation logic to identify failed or degraded avionics units. The system generates maintenance and fault data for display on the MFD and for download via the optional Collins Portable Access Software (CPAS) or optional Data Base Unit (DBU). The MDC also provides computation and storage for the optional Checklist function.

Radio Altimeter System (RAD ALT)

The Radio Altimeter System generates direct radio height measurement from 2500 feet to touchdown. The Radio Altimeter System is made up of one Radio Altitude Receiver/Transmitter (R/T) and the display and control portion of the EFIS. Operator inputs to the R/T includes input from the DCPs, Line Select Keys on the AFDs, and reversionary switching. Data collection and distribution is provided by the IAPS. The R/T generates digital radio altitude data for display on the AFDs and for use by the FGS, and TAWS.

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

Radio Sensor System (RSS)

OVERVIEW — SYSTEM System Description

The Radio Sensor System (RSS) provides the radios, controls, and displays used for voice communication (COM), VOR/ILS navigation (NAV), distance measurement, ADF NAV, ATC transponder control, and data link communication. The RSS system is made up of two display/control units and the installed COM, NAV, and ATC transponder suite as well as the display and control portion of the EFIS. Baseline-equipped airplane’s come standard with two VHF COM transceivers, two NAV receivers (one VOR/ILS/MKR/ADF and one VOR/ILS/MKR), one DME transceiver, and two Mode-S Air Traffic Control Transponders (TDR). Optional equipment includes a second ADF receiver (dual VOR/ILS/MKR/ADF), a second DME transceiver, a single HF transceiver, a third datalink capable VHF COM, two Mode-S ATC Transponders (with or without Flight ID), and a TACAN transceiver. Operator input is from the Control Display Unit (CDU), Radio Tuning Unit, reversionary switching, and other remote-mounted installer-supplied controls on the flight deck. A dedicated control head is installed for the TACAN transceiver. Data collection and distribution is provided by the IAPS. The current VHF COM1 and COM2 frequencies, and the active Transponder Mode A code show along the bottom of the PFD.

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OVERVIEW — SYSTEM System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Traffic Alert and Collision Avoidance System I (TCAS I)

The optional non-Rockwell Collins Traffic Alert and Collision Avoidance System I (TCAS I) detects nearby airplane that respond to ATC interrogations. The TCAS I is made up of one TCAS Transmitter Receiver (TRC) and the control and display portion of the EFIS. Inputs to the TRC include barometric altitude data from the ADS, heading data from the AHS, radio altitude data from the RAD ALT, and operator control inputs. Operator control input is from the DCPs, Line Select Keys on the AFDs, reversionary switching, and other remote-mounted installer-supplied controls. Data collection and distribution is provided by the IAPS. The TRC uses antenna and other inputs to generate intruder airplane symbology and system messages for display on the AFDs. The TRC also uses built-in test equipment to verifies proper operation and to generate fault messages for display on the AFDs.

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

Traffic Alert and Collision Avoidance System II (TCAS II)

OVERVIEW — SYSTEM System Description

The optional Traffic Alert and Collision Avoidance System II (TCAS II) detects threat and non-threat airplane that reply to ATC interrogations within the area surrounding the airplane. The TCAS II is made up of a TCAS transceiver (TTR), two Mode S ATC transponders (TDR), and the display and control portion of the EFIS. Inputs to the TCAS II include heading data from the AHS, radio altitude data from the RAD ALT, other aircraft transponder replies from the TDR, and operator control inputs. Operator control inputs are from Line Select Keys on the AFD, CDU, DCPs, RTU, and reversionary switching. Data collection and distribution is provided by the IAPS. The TDR interrogates Mode C and Mode S transponders in nearby airplanes and receives the replies. The TTR uses its own internal processor as well as system and operator inputs generate a TCAS traffic map of the area surrounding the airplane, Resolution Advisory (RA) vertical speed fly to commands, and system mode/status data for display on the EFIS. The TTR coordinates avoidance maneuvers with other TCAS II equipped aircraft using the data link capability of the TDR. The TTR also generates aural alerts and commands that are broadcast over the flight deck audio system.

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OVERVIEW — SYSTEM System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Terrain Awareness and Warning System (TAWS)

The optional non-Rockwell Collins Terrain Awareness and Warning System (TAWS) is effectively two independent systems: Ground Proximity Warning System (GPWS) and Terrain. The GPWS function produces “reactive warnings” or warnings that require action. The Terrain function generates “predictive warnings” based on airplane present position, a projection of the airplane flight path, and an on-board worldwide database of terrain, obstacle, and airport data. The TAWS is made up of a TAWS computer and the control and display portion of the EFIS. Inputs to the TAWS include position data from the GPS and NAV receivers, altitude data from the Radio Altitude Transceiver (ALT), attitude and heading data from the AHS, air data from the ADS, and operator control input. Operator control input is from the DCPs, Line Select Keys on the AFDs, reversionary switching, and other remote-mounted Installer-supplied controls. Data collection and distribution is provided by the IAPS. The TAWS computer generates GPWS alerts, system messages, and terrain symbology for display on the AFDs and for use by other airplane subsystems. The TAWS computer also uses built-in test equipment to verify proper operation and to generate fault messages for display on the AFDs.

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Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

Weather Radar System (WXR)

OVERVIEW — SYSTEM System Description

The Turbulence Weather Radar System (TWR) detects precipitation and precipitation-related turbulence. The Weather Radar System (WXR) detects precipitation (no turbulence detection features). Both the TWR and WXR also provide ground mapping mode of operation. The TWR and WXR system is made up of a receiver/transmitter/antenna (RTA) and the display and control portion of the EFIS. Inputs to the RTA include magnetic heading from the AHS and operator control inputs. Operator control inputs are from the DCPs, Line Select Keys on the AFDs, and reversionary switching. The RTA uses antenna inputs and other inputs to generate precipitation-related weather radar returns, mode messages, and fault messages for display on the AFDs.

KEY TROUBLESHOOTING FEATURES • AHS reversion allows either pilot to select a cross-side source of attitude and heading data. • ADC reversion allows either pilot to select a cross-side source of air data. • Display reversion allows a composite PFD/MFD format to show on the remaining display when one of the pilot-side displays fails.

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OVERVIEW — SYSTEM

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OVERVIEW — ADS Table of Contents

OVERVIEW

TABLE OF CONTENTS Title

Page

Introduction ....................................................................................... 3-1 System Description .......................................................................... Key Operating Features ................................................................ Components ................................................................................. Key Troubleshooting Features ......................................................

3-1 3-1 3-2 3-4

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OVERVIEW — ADS

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OVERVIEW — ADS Introduction

OVERVIEW — ADS INTRODUCTION The Air Data System (ADS) generates processed air data for display on the Adaptive Flight Displays (AFDs) and for use by the Attitude Heading System (AHS), Flight Guidance System (FGS), and Flight Management System (FMS).

SYSTEM DESCRIPTION The ADS is a dual, independent system made up of two Air Data Computers (ADC), two Display Control Panels (DCP), the pilot-side and copilot-side pitot static probes and temperature sensors, and the control and display portion of the EFIS. Data collection and distribution is provided by the IAPS. Inputs to the ADC include total and static air pressure and air temperature inputs from on-side sensors, pre-programmed airplane data on static source error correction (SSEC) and maximum operating airspeed and maximum Mach from the IAPS, alternate air data from the cross-side ADC, reference inputs from the IAPS, and operator input. Operator input is from on-side DCP and reversionary switching. The ADC processes the raw data, then provides digital air data to the AFDs and other airplane subsystems via the IAPS and system bus structure.

KEY OPERATING FEATURES • Processed air data shows on PFDs • Control inputs to each ADC come from the on-side DCP • Dual, independent systems with reversion (cross-connect) capability.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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OVERVIEW — ADS System Description

Figure 3-1

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

ADS Block Diagram

COMPONENTS Air Data Computer (ADC)

The ADC receives pitot/static pneumatic (pressure) and air temperature inputs from the airplane sensors. The ADC processes the raw to generate digital air data. Two ADCs are installed, one for the pilot-side system and one for the copilot-side system.

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — ADS System Description

Adaptive Flight Display (AFD)

The AFDs are color, liquid crystal displays that provide display and control functions for the Flight Guidance System, flight instruments, Engine Indicating System, navigation subsystems, hazard avoidance subsystems, and Maintenance Diagnostics System. Three AFDs are installed, two at the pilot station and one at the copilot station. One of the pilot-side AFDs is configured as a Primary Flight Display (PFD) and the other is configured as a Multifunction Display (MFD). The AFD located on the copilot-side is configured as a PFD. Display reversion allows the pilot-side PFD or MFD to be configured as a combined PFD/MFD in the event of a display failure.

Display Control Panel (DCP)

The DCP provides PFD display control. The DCP is used to select control menus on the PFD and to adjust the display range on the PFD and MFD. The DCP provides dedicated controls for the Air Data System, Engine Indicating System, and Weather Radar System. Two DCPs are installed, one for the pilot-side system and one at the copilot-side system.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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OVERVIEW — ADS System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Integrated Avionics Processor System (IAPS)

The IAPS is a part of the airplane wiring that physically houses some avionics units. The IAPS provides a central data collection and distribution point for the avionics systems. The IAPS receives data inputs from avionics and airplane systems, sorts the data, then transmits only the data of interest to each receiving avionics unit.

Reversionary Switching

Controls located on the flight deck are used to select transfer (reversion) to cross-side systems. Display reversion can be selected in the event of an AFD failure. Display reversion powers-down the failed AFD and shows a composite MFD/PFD format on the operating AFD. Reversion can also be selected for the ADS and AHS. Reversion messages show on the composite MFD/PFD.

KEY TROUBLESHOOTING FEATURES • ADS reversionary switching is used to select the cross-side ADC (and associated sensors) as the on-side air data source in the event of an on-side air data failure. • Continuous self-monitoring activates a system flag when a fault is detected. • Fault data is recorded by the Maintenance Diagnostic System (MDS).

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — AHS Table of Contents

OVERVIEW

TABLE OF CONTENTS Title

Page

Introduction ....................................................................................... 4-1 System Description .......................................................................... Key Operating Features ................................................................ Components ................................................................................. Key Troubleshooting Features ......................................................

4-1 4-1 4-3 4-5

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OVERVIEW — AHS

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OVERVIEW — AHS Introduction

OVERVIEW — AHS INTRODUCTION The Attitude Heading System (AHS) generates three-axis attitude and stabilized magnetic heading for display on the Adaptive Flight Displays (AFDs) and for use by the Flight Guidance System (FGS), Flight Management System (FMS), and hazard avoidance systems.

SYSTEM DESCRIPTION The AHS is a dual, independent system made up of two Attitude Heading Computers (AHC), two External Compensation Units (ECU), two Flux Detector Units (FDU), and the control and display portion of the EFIS. Inputs to the AHC includes magnetic “north” inputs from the FDU, airplane-specific compensation data from the ECU, alternate attitude and heading data from the cross-side AHC, reference inputs from the IAPS, and operator control inputs. Operator inputs are from the DCP and reversionary switching. Data collection and distribution is provided by the IAPS. The AHC uses its own inertial sensors along with other inputs to generate three-axis attitude and stabilized magnetic or free gyro heading, and system mode, status, and fault data for display on the EFIS and for use by other avionics subsystems.

KEY OPERATING FEATURES • Automatic system initialization • Manual selection of Slave (compass) and Directional Gyro (free gyro) mode • Manual controls to slew the compass and free gyro heading • Dual, independent systems with reversion (cross-connect) capability.

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4-1

OVERVIEW — AHS System Description

Figure 4-1

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

AHS Block Diagram

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Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — AHS System Description

COMPONENTS Adaptive Flight Display (AFD)

The AFDs are color, liquid crystal displays that provide display and control functions for the Flight Guidance System, flight instruments, Engine Indicating System, navigation subsystems, hazard avoidance subsystems, and Maintenance Diagnostics System. Three AFDs are installed, two at the pilot station and one at the copilot station. One of the pilot-side AFDs is configured as a Primary Flight Display (PFD) and the other is configured as a Multifunction Display (MFD). The AFD located on the copilot-side is configured as a PFD. Display reversion allows the pilot-side PFD or MFD to be configured as a combined PFD/MFD in the event of a display failure.

Attitude Heading Computer (AHC)

The AHC uses inertial sensors to measure angular rate and linear acceleration about the body of the airplane. The AHC receives true airspeed from the ADC, magnetic flux inputs from the FDU, and airplane-specific alignment and compass correction data from the ECU. The AHC processes this data to calculate three-axis attitude, stabilized magnetic (or free gyro) heading, and linear acceleration outputs. Two AHCs are installed, one for the pilot-side system and one for the copilot-side system.

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OVERVIEW — AHS System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

External Compensation Unit (ECU)

The ECU stores airplane-specific alignment and compass correction data needed to cancel compass errors. This data is obtained during an automated compass swing procedure. Two ECUs are installed, one for the pilot-side system and one for the copilot-side system.

Flux Detector Unit (FDU)

The FDU is a magnetic sensor that detects the horizontal component of the earth’s magnetic field. Two FDUs are installed, one for the pilot-side system and one for the copilot-side system.

Integrated Avionics Processor System (IAPS)

The IAPS is a part of the airplane wiring that physically houses some avionics units. The IAPS provides a central data collection and distribution point for the avionics systems. The IAPS receives data inputs from avionics and airplane systems, sorts the data, then transmits only the data of interest to each receiving avionics unit.

Slave/Directional Gyro Control

The remote-mounted installer-supplied Slave/Directional Gyro control is used to select Slave (compass) or Directional Gyro (free gyro) mode. When Slave mode is selected, the heading that shows on the compass card is slaved to the magnetic heading sensed by the FDU. When Directional Gyro (DG) mode is selected, magnetic heading from the FDU is ignored and the system operates as a free gyro.

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OVERVIEW — AHS System Description

Slew Control

The remote-mounted installer-supplied slew control is used in both Slave and DG modes to slew the heading that shows on the compass card.

Reversionary Switching

Controls located on the flight deck are used to select transfer (reversion) to cross-side systems. Display reversion can be selected in the event of an AFD failure. Display reversion powers-down the failed AFD and shows a composite MFD/PFD format on the operating AFD. Reversion can also be selected for the ADS and AHS. Reversion messages show on the composite MFD/PFD.

KEY TROUBLESHOOTING FEATURES • Fast slave feature used to quickly slave to FDU heading and to clear heading splits or heading flags. • Reversionary switching used to select the cross-side attitude and heading source as the on-side attitude and heading source. • Continuous self-monitoring activates a system flag when a fault is detected. • Fault data is recorded by the Maintenance Diagnostic System (MDS). • An optional non-Rockwell Collins Laseref V Inertial Reference System (IRS) is available as a reversionary attitude source.

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OVERVIEW — AHS

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OVERVIEW — EFIS Table of Contents

OVERVIEW

TABLE OF CONTENTS Title

Page

Introduction ....................................................................................... 5-1 System Description .......................................................................... Key Operating Features ................................................................ Components ................................................................................. Key Troubleshooting Features ......................................................

5-1 5-1 5-3 5-4

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OVERVIEW — EFIS

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — EFIS Introduction

OVERVIEW — EFIS INTRODUCTION The Electronic Flight Instrument System (EFIS) is a multicolor, flight instrument display and control system that supplies display and control functions for the Engine Indicating System (EIS), Flight Guidance System (FGS), flight instruments, navigation sensors, Maintenance and Diagnostics System, Radio Sensor System (RSS), and hazard avoidance systems.

SYSTEM DESCRIPTION The EFIS is a dual, independent system made up of three Adaptive Flight Displays (AFDs), one Cursor Control Panel (CCP), and two Display Control Panels (DCPs). Inputs to the EFIS include those from the airplane sensors, avionics subsystems and operator input. Operator input is from the CCP, CDU(s), DCPs, Line Select Keys on the AFDs, remote-mounted installer-supplied controls, reversionary switching, and RTU. Data collection and distribution is provided by the IAPS. In normal operation, the outboard AFD on the pilot-side is configured as a Primary Flight Display (PFD) and the inboard AFD is configured as a Multifunction Display (MFD). The copilot-side AFD is configure as a PFD. The PFD combines all the functions of an airspeed indicator, altitude indicator, attitude indicator, Flight Director, horizontal situation indicator, Mach indicator, radio altimeter indicator and vertical speed indicator. Flight Guidance System mode messages, system reversion messages, and fail flags also show on the PFD. Navigation and hazard avoidance maps show along the bottom of the PFD. The MFD shows Engine Indicating System (EIS) engine instruments along the top of the display. Checklists, Maintenance and Diagnostics System (MDS) data, and navigation and hazard avoidance maps show below EIS information on the MFD. System messages and fail flags also show on the MFD.

KEY OPERATING FEATURES • Large, uncluttered displays. • Intuitive, easy to interpret menus. • Control and display integration. • The EFIS is a dual-independent system made up of a pilot-side system and a copilot-side system. Criptografia: Fred Mesquita 1st Edition 25 Aug 05

5-1

OVERVIEW — EFIS System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

• Each side is functionally isolated and can perform as an independent, stand-alone system. Figure 5-1

EFIS Block Diagram

Criptografia: Fred Mesquita 5-2

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — EFIS System Description

COMPONENTS Adaptive Flight Display (AFD)

The AFDs are color, liquid crystal displays that provide display and control functions for the Flight Guidance System, flight instruments, Engine Indicating System, navigation subsystems, hazard avoidance subsystems, and Maintenance Diagnostics System. Three AFDs are installed, two at the pilot station and one at the copilot station. One of the pilot-side AFDs is configured as a Primary Flight Display (PFD) and the other is configured as a Multifunction Display (MFD). The AFD located on the copilot-side is configured as a PFD. Display reversion allows the pilot-side PFD or MFD to be configured as a combined PFD/MFD in the event of a display failure.

Cursor Control Panel (CCP)

The CCP provides MFD display control. The CCP is used to control MFD menus and display formats. The CCP provides dedicated controls for the optional Integrated Flight Information System (IFIS) Electronic Charts, Enhanced Maps, and Graphical Weather features. One CCP is installed on the pilot-side station.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

5-3

OVERVIEW — EFIS System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Display Control Panel (DCP)

The DCP provides PFD display control. The DCP is used to select control menus on the PFD and to adjust the display range on the PFD and MFD. The DCP provides dedicated controls for the Air Data System, Engine Indicating System, and Weather Radar System. Two DCPs are installed, one for the pilot-side system and one at the copilot-side system.

Integrated Avionics Processor System (IAPS)

The IAPS is a part of the airplane wiring that physically houses some avionics units. The IAPS provides a central data collection and distribution point for the avionics systems. The IAPS receives data inputs from avionics and airplane systems, sorts the data, then transmits only the data of interest to each receiving avionics unit.

Reversionary Switching

Controls located on the flight deck are used to select transfer (reversion) to cross-side systems. Display reversion can be selected in the event of an AFD failure. Display reversion powers-down the failed AFD and shows a composite MFD/PFD format on the operating AFD. Reversion can also be selected for the ADS and AHS. Reversion messages show on the composite MFD/PFD.

KEY TROUBLESHOOTING FEATURES • Display reversion is used to show a combined PFD/MFD on the remaining flight display after a display failure. • Continuous self-monitoring activates a system flag when a fault is detected.

Criptografia: Fred Mesquita 5-4

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — EFIS System Description

• Fault data is recorded by the Maintenance Diagnostic System (MDS).

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

5-5

OVERVIEW — EFIS

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

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Criptografia: Fred Mesquita 5-6

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — EIS Table of Contents

OVERVIEW

TABLE OF CONTENTS Title

Page

Introduction ....................................................................................... 6-1 System Description .......................................................................... Key Operating Features ................................................................ Components ................................................................................. Key Troubleshooting Features ......................................................

6-1 6-1 6-3 6-5

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OVERVIEW — EIS

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Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — EIS Introduction

OVERVIEW — EIS INTRODUCTION The Engine Indicating System (EIS) collects and concentrates engine and other airplane subsystem information for the display on the Adaptive Flight Displays (AFDs) and for use by other airplane subsystems.

SYSTEM DESCRIPTION The EIS is a dual, independent system made up of four Data Concentrator Units (DCU) and the display and control portion of the EFIS. Two of the DCUs function as (non-engine) DCUs and two function as engine DCUs (EDCs). Inputs to the EDC include analog and discrete data from the on-side engine and operator input. Inputs to the DCU include analog and discrete data from the on-side engine and other airplane subsystems (i.e., flap position) and operator input. Operator input to the EIS is from the DCPs, Line Select Keys on the AFDs, and reversionary switching. Data collection and distribution is provided by the IAPS. The DCU converts airplane switch data (i.e., flap position) into data words for use by the EFIS and other airplane subsystems. The EDC converts airplane engine data (i.e., ITT) into data words for use by the EFIS and other airplane subsystems.

KEY OPERATING FEATURES • Dual-redundant, independent engine data collection systems. • Engine information can show on the MFD or PFD.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

6-1

OVERVIEW — EIS System Description

Figure 6-1

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

EIS Block Diagram

Criptografia: Fred Mesquita 6-2

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — EIS System Description

COMPONENTS Adaptive Flight Display (AFD)

The AFDs are color, liquid crystal displays that provide display and control functions for the Flight Guidance System, flight instruments, Engine Indicating System, navigation subsystems, hazard avoidance subsystems, and Maintenance Diagnostics System. Three AFDs are installed, two at the pilot station and one at the copilot station. One of the pilot-side AFDs is configured as a Primary Flight Display (PFD) and the other is configured as a Multifunction Display (MFD). The AFD located on the copilot-side is configured as a PFD. Display reversion allows the pilot-side PFD or MFD to be configured as a combined PFD/MFD in the event of a display failure.

Display Control Panel (DCP)

The DCP provides PFD display control. The DCP is used to select control menus on the PFD and to adjust the display range on the PFD and MFD. The DCP provides dedicated controls for the Air Data System, Engine Indicating System, and Weather Radar System. Two DCPs are installed, one for the pilot-side system and one at the copilot-side system.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

6-3

OVERVIEW — EIS System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Data Concentrator Unit (DCU)

The DCU converts airplane switch data (i.e., flap position) into data words for use by the AFDs and other airplane subsystems. Two DCUs are installed, one for the pilot-side system and one for the copilot-side system. The pilot-side DCU is the priority source for pilot-side airplane subsystem data and the copilot-side DCU is the priority source for copilot-side airplane subsystem data. Automatic selection between data sources is provided.

Engine Data Concentrator Unit (EDC)

The EDC converts airplane engine data (i.e., ITT) into data words for use by the AFDs and other airplane subsystems. Two DCUs are installed, one for the pilot-side system and one for the copilot-side system. The pilot-side EDC is the priority source for pilot-side engine data and the copilot-side EDC is the priority source for copilot-side engine data. The EDC is also the secondary data source for cross-side engine data. Automatic selection between data sources is provided.

Integrated Avionics Processor System (IAPS)

The IAPS is a part of the airplane wiring that physically houses some avionics units. The IAPS provides a central data collection and distribution point for the avionics systems. The IAPS receives data inputs from avionics and airplane systems, sorts the data, then transmits only the data of interest to each receiving avionics unit.

Criptografia: Fred Mesquita 6-4

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

Reversionary Switching

OVERVIEW — EIS System Description

Controls located on the flight deck are used to select transfer (reversion) to cross-side systems. Display reversion can be selected in the event of an AFD failure. Display reversion powers-down the failed AFD and shows a composite MFD/PFD format on the operating AFD. Reversion can also be selected for the ADS and AHS. Reversion messages show on the composite MFD/PFD.

KEY TROUBLESHOOTING FEATURES • Automatic switching of engine data sources in the event of a loss of data. • Continuous self-monitoring that activates a system flag when a fault is detected. • Fault data is recorded by the Maintenance Diagnostic System (MDS).

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

6-5

OVERVIEW — EIS

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Criptografia: Fred Mesquita 6-6

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — FGS Table of Contents

OVERVIEW

TABLE OF CONTENTS Title

Page

Introduction ....................................................................................... 7-1 System Description .......................................................................... Key Operating Features ................................................................ Components ................................................................................. Key Troubleshooting Features ......................................................

7-1 7-1 7-3 7-8

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OVERVIEW — FGS

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1st Edition 25 Aug 05

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OVERVIEW — FGS Introduction

OVERVIEW — FGS INTRODUCTION The Flight Guidance System (FGS) provides Flight Director, Autopilot, Yaw Damper, automatic pitch trim, and Rudder Boost (B300 only) functions.

SYSTEM DESCRIPTION The FGS is made up of two Flight Guidance Computers (FGC), four servos (SVO), one Flight Guidance Panel (FGP), and the display and control portion of the EFIS. Inputs to the FGCs include heading data from the AHS, airspeed from the ADS, position data from the navigation receivers, the optional TACAN transceiver, and the FMS, servo feedback, and operator input. Operator inputs to the FGCs include input from the CDU, DCP, FGP, RTU, airplane pitch trim system, reversionary switching, and other remote-mounted installer-supplied controls. Data collection and distribution is provided by the IAPS. The FGCs use the system and operator inputs to generate Flight Director command bars and Flight Director mode/status/limit messages and readouts for display on the PFDs. The FGCs also generate servo-drive commands for the Autopilot, Yaw damper, automatic pitch trim function, and Rudder Boost (B300 only) function.

KEY OPERATING FEATURES • When active, Flight Director command bars provide a visual representation of the steering commands on the PFD attitude indicator. • When engaged, Autopilot commands drive the elevator and aileron servos in response to the steering commands. • When active, automatic pitch trim commands drive the elevator servo to off-load elevator control forces. •

When engaged, Yaw Damper commands drive the rudder servo for yaw dampening and to provide turn coordination.

• When engaged, the Rudder Boost function operates in conjunction with Rudder Boost sensors from each engine to drive the rudder servo when asymmetric thrust exceeds limits (B300 only). • Visual alerts and warning messages to indicate operation outside of limits. Criptografia: Fred Mesquita 1st Edition 25 Aug 05

7-1

OVERVIEW — FGS System Description

Figure 7-1

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

FGS Block Diagram

Criptografia: Fred Mesquita 7-2

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — FGS System Description

COMPONENTS Air Data Computer (ADC)

The ADC receives pitot/static pneumatic (pressure) and air temperature inputs from the airplane sensors. The ADC processes the raw to generate digital air data. Two ADCs are installed, one for the pilot-side system and one for the copilot-side system.

Adaptive Flight Display (AFD)

The AFDs are color, liquid crystal displays that provide display and control functions for the Flight Guidance System, flight instruments, Engine Indicating System, navigation subsystems, hazard avoidance subsystems, and Maintenance Diagnostics System. Three AFDs are installed, two at the pilot station and one at the copilot station. One of the pilot-side AFDs is configured as a Primary Flight Display (PFD) and the other is configured as a Multifunction Display (MFD). The AFD located on the copilot-side is configured as a PFD. Display reversion allows the pilot-side PFD or MFD to be configured as a combined PFD/MFD in the event of a display failure.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

7-3

OVERVIEW — FGS System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Attitude Heading Computer (AHC)

The AHC uses inertial sensors to measure angular rate and linear acceleration about the body of the airplane. The AHC receives true airspeed from the ADC, magnetic flux inputs from the FDU, and airplane-specific alignment and compass correction data from the ECU. The AHC processes this data to calculate three-axis attitude, stabilized magnetic (or free gyro) heading, and linear acceleration outputs. Two AHCs are installed, one for the pilot-side system and one for the copilot-side system.

Autopilot/Flight Director Synchronization Switch (AP/FD SYNC)

The AP/FD SYNC switch is used to synchronize the Flight Director lateral and vertical references to the current conditions. One AP/FD SYNC switch is installed on each control wheel.

Autopilot/ Yaw Damper Disconnect Switch (AP/YD DISC)

The AP/YD DISC switch is used to disengage the Autopilot and Yaw Damper servos. This action also disables the automatic pitch trim function. On the B300 only, continuous operation of the AP/YD DISC switch interrupts the Rudder Boost system. One AP/YD DISC switch is installed on each control wheel.

Criptografia: Fred Mesquita 7-4

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — FGS System Description

Control Display Unit (CDU)

The CDU provides centralized control and display functions for the Flight Management System (FMS) and Radio Sensor System (RSS). The CDU also provides control/display pages that are used to select FMS Map symbology, and request IFIS Graphical Weather. One or optionally two CDUs are installed.

Display Control Panel (DCP)

The DCP provides PFD display control. The DCP is used to select control menus on the PFD and to adjust the display range on the PFD and MFD. The DCP provides dedicated controls for the Air Data System, Engine Indicating System, and Weather Radar System. Two DCPs are installed, one for the pilot-side system and one at the copilot-side system.

Flight Guidance Computer (FGC)

The FGC generates lateral and vertical steering commands based on operator-selected FGS mode, NAVAID or FMS flight plan, course, heading, altitude, airspeed, and vertical speed. The FGC generates Flight Director command bars and Flight Director mode/status/limit messages and readouts for display on the PFDs. The FGC also generates servo-drive commands for the Autopilot, Yaw damper, automatic pitch trim function, and Rudder Boost (B300 only) function. Two FGCs are physically located in the IAPS.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

7-5

OVERVIEW — FGS System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Flight Guidance Panel (FGP)

The FGP contains the controls for operation of the FGS. Controls for the Autopilot, Yaw Damper, Flight Director, and lateral and vertical modes are located on the FGP.

Go Around Switch (GA)

The GA switch is used to select the Flight Director lateral and vertical Go Around mode. The GA switch is installed on the left power lever.

GPS Receiver/Processor (GPS)

The GPS receiver/processor receives multiple navigation data messages from a constellation of GPS satellites. The GPS processor uses these inputs to generate precise position, velocity, and time data. Baseline-equipped airplane come standard with one GPS. Those installations with the dual FMS option have a second GPS receiver/processor installed.

Integrated Avionics Processor System (IAPS)

The IAPS is a part of the airplane wiring that physically houses some avionics units. The IAPS provides a central data collection and distribution point for the avionics systems. The IAPS receives data inputs from avionics and airplane systems, sorts the data, then transmits only the data of interest to each receiving avionics unit.

Criptografia: Fred Mesquita 7-6

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — FGS System Description

Navigation Receiver (NAV)

The NAV receiver receives VHF Omnidirectional Range (VOR), Localizer (LOC), Marker Beacon (MKR), and Automatic Direction Finder (ADF) signals. The NAV uses these inputs to generate digital navigation data. Two navigation receivers are installed, one for the pilot-side system and one for the copilot-side system.

Reversionary Switching

Controls located on the flight deck are used to select transfer (reversion) to cross-side systems. Display reversion can be selected in the event of an AFD failure. Display reversion powers-down the failed AFD and shows a composite MFD/PFD format on the operating AFD. Reversion can also be selected for the ADS and AHS. Reversion messages show on the composite MFD/PFD.

Radio Tuning Unit (RTU)

The RTU provides centralized control and display functions for the communications, navigation, and pulse radio suite. Automatic FMS tuning commands can tune the on-side and cross-side NAV (VOR/ILS) receivers through the RTU. One RTU is installed on the copilot-side.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

7-7

OVERVIEW — FGS System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Servos

The elevator servo physically positions the airplane control surfaces in the pitch axis. The aileron servo physically positions the airplane control surfaces in the roll axis. The rudder servo physically positions the airplane control surface in the yaw axis. The pitch trim servo physically positions the pitch trim control surface in the pitch axis. Pitch, roll, yaw, and pitch trim feedback is supplied to the FGCs.

KEY TROUBLESHOOTING FEATURES • The AP/YD DISC Bar is used to disconnect the Autopilot, Yaw Damper, automatic pitch trim function, and Rudder Boost function (B300 only) by removing power from the servos. • Dual-independent pilot-selectable flight guidance channels. • Continuous self-monitoring that activates a system flag when a fault is detected. • Fault data is recorded by the Maintenance Diagnostic System (MDS).

Criptografia: Fred Mesquita 7-8

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — FMS Table of Contents

OVERVIEW

TABLE OF CONTENTS Title

Page

Introduction ....................................................................................... 8-1 System Description .......................................................................... Key Operating Features ................................................................ Components ................................................................................. Key Troubleshooting Features ......................................................

8-1 8-1 8-3 8-7

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OVERVIEW — FMS

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OVERVIEW — FMS Introduction

OVERVIEW — FMS INTRODUCTION The Flight Management System (FMS) provides lateral and vertical flight plan point-to-point navigation using multiple navigation sensors. NOTE N

For more information on the FMS, refer to the FMS-3000 Flight Management System For The Raytheon King Air Operator’s Guide (CPN 523-0790066).

SYSTEM DESCRIPTION The FMS is made up of one or optionally two Flight Management Computers (FMC), one or optionally two Control Display Units (CDU), and the control and display portion of the EFIS. Inputs to the FMS include navigation inputs from the GPS receiver(s), NAV receivers, the optional TACAN transceiver, optional non-Rockwell Collins Laseref V Inertial Reference System (IRS) and DME transceiver(s), and operator inputs. Operator input is from the CDU, DCPs, Line Select Keys on the AFDs, reversionary switching, RTU, and other remote-mounted installer-supplied controls. The optional CPAS and a laptop or the optional DBU are used to load the monthly database updates to the FMC. Data collection and distribution is provided by the IAPS. The FMC uses it’s internal navaid database, a user-input flight plan, and present position data from navigation inputs to generate a flight plan-based lateral and vertical point-to-point navigation solution for display on the EFIS and for use by the FGS.

KEY OPERATING FEATURES • A flight plan route can be selected from a route list, or created with database waypoints or pilot-defined waypoints. • The FMS uses sensor data to determine its present position relative to the flight plan route. • The FMS provides multiple waypoint vertical navigation (VNAV) for each phase of flight. • Optional, dual, independent systems with reversion (cross-connect) capability.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

8-1

OVERVIEW — FMS System Description

Figure 8-1

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

FMS Block Diagram

Criptografia: Fred Mesquita 8-2

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — FMS System Description

COMPONENTS Adaptive Flight Display (AFD)

The AFDs are color, liquid crystal displays that provide display and control functions for the Flight Guidance System, flight instruments, Engine Indicating System, navigation subsystems, hazard avoidance subsystems, and Maintenance Diagnostics System. Three AFDs are installed, two at the pilot station and one at the copilot station. One of the pilot-side AFDs is configured as a Primary Flight Display (PFD) and the other is configured as a Multifunction Display (MFD). The AFD located on the copilot-side is configured as a PFD. Display reversion allows the pilot-side PFD or MFD to be configured as a combined PFD/MFD in the event of a display failure.

Cursor Control Panel (CCP)

The CCP provides MFD display control. The CCP is used to control MFD menus and display formats. The CCP provides dedicated controls for the optional Integrated Flight Information System (IFIS) Electronic Charts, Enhanced Maps, and Graphical Weather features. One CCP is installed on the pilot-side station.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

8-3

OVERVIEW — FMS System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Control Display Unit (CDU)

The CDU provides centralized control and display functions for the Flight Management System (FMS) and Radio Sensor System (RSS). The CDU also provides control/display pages that are used to select FMS Map symbology, and request IFIS Graphical Weather. One or optionally two CDUs are installed.

Collins Portable Access Software (CPAS)

The optional CPAS is installed on a laptop computer and uses an ethernet cable to connect to the FSU. The CPAS and laptop are used to upload FSU databases, load the monthly data base updates to the FMC, upload/download user waypoints and routes from the FMC, upload diagnostic tables and checklist files to the MDC, and download maintenance data from the MDC.

Data Base Unit (DBU)

The optional DBU is a 3.5 inch floppy disk drive that is used to upload FSU databases, load the monthly data base updates to the FMC, upload/download user waypoints and routes from the FMC, upload diagnostic tables and checklist files to the MDC, and download maintenance data from the MDC.

Criptografia: Fred Mesquita 8-4

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — FMS System Description

Display Control Panel (DCP)

The DCP provides PFD display control. The DCP is used to select control menus on the PFD and to adjust the display range on the PFD and MFD. The DCP provides dedicated controls for the Air Data System, Engine Indicating System, and Weather Radar System. Two DCPs are installed, one for the pilot-side system and one at the copilot-side system.

DME Transceiver

The DME provides distance, time-to-station, ground speed, and station identification information from up to three stations (channels) at a time. Channels one and two are normally manually tuned and the data is used for direct display by the crew. Channel three is available to the FMS for tuning. The system can be put into autotune which can allow the FMS to automatically tune channel one and/or two. One or optionally two DME transceivers are installed.

Flight Management Computer (FMC)

The FMC provides flight plan-based lateral and vertical point-to-point navigation using multiple navigation sensors. The FMC generates a point-to-point flight plan map for use by the EFIS and FGS. The FMC provides NAV-to-NAV capture, coupled VNAV and navaid data base storage, as well as control/planning functions. One or optionally two FMCs are installed. The FMC(s) are physically located in the IAPS.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

8-5

OVERVIEW — FMS System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

File Server Unit (FSU)

The FSU provides the processing and storage for all IFIS functions including E-Charts, E-Maps, and both Universal Weather GWX and XM GWX. The FSU communicates with the MFDs directly via a dedicated bi-directional ethernet bus. The FSU also provides a software data load interface with the Collins Portable Access Software (CPAS).

GPS Receiver/Processor (GPS)

The GPS receiver/processor receives multiple navigation data messages from a constellation of GPS satellites. The GPS uses these inputs to generate precise position, velocity, and time data. Baseline-equipped airplane come standard with one GPS. A second GPS is installed when the second FMS option is installed.

Integrated Avionics Processor System (IAPS)

The IAPS is a part of the airplane wiring that physically houses some avionics units. The IAPS provides a central data collection and distribution point for the avionics systems. The IAPS receives data inputs from avionics and airplane systems, sorts the data, then transmits only the data of interest to each receiving avionics unit.

Criptografia: Fred Mesquita 8-6

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — FMS System Description

Navigation Receiver (NAV)

The NAV receiver receives VHF Omnidirectional Range (VOR), Localizer (LOC), Marker Beacon (MKR), and Automatic Direction Finder (ADF) signals. The NAV uses these inputs to generate digital navigation data. Two navigation receivers are installed, one for the pilot-side system and one for the copilot-side system.

Reversionary Switching

Controls located on the flight deck are used to select transfer (reversion) to cross-side systems. Display reversion can be selected in the event of an AFD failure. Display reversion powers-down the failed AFD and shows a composite MFD/PFD format on the operating AFD. Reversion can also be selected for the ADS and AHS. Reversion messages show on the composite MFD/PFD.

Radio Tuning Unit (RTU)

The RTU provides centralized control and display functions for the communications, navigation, and pulse radio suite. Automatic FMS tuning commands can tune the on-side and cross-side NAV (VOR/ILS) receivers through the RTU. One RTU is installed on the copilot-side.

KEY TROUBLESHOOTING FEATURES • Continuous self-monitoring that activates a system flag when a fault is detected. • Fault data is recorded by the Maintenance Diagnostic System (MDS).

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

8-7

OVERVIEW — FMS

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

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Criptografia: Fred Mesquita 8-8

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — IFIS Table of Contents

OVERVIEW

TABLE OF CONTENTS Title

Page

Introduction ....................................................................................... 9-1 System Description .......................................................................... Key Operating Features ................................................................ Components ................................................................................. Key Troubleshooting Features ......................................................

9-1 9-1 9-3 9-6

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OVERVIEW — IFIS

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — IFIS Introduction

OVERVIEW — IFIS INTRODUCTION The optional Integrated Flight Information System (IFIS) is an Multifunction Display (MFD) upgrade that adds Electronic Charts (E-Charts), Graphical Weather (GWX), and Enhanced Map (E-Map) features to the existing EFIS displays. NOTE N

For more information on IFIS, refer to the IFIS-5000 Integrated Flight Information System Operator’s Guide (CPN 523-0806347) and the Rockwell Collins Corporate Datalink System CMU-4000/RIU-40X0 Operator’s Guide (CPN 523-0790499).

SYSTEM DESCRIPTION The IFIS is made up of one File Server Unit (FSU), a Cursor Control Panel (CCP), and the Multifunction Display (MFD). A third VHF Data transceiver (VHF data link) and a Communications Management Unit (CMU) are required when the Universal Weather GWX option is installed. The VHF data link radio and CMU provide air and ground data communications with compatible air-ground networks when the Universal Weather GWX option is installed. The Control Display Unit (CDU) is used to request Universal Weather GWX from the ground-based service provider when the Universal Weather GWX option is installed. An XM Satellite data link receiver is required when the XM GWX option is installed. The XM Satellite data link receiver provides a constant stream of graphical and textual weather data from the XM Satellite Radio weather service to the FSU. Operator inputs are provided via the Cursor Control Panel (CCP) and CDU, line select keys on the AFDs, and reversionary switching. The FSU provides the processing and storage for all IFIS functions. The FSU supplies stored graphical symbology to the MFD via a dedicated bi-directional ethernet bus.

KEY OPERATING FEATURES • E-Charts are available for display on the MFD. • Automated E-chart selection linked with FMS flight plan. • GWX is available for display on the MFD. Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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OVERVIEW — IFIS System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

• E-Maps (Geographical/Political, Airways, Airspace) are available for display on FMS PPOS Map and Plan Map. • System status pages are available for display on the MFD. Figure 9-1

IFIS Block Diagram

Criptografia: Fred Mesquita 9-2

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — IFIS System Description

COMPONENTS Adaptive Flight Display (AFD)

The AFDs are color, liquid crystal displays that provide display and control functions for the Flight Guidance System, flight instruments, Engine Indicating System, navigation subsystems, hazard avoidance subsystems, and Maintenance Diagnostics System. Three AFDs are installed, two at the pilot station and one at the copilot station. One of the pilot-side AFDs is configured as a Primary Flight Display (PFD) and the other is configured as a Multifunction Display (MFD). The AFD located on the copilot-side is configured as a PFD. Display reversion allows the pilot-side PFD or MFD to be configured as a combined PFD/MFD in the event of a display failure.

Cursor Control Panel (CCP)

The CCP provides MFD display control. The CCP is used to control MFD menus and display formats. The CCP provides dedicated controls for the optional Integrated Flight Information System (IFIS) Electronic Charts, Enhanced Maps, and Graphical Weather features. One CCP is installed on the pilot-side station.

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OVERVIEW — IFIS System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Control Display Unit (CDU)

The CDU provides centralized control and display functions for the Flight Management System (FMS) and Radio Sensor System (RSS). The CDU also provides control/display pages that are used to select FMS Map symbology, and request IFIS Graphical Weather. One or optionally two CDUs are installed.

Collins Portable Access Software (CPAS)

The optional CPAS is installed on a laptop computer and uses an Ethernet cable to connect to the FSU. The CPAS and laptop are used to upload FSU databases, load the monthly data base updates to the FMC, upload/download user waypoints and routes from the FMC, upload diagnostic tables and checklist files to the MDC, and download maintenance data from the MDC.

Communication Management Unit (CMU)

The CMU is required for installations that include the Universal Weather Graphical Weather (GWX) option. Universal Weather GWX images are requested from the ground station via control pages on the CDU. The requested images are uplinked through the 3rd VHF COM and supplied to the FSU via the CMU.

Criptografia: Fred Mesquita 9-4

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — IFIS System Description

Display Control Panel (DCP)

The DCP provides PFD display control. The DCP is used to select control menus on the PFD and to adjust the display range on the PFD and MFD. The DCP provides dedicated controls for the Air Data System, Engine Indicating System, and Weather Radar System. Two DCPs are installed, one for the pilot-side system and one for the copilot-side system.

File Server Unit (FSU)

The FSU provides the processing and storage for all IFIS functions including E-Charts, E-Maps, and both Universal Weather GWX and XM GWX. The FSU communicates with the MFDs directly via a dedicated bi-directional ethernet bus. The FSU also provides a software data load interface with the Collins Portable Access Software (CPAS).

Integrated Avionics Processor System (IAPS)

The IAPS is a part of the airplane wiring that physically houses some avionics units. The IAPS provides a central data collection and distribution point for the avionics systems. The IAPS receives data inputs from avionics and airplane systems, sorts the data, then transmits only the data of interest to each receiving avionics unit.

VHF COM3 Data Link Transceiver (Com3 Data Link)

The 3rd VHF Communication (VHF COM3) data transceiver is a multichannel VHF data transceiver that provides 2-way AM data link communications. VHF COM3 is installed when the optional IFIS Universal Weather GWX option is installed.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

9-5

OVERVIEW — IFIS System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

XM Satellite Receiver

The optional XM Satellite data link receiver provides a constant stream of graphical and textual weather data from the XM Satellite Radio weather service to the FSU.

KEY TROUBLESHOOTING FEATURES • Continuous self-monitoring that activates a system flag when a fault is detected. • Fault data is recorded by the Maintenance Diagnostic System (MDS).

Criptografia: Fred Mesquita 9-6

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — LDS Table of Contents

OVERVIEW

TABLE OF CONTENTS Title

Page

Introduction ..................................................................................... 10-1 System Description ........................................................................ Key Operating Features .............................................................. Components ............................................................................... Key Troubleshooting Features ....................................................

10-1 10-1 10-3 10-4

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OVERVIEW — LDS

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OVERVIEW — LDS Introduction

OVERVIEW — LDS INTRODUCTION The optional non-Rockwell Collins L3 Communications Stormscope ® Series II Weather Mapping System detects and maps electrical discharge activity (lightning). NOTE N

The L3 Communications Stormscope ® Series II Weather Mapping System is referred to as the Lightning Detection System (LDS) in this guide. NOTE

N

The flight crew should be aware that the LDS is a non-Collins avionics unit. Since LDS information is not generated by Collins Avionics units, it is subject to change by the vendor without notification to Collins Avionics. The Collins Avionics units described in this operator’s guide show typical operation and capabilities. The non-Collins Avionics units may or may not cause typical operation. Refer to the appropriate vendor documentation for specific details on the non-Collins Avionics units.

SYSTEM DESCRIPTION The optional non-Rockwell Collins L3 Communications Stormscope ® Series II Weather Mapping System detects and maps electrical discharge activity (lightning). The LDS is made up of a LDS processor, a system antenna, and the control and display portion of the EFIS. Inputs to the LDS processor includes heading data from the AHS and operator control inputs. Operator control inputs include inputs from the Line Select Keys on the AFDs, DCPs, reversionary switching, and other remote-mounted Installer-supplied controls. Data collection and distribution is provided by the IAPS. The LDS processor calculates lightning azimuth and range, and generates lightning symbology, operating and fault message for display on the AFDs. The LDS processor also uses built-in test equipment to verify proper operation and to generate fault messages for display on the AFDs.

KEY OPERATING FEATURES • Lightning symbology shows as lightning bolt icons. Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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OVERVIEW — LDS System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

• Lightning symbology shows above TWR data and below TCAS data. • Lightning symbology is color coded to identify different levels of lightning intensity. • Lightning detection available out to 100 nmi. Figure 10-1 LDS Block Diagram

Criptografia: Fred Mesquita 10-2

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — LDS System Description

COMPONENTS Adaptive Flight Display (AFD)

The AFDs are color, liquid crystal displays that provide display and control functions for the Flight Guidance System, flight instruments, Engine Indicating System, navigation subsystems, hazard avoidance subsystems, and Maintenance Diagnostics System. Three AFDs are installed, two at the pilot station and one at the copilot station. One of the pilot-side AFDs is configured as a Primary Flight Display (PFD) and the other is configured as a Multifunction Display (MFD). The AFD located on the copilot-side is configured as a PFD. Display reversion allows the pilot-side PFD or MFD to be configured as a combined PFD/MFD in the event of a display failure.

Attitude Heading Computer (AHC)

The AHC uses inertial sensors to measure angular rate and linear acceleration about the body of the airplane. The AHC receives true airspeed from the ADC, magnetic flux inputs from the FDU, and airplane-specific alignment and compass correction data from the ECU. The AHC processes this data to calculate three-axis attitude, stabilized magnetic (or free gyro) heading, and linear acceleration outputs. Two AHCs are installed, one for the pilot-side system and one for the copilot-side system.

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OVERVIEW — LDS System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Display Control Panel (DCP)

The DCP provides PFD display control. The DCP is used to select control menus on the PFD and to adjust the display range on the PFD and MFD. The DCP provides dedicated controls for the Air Data System, Engine Indicating System, and Weather Radar System. Two DCPs are installed, one for the pilot-side system and one for the copilot-side system.

LDS Processor

The LDS processor maps electrical discharges for display on the AFDs. The LDS processor also uses built-in test equipment to verify proper operation and to generate fault messages for display on the AFDs.

Integrated Avionics Processor System (IAPS)

The IAPS is a part of the airplane wiring that physically houses some avionics units. The IAPS provides a central data collection and distribution point for the avionics systems. The IAPS receives data inputs from avionics and airplane systems, sorts the data, then transmits only the data of interest to each receiving avionics unit.

KEY TROUBLESHOOTING FEATURES • Continuous self-monitoring that activates a system flag when a fault is detected. • Fault data is recorded by the Maintenance Diagnostic System (MDS).

Criptografia: Fred Mesquita 10-4

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — MDS Table of Contents

OVERVIEW

TABLE OF CONTENTS Title

Page

Introduction ..................................................................................... 11-1 System Description ........................................................................ Key Operating Features .............................................................. Components ............................................................................... Key Troubleshooting Features ....................................................

11-1 11-1 11-3 11-6

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OVERVIEW — MDS

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OVERVIEW — MDS Introduction

OVERVIEW — MDS INTRODUCTION The Maintenance and Diagnostic System (MDS) monitors avionics units to detect failures, isolates faults to a particular unit, and provides historical fault data.

SYSTEM DESCRIPTION The MDS is made up of the reporting avionics units, the Maintenance Diagnostic Computer (MDC) and the control and display portion of the EFIS. Data collection and distribution is provided by the IAPS. The MDC uses pre-loaded fault isolation logic to identify failed or degraded avionics units. The system generates maintenance and fault data for display on the MFD and for download via the optional Collins Portable Access Software (CPAS) or optional Data Base Unit (DBU). The MDC also provides computation and storage for the optional Checklist function.

KEY OPERATING FEATURES • Real-time collection and analysis of avionics unit fault conditions for display or download • Detailed fault information available for display on MFD.

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OVERVIEW — MDS System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Figure 11-1 MDS Block Diagram

Criptografia: Fred Mesquita 11-2

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — MDS System Description

COMPONENTS Adaptive Flight Display (AFD)

The AFDs are color, liquid crystal displays that provide display and control functions for the Flight Guidance System, flight instruments, Engine Indicating System, navigation subsystems, hazard avoidance subsystems, and Maintenance Diagnostics System. Three AFDs are installed, two at the pilot station and one at the copilot station. One of the pilot-side AFDs is configured as a Primary Flight Display (PFD) and the other is configured as a Multifunction Display (MFD). The AFD located on the copilot-side is configured as a PFD. Display reversion allows the pilot-side PFD or MFD to be configured as a combined PFD/MFD in the event of a display failure.

Collins Portable Access Software (CPAS)

The optional CPAS is installed on a laptop computer and uses an Ethernet cable to connect to the FSU. The CPAS and laptop are used to upload FSU databases, load the monthly data base updates to the FMC, upload/download user waypoints and routes from the FMC, upload diagnostic tables and checklist files to the MDC, and download maintenance data from the MDC.

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OVERVIEW — MDS System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Data Base Unit (DBU)

The optional DBU is a 3.5 inch floppy disk drive that is used to upload FSU databases, load the monthly data base updates to the FMC, upload/download user waypoints and routes from the FMC, upload diagnostic tables and checklist files to the MDC, and download maintenance and fault data from the MDC.

Cursor Control Panel (CCP)

The CCP provides MFD display control. The CCP is used to control MFD menus and display formats. The CCP provides dedicated controls for the optional Integrated Flight Information System (IFIS) Electronic Charts, Enhanced Maps, and Graphical Weather features. One CCP is installed on the pilot-side station.

Display Control Panel (DCP)

The DCP provides PFD display control. The DCP is used to select control menus on the PFD and to adjust the display range on the PFD and MFD. The DCP provides dedicated controls for the Air Data System, Engine Indicating System, and Weather Radar System. Two DCPs are installed, one for the pilot-side system and one for the copilot-side system.

Criptografia: Fred Mesquita 11-4

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — MDS System Description

File Server Unit (FSU)

The FSU provides the processing and storage for all IFIS functions including E-Charts, E-Maps, and both Universal Weather GWX and XM GWX. The FSU communicates with the MFDs directly via a dedicated bi-directional ethernet bus. The FSU also provides a software data load interface with the Collins Portable Access Software (CPAS).

Integrated Avionics Processor System (IAPS)

The IAPS is a part of the airplane wiring that physically houses some avionics units. The IAPS provides a central data collection and distribution point for the avionics systems. The IAPS receives data inputs from avionics and airplane systems, sorts the data, then transmits only the data of interest to each receiving avionics unit.

Maintenance Diagnostic Computer (MDC)

The MDC monitors all avionics units that are equipped with ARINC 429 bus reporting of fault data to detect failures, isolate faults to a particular unit, and provide historical fault data. This fault data (unit and condition) shows on the MFD for use by maintenance personnel. This fault data can be downloaded through the optional Collins Portable Access Software (CPAS) or optional Data Base Unit (DBU). The MDC also provides computation and storage for the optional Checklist function. The MDC is physically located in the IAPS.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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OVERVIEW — MDS System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

KEY TROUBLESHOOTING FEATURES • Continuous fault monitoring that activates a system flag when a fault is detected • Fault data is recorded by the Maintenance Diagnostic System (MDS).

Criptografia: Fred Mesquita 11-6

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — RSS Table of Contents

OVERVIEW

TABLE OF CONTENTS Title

Page

Introduction ..................................................................................... 12-1 System Description ........................................................................ Key Operating Features .............................................................. Components ............................................................................... Key Troubleshooting Features ....................................................

12-1 12-1 12-3 12-7

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OVERVIEW — RSS

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OVERVIEW — RSS Introduction

OVERVIEW — RSS INTRODUCTION The Radio Sensor System (RSS) provides the radios, controls, and displays used for voice communication, VOR/ILS navigation, distance measurement, ADF navigation, ATC transponder control, and data link communication.

SYSTEM DESCRIPTION The RSS system is made up of two display/control units and the installed communication, navigation, and ATC transponder suite as well as the display and control portion of the EFIS. Baseline-equipped airplane come standard with two VHF communication (VHF COM) transceivers, two navigation receivers (one VOR/ILS/MKR/ADF and one VOR/ILS/MKR), one DME transceiver, and two Mode-S Air Traffic Control Transponders (TDR). Optional equipment includes a second ADF receiver (dual VOR/ILS/MKR/ADF), a second DME transceiver, a single HF transceiver, a third datalink capable VHF COM, two Mode-S ATC Transponders (with or without Flight ID), and a TACAN transceiver. Operator input is from the Control Display Unit (CDU), Radio Tuning Unit (RTU), reversionary switching, and other remote-mounted installer-supplied controls on the flight deck. A dedicated control head is installed for the TACAN transceiver. Data collection and distribution is provided by the IAPS. The current VHF COM1 and COM2 frequencies, and the active Transponder Mode A code show along the bottom of the PFD.

KEY OPERATING FEATURES • Integrated control of COM/NAV/ATC radio suite. • Dual, independent operation of on-side and cross-side systems. • Selectable single point control of both on-side and cross-side radios from either RTU. • The FMS AUTOTUNE feature can tune the NAV and paired DME radios automatically.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

12-1

OVERVIEW — RSS System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Figure 12-1 RSS Block Diagram

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Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — RSS System Description

COMPONENTS ATC Transponder (TDR)

The ATC Transponder provides identification (Mode A), altitude (Mode C), and select (Mode S) reporting for the air traffic control system. The traditional 4096 Mode A codes are available and altitude reporting is selectable. The Mode S data link feature is required for TCAS operation. The TDR may optionally be equipped for Flight ID which includes both Elementary and Enhanced Surveillance. Two ATC Transponders are installed, one for the pilot-side and one for the copilot-side.

Control Display Unit (CDU)

The CDU provides centralized control and display functions for the Flight Management System (FMS) and Radio Sensor System (RSS). The CDU also provides control/display pages that are used to select FMS Map symbology, and request IFIS Graphical Weather. One or optionally two CDUs are installed.

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OVERVIEW — RSS System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

DME Transceiver (DME)

The DME provides distance, time-to-station, ground speed, and station identification information from up to three stations (channels) at a time. Channels one and two are normally manually tuned and the data is used for direct display by the crew. Channel three is available to the FMS for tuning. The system can be put into autotune which can allow the FMS to automatically tune channel one and/or two. One or optionally two DME transceivers are installed.

HF Coupler

The HF antenna coupler quickly matches the power amplifier in the receiver-transmitter to the antenna to maximize the radiated power. The antenna coupler has the ability to learn and store tuning data for 99 preset channels as well as storing the last 50 manually tuned frequencies. One HF coupler is installed.

Criptografia: Fred Mesquita 12-4

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OVERVIEW — RSS System Description

HF COM Transceiver (HF)

The HF transceiver is a remote-mounted, multichannel voice transceiver that provides voice communications in both simplex and half duplex, upper sideband (USB), lower sideband (LSB), amplitude modulation equivalent (AME), continuous wave (CW), and frequency modulation mode. The HF transceiver has the capability to store 99 user-programmed preset channels. In addition, six emergency channel frequencies and all 176 half-duplex ITU maritime radiotelephone channels (public correspondence network) are preprogrammed into nonvolatile memory. One HF COM Transceiver may optionally be installed.

Integrated Avionics Processor System (IAPS)

The IAPS is a part of the airplane wiring that physically houses some avionics units. The IAPS provides a central data collection and distribution point for the avionics systems. The IAPS receives data inputs from avionics and airplane systems, sorts the data, then transmits only the data of interest to each receiving avionics unit.

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OVERVIEW — RSS System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Navigation Receiver (NAV)

The VOR/ILS/MKR/ADF (NAV) receiver receives VHF Omnidirectional Range (VOR), Localizer (LOC), Marker Beacon (MKR), and Automatic Direction Finder (ADF) signals. The NAV uses these inputs to generate digital NAV data. Two navigation receivers are installed, one for the pilot-side system and one for the copilot-side system.

Radio Tuning Unit (RTU)

The RTU provides centralized control and display functions for the communications, navigation, and pulse radio suite. Automatic FMS tuning commands can tune the on-side and cross-side NAV (VOR/ILS) receivers through the RTU. One RTU is installed on the copilot-side.

TACAN Transceiver

The Tactical Air Navigation (TACAN) transceiver uses transmissions from an airborne or surface beacon to generate slant-range distance, relative bearing, velocity, time-to-station, and aural identification data. A dedicated control head is installed for the TACAN transceiver. One TACAN transceiver may optionally be installed.

Criptografia: Fred Mesquita 12-6

1st Edition 25 Aug 05

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VHF COM Transceiver (VHF COM)

OVERVIEW — RSS System Description

The VHF Communication (VHF COM) transceiver is a multichannel VHF voice transceiver that provides AM voice communications. The VHF COM may have a memory-save feature which retains the last selected frequency when primary power is cycled. The VHF COM may also have an emergency COM tuning feature which tunes the transceiver to 121.5 MHz when primary power is cycled. Two VHF transceivers are installed; one for the pilot-side system and one for the copilot-side system. A third data link capable VHF COM is installed when the optional IFIS Universal Weather GWX option is installed.

KEY TROUBLESHOOTING FEATURES • A remote-mounted installer-supplied Tune Reversion switch (CDU/NORM/RTU) is used to power-down the failed controller and enable tuning of the cross-side radios via the on-side controller (reversionary tuning). • A remote-mounted installer-supplied Remote Tune Enable/Disable switch is used to disable FMS remote tuning. When remote tune is set to off, remote tuning commands from the FMS are ignored. • Optionally, the VHF COM radios may be tuned to 121.5 MHz when power is removed from the RTU and CDU. • Optionally, a remote-mounted installer-supplied switch is provided to tune COM1 to 121.5MHz. • Continuous fault monitoring that activates a system flag when a fault is detected. • Fault data is recorded by the Maintenance Diagnostic System (MDS).

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OVERVIEW — RSS

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OVERVIEW — TCAS I Table of Contents

OVERVIEW

TABLE OF CONTENTS Title

Page

Introduction ..................................................................................... 13-1 System Description ........................................................................ Key Operating Features .............................................................. Components ............................................................................... Key Troubleshooting Features ....................................................

13-1 13-1 13-3 13-5

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OVERVIEW — TCAS I

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OVERVIEW — TCAS I Introduction

OVERVIEW — TCAS I INTRODUCTION The optional non-Rockwell Collins Traffic Alert and Collision Avoidance System I (TCAS I) detects nearby aircraft that respond to ATC interrogations. NOTE N

The flight crew should be aware that the TCAS I is a non-Rockwell Collins avionics system. Since LDS information is not generated by Rockwell Collins avionics units, it is subject to change by the vendor without notification to Rockwell Collins. The Rockwell Collins avionics units described in this operator’s guide show typical operation and capabilities. The non-Rockwell Collins avionics units may or may not cause typical operation. Refer to the appropriate vendor documentation for specific details on the function and operation of the LDS.

SYSTEM DESCRIPTION The TCAS I is made up of one TCAS Transmitter Receiver (TRC) and the control and display portion of the EFIS. Inputs to the TRC include barometric altitude data from the ADS, heading data from the AHS, radio altitude data from the RAD ALT, and operator control inputs. Operator control input is from the DCPs, Line Select Keys on the AFDs, reversionary switching, and other remote-mounted installer-supplied controls. Data collection and distribution is provided by the IAPS. The TRC uses antenna and other inputs to generate intruder aircraft symbology and system messages for display on the AFDs. The TRC also uses built-in test equipment to verifies proper operation and to generate fault messages for display on the AFDs.

KEY OPERATING FEATURES • Capable of tracking up to 30 intruder aircraft. • The eight most threatening intruder aircraft are available for display. • Traffic advisories (TA) show to identify intruder aircraft that may pose a collision threat.

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OVERVIEW — TCAS I System Description

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Figure 13-1 TCAS I Block Diagram

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OVERVIEW — TCAS I System Description

COMPONENTS Air Data Computer (ADC)

The ADC receives pitot/static pneumatic (pressure) and air temperature inputs from the airplane sensors. The ADC processes the raw to generate digital air data. Two ADCs are installed, one for the pilot-side system and one for the copilot-side system.

Adaptive Flight Display (AFD)

The AFDs are color, liquid crystal displays that provide display and control functions for the Flight Guidance System, flight instruments, Engine Indicating System, navigation subsystems, hazard avoidance subsystems, and Maintenance Diagnostics System. Three AFDs are installed, two at the pilot station and one at the copilot station. One of the pilot-side AFDs is configured as a Primary Flight Display (PFD) and the other is configured as a Multifunction Display (MFD). The AFD located on the copilot-side is configured as a PFD. Display reversion allows the pilot-side PFD or MFD to be configured as a combined PFD/MFD in the event of a display failure.

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OVERVIEW — TCAS I System Description

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Attitude Heading Computer (AHC)

The AHC uses inertial sensors to measure angular rate and linear acceleration about the body of the airplane. The AHC receives true airspeed from the ADC, magnetic flux inputs from the FDU, and airplane-specific alignment and compass correction data from the ECU. The AHC processes this data to calculate three-axis attitude, stabilized magnetic (or free gyro) heading, and linear acceleration outputs. Two AHCs are installed, one for the pilot-side system and one for the copilot-side system.

Display Control Panel (DCP)

The DCP provides PFD display control. The DCP is used to select control menus on the PFD and to adjust the display range on the PFD and MFD. The DCP provides dedicated controls for the Air Data System, Engine Indicating System, and Weather Radar System. Two DCPs are installed, one for the pilot-side system and one at the copilot-side system.

Radio Altitude Transceiver (ALT)

The Radio Altitude Transceiver (ALT) provides a direct radio height measurement from 2500 feet to touchdown for display on the AFDs and for use by other airplane systems. One ALT is installed.

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OVERVIEW — TCAS I System Description

Reversionary Switching

Controls located on the flight deck are used to select transfer (reversion) to cross-side systems. Display reversion can be selected in the event of an AFD failure. Display reversion powers-down the failed AFD and shows a composite MFD/PFD format on the operating AFD. Reversion can also be selected for the ADS and AHS. Reversion messages show on the composite MFD/PFD.

TCAS I Transmitter Receiver Computer (TRC)

The Transmitter Receiver Computer (TRC) converts inputs from the system antenna and from other airplane systems into an on-screen representation of intruding airplane. The TRC also contains built-in test equipment (BITE) which detects faults and verifies proper operation.

KEY TROUBLESHOOTING FEATURES • Automatic self test function • Pilot-initiated self-test function.

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OVERVIEW — TCAS I

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OVERVIEW — TCAS II Table of Contents

OVERVIEW

TABLE OF CONTENTS Title

Page

Introduction ..................................................................................... 14-1 System Description ........................................................................ Key Operating Features .............................................................. Components ............................................................................... Key Troubleshooting Features ....................................................

14-1 14-1 14-3 14-5

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OVERVIEW — TCAS II

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OVERVIEW — TCAS II Introduction

OVERVIEW — TCAS II INTRODUCTION The Traffic Alert and Collision Avoidance System II (TCAS) detects threat and non-threat aircraft that reply to ATC interrogations within the area surrounding the airplane.

SYSTEM DESCRIPTION The TCAS II is made up of a TCAS transceiver (TTR), two Mode S ATC transponders (TDR), and the display and control portion of the EFIS. Inputs to the TCAS II include heading data from the AHS, radio altitude data from the RAD ALT, other aircraft transponder replies from the TDR, and operator control inputs. Operator control inputs are from Line Select Keys on the AFD, CDU, DCP RTU, and reversionary switching. Data collection and distribution is provided by the IAPS. The TDR interrogates Mode C and Mode S transponders in nearby airplanes and receives the replies. The TTR uses its own internal processor as well as system and operator inputs generate a TCAS traffic map of the area surrounding the airplane, Resolution Advisory (RA) vertical speed fly to commands, and system mode/status data for display on the EFIS. The TTR coordinates avoidance maneuvers with other TCAS II equipped aircraft using the data link capability of the TDR. The TTR also generates aural alerts and commands that are broadcast over the flight deck audio system.

KEY OPERATING FEATURES • Independent selection of TCAS Traffic overlays is available on the PFD and MFD. • TCAS Resolution Advisories show on the PFD the vertical speed scale. • Color coded targets show on the TCAS Traffic display to identify potential and predicted collision threats and no-threat traffic. • Avoidance maneuvers are coordinated with other TCAS II equipped aircraft. • Aural alerts and commands are broadcast over the flight deck audio system. • Control selections and display data is synchronized between the pilot-side and copilot-side.

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OVERVIEW — TCAS II System Description

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Figure 14-1 TCAS II Block Diagram

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OVERVIEW — TCAS II System Description

COMPONENTS Adaptive Flight Display (AFD)

The AFDs are color, liquid crystal displays that provide display and control functions for the Flight Guidance System, flight instruments, Engine Indicating System, navigation subsystems, hazard avoidance subsystems, and Maintenance Diagnostics System. Three AFDs are installed, two at the pilot station and one at the copilot station. One of the pilot-side AFDs is configured as a Primary Flight Display (PFD) and the other is configured as a Multifunction Display (MFD). The AFD located on the copilot-side is configured as a PFD. Display reversion allows the pilot-side PFD or MFD to be configured as a combined PFD/MFD in the event of a display failure.

ATC Transponder (TDR)

The ATC Transponder provides identification (Mode A), altitude (Mode C), and select (Mode S) reporting for the air traffic control system. The traditional 4096 Mode A codes are available and altitude reporting is selectable. The Mode S data link feature is required for TCAS operation. The TDR may optionally be equipped for Flight ID which includes both Elementary and Enhanced Surveillance. Two ATC Transponders are installed, one for the pilot-side and one for the copilot-side.

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OVERVIEW — TCAS II System Description

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Attitude Heading Computer (AHC)

The AHC uses inertial sensors to measure angular rate and linear acceleration about the body of the airplane. The AHC receives true airspeed from the ADC, magnetic flux inputs from the FDU, and airplane-specific alignment and compass correction data from the ECU. The AHC processes this data to calculate three-axis attitude, stabilized magnetic (or free gyro) heading, and linear acceleration outputs. Two AHCs are installed, one for the pilot-side system and one for the copilot-side system.

Control Display Unit (CDU)

The CDU provides centralized control and display functions for the Flight Management System (FMS) and Radio Sensor System (RSS). The CDU also provides control/display pages that are used to select FMS Map symbology, and request IFIS Graphical Weather. One or optionally two CDUs are installed.

Integrated Avionics Processor System (IAPS)

The IAPS is a part of the airplane wiring that physically houses some avionics units. The IAPS provides a central data collection and distribution point for the avionics systems. The IAPS receives data inputs from avionics and airplane systems, sorts the data, then transmits only the data of interest to each receiving avionics unit.

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OVERVIEW — TCAS II System Description

Radio Altitude Transceiver (ALT)

The Radio Altitude Transceiver (ALT) provides a direct radio height measurement from 2500 feet to touchdown for display on the AFDs and for use by other airplane systems. One ALT is installed.

Radio Tuning Unit (RTU)

The RTU provides centralized control and display functions for the communications, navigation, and pulse radio suite. Automatic FMS tuning commands can tune the on-side and cross-side NAV (VOR/ILS) receivers through the RTU. One RTU is installed on the copilot-side.

TCAS Transmitter/Receiver (TTR)

The TCAS TTR is the primary interface component between all onboard and external TCAS equipment. The transceiver contains the transmitter, receiver, computer, and the primary control circuits of the system. The TTR analyzes Mode C and Mode S replies from nearby aircraft to identify potential and predicted collision threats. The TTR coordinates avoidance maneuvers with other TCAS II equipped aircraft using the data link capability of the Mode S ATC transponders. The TTR generates commands for the pilot to climb, descend, or maintain altitude to avoid passing too close to or colliding with threat aircraft.

KEY TROUBLESHOOTING FEATURES • A pilot selectable self-test mode.

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OVERVIEW — TCAS II System Description

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• Continuous self-monitoring that activates a system flag when a fault is detected. • Fault data is recorded by the Maintenance Diagnostic System (MDS).

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OVERVIEW — TAWS Table of Contents

OVERVIEW

TABLE OF CONTENTS Title

Page

Introduction ..................................................................................... 15-1 System Description ........................................................................ Key Operating Features .............................................................. Components ............................................................................... Key Troubleshooting Features ....................................................

15-1 15-1 15-3 15-6

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OVERVIEW — TAWS

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OVERVIEW — TAWS Introduction

OVERVIEW — TAWS INTRODUCTION The optional non-Rockwell Collins Terrain Awareness and Warning System (TAWS) is effectively two independent systems: Ground Proximity Warning System (GPWS) and Terrain. The GPWS function produces “reactive warnings” or warnings that require action. The Terrain function generates predictive warnings based on airplane present position, a projection of the airplane flight path, and an on-board worldwide database of terrain, obstacle, and airport data. NOTE N

The flight crew should be aware that the TAWS is a non-Rockwell Collins avionics unit. Since TAWS information is not generated by Rockwell Collins avionics units, it is subject to change by the vendor without notification to Rockwell Collins. The Rockwell Collins avionics units described in this operator’s guide show typical operation and capabilities. The non-Rockwell Collins avionics units may or may not cause typical operation. Refer to the appropriate vendor documentation for specific details on the function and operation of the TAWS.

SYSTEM DESCRIPTION The TAWS is made up of a TAWS computer and the control and display portion of the EFIS. Inputs to the TAWS include position data from the GPS and NAV receivers, altitude data from the Radio Altitude Transceiver (ALT), attitude and heading data from the AHS, and air data from the ADS, and operator control input. Operator control input is from the DCPs, Line Select Keys on the AFDs, reversionary switching, and other remote-mounted Installer-supplied controls. Data collection and distribution is provided by the IAPS. The TAWS computer generates GPWS alerts, system messages, and terrain symbology for display on the AFDs and for use by other airplane subsystems. The TAWS computer also uses built-in test equipment to verify proper operation and to generate fault messages for display on the AFDs.

KEY OPERATING FEATURES • GPWS reactive warnings

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OVERVIEW — TAWS System Description

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• GPWS altitude related callouts and/or an excessive bank angle callouts • Terrain warnings • Optional automatic (pop-up) selection of Terrain symbology. Figure 15-1 TAWS Block Diagram

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OVERVIEW — TAWS System Description

COMPONENTS Adaptive Flight Display (AFD)

The AFDs are color, liquid crystal displays that provide display and control functions for the Flight Guidance System, flight instruments, Engine Indicating System, navigation subsystems, hazard avoidance subsystems, and Maintenance Diagnostics System. Three AFDs are installed, two at the pilot station and one at the copilot station. One of the pilot-side AFDs is configured as a Primary Flight Display (PFD) and the other is configured as a Multifunction Display (MFD). The AFD located on the copilot-side is configured as a PFD. Display reversion allows the pilot-side PFD or MFD to be configured as a combined PFD/MFD in the event of a display failure.

Air Data Computer (ADC)

The ADC receives pitot/static pneumatic (pressure) and air temperature inputs from the airplane sensors. The ADC processes the raw to generate digital air data. Two ADCs are installed, one for the pilot-side system and one for the copilot-side system.

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OVERVIEW — TAWS System Description

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Attitude Heading Computer (AHC)

The AHC uses inertial sensors to measure angular rate and linear acceleration about the body of the airplane. The AHC receives true airspeed from the ADC, magnetic flux inputs from the FDU, and airplane-specific alignment and compass correction data from the ECU. The AHC processes this data to calculate three-axis attitude, stabilized magnetic (or free gyro) heading, and linear acceleration outputs. Two AHCs are installed, one for the pilot-side system and one for the copilot-side system.

Display Control Panel (DCP)

The DCP provides PFD display control. The DCP is used to select control menus on the PFD and to adjust the display range on the PFD and MFD. The DCP provides dedicated controls for the Air Data System, Engine Indicating System, and Weather Radar System. Two DCPs are installed, one for the pilot-side system and one for the copilot-side system.

GPS Receiver/ Processor (GPS)

The GPS receiver/processor receives multiple navigation data messages from a constellation of GPS satellites. The GPS uses these inputs to generate precise position, velocity, and time data. Baseline-equipped airplane come standard with one GPS. A second GPS is installed when the second FMS option is installed.

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OVERVIEW — TAWS System Description

Integrated Avionics Processor System (IAPS)

The IAPS is a part of the airplane wiring that physically houses some avionics units. The IAPS provides a central data collection and distribution point for the avionics systems. The IAPS receives data inputs from avionics and airplane systems, sorts the data, then transmits only the data of interest to each receiving avionics unit.

Radio Altitude Transceiver (ALT)

The Radio Altitude Transceiver (ALT) provides a direct radio height measurement from 2500 feet to touchdown for display on the AFDs and for use by other airplane systems. One ALT is installed.

Reversionary Switching

Controls located on the flight deck are used to select transfer (reversion) to cross-side systems. Display reversion can be selected in the event of an AFD failure. Display reversion powers-down the failed AFD and shows a composite MFD/PFD format on the operating AFD. Reversion can also be selected for the ADS and AHS. Reversion messages show on the composite MFD/PFD.

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OVERVIEW — TAWS System Description

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TAWS Computer

The TAWS Computer uses worldwide database information, specific airplane information, position data from the FMS, GPS and Navigation receivers, altitude data from the Radio Altimeter, attitude and heading data from the Attitude Heading Computer, and processed air data from the Air Data Computer to generate system messages, alerts, and terrain symbology. The TAWS computer supplies the system messages, alerts, and terrain symbology to the AFDs.

KEY TROUBLESHOOTING FEATURES • Continuous self-monitoring activates a system flag when a fault is detected. • Pilot-initiated self-test function.

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OVERVIEW — TWR Table of Contents

OVERVIEW

TABLE OF CONTENTS Title

Page

Introduction ..................................................................................... 16-1 System Description ........................................................................ Key Operating Features .............................................................. Components ............................................................................... Key Troubleshooting Features ....................................................

16-1 16-1 16-3 16-5

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OVERVIEW — TWR

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OVERVIEW — TWR Introduction

OVERVIEW — TWR INTRODUCTION The Turbulence Weather Radar System (TWR) detects precipitation and precipitation-related turbulence. The Weather Radar System (WXR) detects precipitation (no turbulence detection features). Both the TWR and WXR also provide ground mapping mode of operation.

SYSTEM DESCRIPTION The TWR and WXR system is made up of a receiver/transmitter/antenna (RTA) and the display and control portion of the EFIS. Inputs to the RTA include magnetic heading from the AHS and operator control inputs. Operator control inputs are from the DCPs, Line Select Keys on the AFDs, and reversionary switching. The RTA uses antenna inputs and other inputs to generate precipitation-related weather radar returns, mode messages, and fault messages for display on the AFDs.

KEY OPERATING FEATURES • Precipitation-related weather radar returns show in color using four levels of precipitation intensity. • Precipitation-related turbulence returns show in magenta (TWR only). • Ground Mapping mode. • Dual, independent weather radar channels.

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OVERVIEW — TWR System Description

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Figure 16-1 TWR Block Diagram

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OVERVIEW — TWR System Description

COMPONENTS Adaptive Flight Display (AFD)

The AFDs are color, liquid crystal displays that provide display and control functions for the Flight Guidance System, flight instruments, Engine Indicating System, navigation subsystems, hazard avoidance subsystems, and Maintenance Diagnostics System. Three AFDs are installed, two at the pilot station and one at the copilot station. One of the pilot-side AFDs is configured as a Primary Flight Display (PFD) and the other is configured as a Multifunction Display (MFD). The AFD located on the copilot-side is configured as a PFD. Display reversion allows the pilot-side PFD or MFD to be configured as a combined PFD/MFD in the event of a display failure.

Attitude Heading Computer (AHC)

The AHC uses inertial sensors to measure angular rate and linear acceleration about the body of the airplane. The AHC receives true airspeed from the ADC, magnetic flux inputs from the FDU, and airplane-specific alignment and compass correction data from the ECU. The AHC processes this data to calculate three-axis attitude, stabilized magnetic (or free gyro) heading, and linear acceleration outputs. Two AHCs are installed, one for the pilot-side system and one for the copilot-side system.

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OVERVIEW — TWR System Description

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Display Control Panel (DCP)

The DCP provides PFD display control. The DCP is used to select control menus on the PFD and to adjust the display range on the PFD and MFD. The DCP provides dedicated controls for the Air Data System, Engine Indicating System, and Weather Radar System. Two DCPs are installed, one for the pilot-side system and one at the copilot-side system.

Integrated Avionics Processor System (IAPS)

The IAPS is a part of the airplane wiring that physically houses some avionics units. The IAPS provides a central data collection and distribution point for the avionics systems. The IAPS receives data inputs from avionics and airplane systems, sorts the data, then transmits only the data of interest to each receiving avionics unit.

Reversionary Switching

Controls located on the flight deck are used to select transfer (reversion) to cross-side systems. Display reversion can be selected in the event of an AFD failure. Display reversion powers-down the failed AFD and shows a composite MFD/PFD format on the operating AFD. Reversion can also be selected for the ADS and AHS. Reversion messages show on the composite MFD/PFD.

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Receiver/Transmitter/Antenna (RTA)

OVERVIEW — TWR System Description

The RTA is an integrated receiver/transmitter/antenna unit that is located in the radome. The RTA is made up of an antenna, an RF assembly, a pedestal assembly, and a base assembly. The RF assembly contains the receiver and transmitter. The pedestal assembly contains tilt and scan motors, and optical feedback switches. The base assembly contains the power supply and signal processing circuits.

KEY TROUBLESHOOTING FEATURES • A pilot selectable self-test mode. • Antenna stabilization OFF control selection. • Continuous self-monitoring that activates a system flag when a fault is detected. • Fault data is recorded by the Maintenance Diagnostic System (MDS).

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OVERVIEW — TWR

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AHS OPERATION Table of Contents

TABLE OF CONTENTS Title

Page

Introduction ..................................................................................... 17-1 Normal Initialization ........................................................................ 17-2 Initialization with Motion or Power Interruption ............................... 17-4 DG Mode Initialization .................................................................... 17-5 Airborne Initialization ...................................................................... 17-7 Heading Flag In View While En Route ........................................... 17-8 Heading Flag In View Before Departure ....................................... 17-10 Heading Flag In View During Takeoff Roll .................................... 17-11 Heading Errors During Ground Operations .................................. 17-11 Heading Errors Due to Acceleration/Deceleration ........................ 17-12 Heading Errors in Turns ............................................................... 17-13 Heading Errors in Turbulence ....................................................... 17-14 Stimulation Mode .......................................................................... 17-15 AHS Reversion ............................................................................. 17-15

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AHS OPERATION

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AHS OPERATION Introduction

AHS OPERATION INTRODUCTION The Attitude Heading System (AHS) can be operated in one of two modes; “Slaved” or “DG” (directional gyro). The mode of operation for each Attitude Heading Computer (AHC) is selected by an on-side mode control switch (NORM/DG FREE). In the Slaved mode, heading computations and the heading that is in view on the compass card are slaved to the magnetic heading sensed by the Flux Detector Unit (FDU) associated with the AHC. In the DG mode, magnetic heading inputs from the FDU are ignored and the system operates as a free gyro. C

CAUTION The AHC is intended to operate in the Slaved mode in regions where other slaved magnetic compass systems operate. The optional DG mode is intended for only brief periods of use near magnetic disturbances or a low magnetic flux, such as polar regions. The DG mode is not suitable for use a long-term heading reference due to high precession (drift) rates of approximately 24°/hour.

An on-side Slew switch is also provided to enable manual compass card heading correction/adjustment inputs to the AHC. This momentary-action switch is functional in the DG mode of AHS operation. Operating the Slew control in the DG mode causes the heading computations in the AHC (and the heading in view on the compass card) to slew towards the desired airplane heading. NOTE N

On the Slew switch, the “+” position moves the compass card clockwise; the “-” position moves the compass card counterclockwise.

An AHS reversion switch allows either pilot to select the cross-side AHC if the on-side (primary) AHC fails. This feature is discussed in detail at the end of this section.

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AHS OPERATION Normal Initialization

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NORMAL INITIALIZATION RATIONALE: The AHS is not operational until an initialization of each AHC is completed. This initialization occurs automatically when DC power is applied to the AHCs. SUMMARY: The normal procedure is to perform the initialization on the ground after engine start. During this initialization, the AHC uses input from inertial sensors for airplane attitude - and data from the Flux Detector (FDU) and External Compensation Unit (ECU) - to compute a stabilized magnetic heading and the pitch and roll attitudes. A normal initialization takes approximately 35 seconds for the pilot-side computer and approximately 45 seconds for the copilot-side computer. (This time difference is an intentional system function which prevents any errors induced by airplane motion from affecting both AHCs simultaneously.) PRECONDITIONS: During normal initialization, one revolution of the compass card takes approximately 35 to 45 seconds. When the DG/Slave switch is in the DG FREE position, rotation of the compass card is very slow. NOTE N

If the compass card rotation is very slow, check the position of the DG/Slave switch to make sure it is not set to DG FREE.

RULES: To ensure a successful AHS initialization, the crew should follow these general rules: • Do not perform the initialization in a hangar, near magnetic disturbances, or near power cables. • Do not move, tow, or taxi the airplane from the time power is applied until the initialization is complete.

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AHS OPERATION Normal Initialization

• Do not remove power or switch electrical buses that can interrupt power to the AHC before initialization is complete. • If primary power has been removed from the AHC before initialization, the AHC automatically switches to backup power for approximately 11 minutes. • If the AHC has had primary power set to on within the past 11 minutes and backup power has not been disconnected, then both the primary and backup power to the computer must be cycled to begin an initialization. • If more than 11 minutes have passed since primary power to the computer was set to off, all that is required to initialize the AHS is to select primary power to on. • Selecting primary power to on within 11 minutes of setting primary power to off on a previously properly-operating AHC restores normal operation without reinitializing the AHC. In such a case, the system is ready for immediate use. • Do not change the position of the nose wheel by operating the nose wheel steering system until the initialization is complete. • Do not change the position of the flaps until the initialization is complete. CHECKLIST:

1

Set avionics power to on. NOTE N

A white, windowed ATT/HDG ALIGNING DO NOT TAXI legend overwrites the pitch scale on the PFD attitude display during AHC initialization.

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AHS OPERATION Pro Line 21 with Optional IFIS Initialization with Motion or Power InterruptionFred Mesquita Raytheon King Air Criptografia:

NOTE N

When power is first applied to the AHC, the initialization cycle begins automatically. The HDG and ATT flags remain in view while the compass cards move to north and pause. The compass cards then move 360° back to north, and the HDG and ATT flags clear. The compass cards finally move to the actual magnetic heading of the airplane. One revolution of the compass card takes approximately 35 to 45 seconds. NOTE

N

The crew should cross-check the compass heading on the displays against the standby magnetic compass to make sure the headings agree.

POST CONDITIONS: A successful initialization is indicated by what follows: 1. HDG and ATT flags no longer show on the PFDs. 2. The compass cards indicate the current airplane magnetic heading. 3. Current pitch and roll attitudes show on the PFDs. TIP Prior to takeoff, if the pilot-side and copilot-side headings disagree but are not slewing away from the airplane heading, momentarily select and then deselect the DG mode. This allows the headings to quickly align with the magnetic field sensed by the flux detector.

INITIALIZATION WITH MOTION OR POWER INTERRUPTION RATIONALE: Airplane motion or an interruption of power may prevent completion of the initialization.

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AHS OPERATION DG Mode Initialization

SUMMARY: During the initialization cycle, significant airplane motion (other than that encountered during cargo loading or buffeting from winds) or interruption of primary power interrupts the initialization. In the case of minor airplane movement, sensors in the AHC prevent completion of the initialization until the movement stops (the compass cards continue to move). In the case of major airplane acceleration (such as release of brakes with engine power applied) or interruption of power, the system automatically and immediately restarts the initialization process. In either case, no action is required from the pilot. The compass cards continue rotating until the initialization cycle is complete. CHECKLIST:

C

C

1

CAUTION Do not attempt to manually reinitialize the AHC if the AHC does not initialize during the first rotation of the compass card. Allow the compass card to continue rotating without interference for as many times as is required to complete the initialization cycle. CAUTION Do not attempt to manually reinitialize the AHC if the AHC does not initialize during the first rotation of the compass card. Allow the compass card to continue rotating without interference for as many times as is required to complete the initialization cycle.

Allow the compass cards to continue rotating until the initialization is complete.

DG MODE INITIALIZATION RATIONALE: The AHS may be initialized in the DG mode if necessary.

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AHS OPERATION DG Mode Initialization

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SUMMARY: If the DG mode is selected before power is applied to the AHC, the initialization cycle is performed in the DG mode. The DG mode initialization follows the same process as a normal initialization. However, a DG mode initialization takes longer to complete because the AHC is not using inputs from the FDU. A DG mode initialization takes approximately 10 minutes. Compass card rotation is extremely slow. At the end of the 10-minute period, the HDG and ATT flags clear but the heading comes up in the DG mode. PRECONDITIONS: If the 10-minute period for a DG mode initialization is not feasible or desirable, perform the steps that follow to reset the AHS to perform a normal initialization. 1. Deselect the DG mode. 2. Select both primary and backup DC power to the AHC to on. 3. First select backup power to the AHC to on, then select primary power to on (in that order). 4. Observe the instruments for indications of the normal initialization cycle. NOTE N

Remember that after deselecting the DG mode, the primary and backup DC power sources must be cycled before a normal initialization can start. CHECKLIST:

1

Allow the compass cards to continue rotating until the initialization is complete. NOTE N

Compass card rotation is very slow.

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AHS OPERATION Airborne Initialization

POST CONDITIONS: Once the DG mode initialization is complete, the AHC may remain in the DG mode if desired, otherwise the Slaved mode may be selected. TIP Some airplanes are equipped with an optional switch in the flight deck that can be used to manually reinitialize the system. Regular use of this switch is not recommended because internal updating of the AHC does not occur when this initialization switch is used.

AIRBORNE INITIALIZATION RATIONALE: The AHS can be initialized in the air if both primary and backup DC power to the AHC is lost in-flight. An airborne initialization is required if both primary and backup power to the AHC has been lost for more than approximately 11 minutes. SUMMARY: An airborne initialization automatically takes place if both primary and backup DC power to the AHC is lost and then power is restored. Straight and level, constant-velocity flight should be maintained during an airborne initialization. An airborne initialization is the same as a normal initialization, except that the compass cards do not move as they would in a normal initialization. This is to prevent the pilot from confusing compass card rotation that indicates a heading change with the compass card rotation that is associated with the initialization process. PRECONDITIONS: In a normal airborne initialization, valid heading and attitude information is available after approximately 10 to 35 seconds. In the DG mode, the initialization takes approximately 5 minutes. Because of this prolonged period, if a condition that requires an initialization occurs while the AHS is operating in the DG mode, the system should be returned to the Slaved mode for an airborne initialization. 1. Deselect the DG mode. 2. Set both primary and backup DC power to the AHC to off. 3. Perform an airborne initialization per the checklist.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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AHS OPERATION Pro Line 21 with Optional IFIS Heading Flag In View While En Criptografia: Route Fred Mesquita Raytheon King Air

4. After the initialization is complete, select the DG mode if necessary. CHECKLIST: WARNING Errors in pitch and roll attitude that show on the display may result if the airplane does not maintain straight and level flight or if the airplane accelerates or decelerates during an airborne initialization. If such errors do occur, they will slowly diminish with continued steady-state flight. During an airborne initialization, a cross-check should be performed with the standby attitude indicator to detect any initialization errors. 1

Maintain straight and level flight with no acceleration or deceleration.

2

Set both primary and backup DC power to the AHC to off, then select power to on again (backup, then primary) to begin the initialization. (If installed, the optional manual initialization switch or button may be cycled to start the initialization.)

3

Valid attitude and heading information should be available in approximately 10 to 35 seconds.

HEADING FLAG IN VIEW WHILE EN ROUTE RATIONALE: The HDG flag may erratically appear and disappear on the PFDs when the airplane is operating in or near geographic areas known to have low magnetic flux levels, such as areas in high latitudes. The appearance of a HDG flag when operating in areas of known low magnetic flux can be dealt with by prudent use of the DG mode.

Criptografia: Fred Mesquita 17-8

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS AHS OPERATION Raytheon King Air Criptografia: Fred Mesquita Heading Flag In View While En Route

SUMMARY: Flying in or around areas of low magnetic flux can cause temporary drops in the required flux levels for proper AHS operation. The AHC internally monitors flux level intensity and activates the HDG flag when the magnetic flux level is below the threshold for reliable magnetic navigation. In areas of magnetic disturbances or low magnetic flux, the slaved magnetic heading error may also be larger than normal. Short-term use of the DG mode is the suggested corrective action to remove the heading flag from the display. CHECKLIST:

1

Select the DG mode. Verify the HDG flag is removed.

2

Periodically return to the Slaved mode while in straight and level, constant-velocity flight to determine if the HDG flag returns. NOTE N

Absence of the HDG flag when in the Slaved mode indicates that required levels of magnetic flux are available to the computer for normal operation.

3

If the HDG flag does not return, remain in Slaved mode operation.

4

If the HDG flag is still present, return to the DG mode. NOTE N

If the DG mode is selected for a prolonged period of time, the heading precesses (drift) at a rate of approximately 24°/hour. Other means to verify the heading must be used.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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AHS OPERATION Pro Line 21 with Optional IFIS Heading Flag In View Before Departure Criptografia: Fred Mesquita Raytheon King Air

HEADING FLAG IN VIEW BEFORE DEPARTURE RATIONALE: The HDG flag may appear on the PFDs when the airplane is operating at airports which are located in areas of low magnetic flux. SUMMARY: Airports that are located just inside low magnetic flux areas may have sufficient flux levels during approach and departure for proper AHS operation, but not on the airfield area. The suggested corrective action that follows should be used when operating at affected airports. CHECKLIST:

1

Perform a DG mode initialization.

2

Use the Slew -/+ switch to set the compass card to a known heading reference such as the runway.

3

After departure, periodically return to the Slaved mode while in straight and level, constant-velocity flight to see if the HDG flag returns.

4

If the HDG flag does not return, remain in Slaved mode operation.

5

If the HDG flag is still present, return to the DG mode. NOTE N

If the DG mode is selected for a prolonged period of time, the heading precesses (drifts) at a rate of approximately 24°/hour. Other means to verify the heading must be used.

Criptografia: Fred Mesquita 17-10

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS AHS OPERATION Raytheon King Air Criptografia: FredHeading Errors During Ground Operations Mesquita

HEADING FLAG IN VIEW DURING TAKEOFF ROLL RATIONALE: The HDG flag may appear on the PFDs when operating at airports that have low magnetic flux levels only during some conditions. SUMMARY: Some airports are located in fringe areas of the earth’s magnetic field that have insufficient magnetic flux levels only under some dynamic conditions. For example, the acceleration force during a takeoff roll on southerly runways in the northern hemisphere may cause the HDG flag to appear due to the pendulum movement of the flux detector coils. The HDG flag then clears when acceleration is reduced. The suggested corrective action that follows should be used if the HDG flag appears only on the takeoff roll. CHECKLIST:

1

While the airplane is on the field, perform a normal initialization.

2

Just before starting the takeoff roll, select the DG mode.

3

After departure and while in straight and level, constant-velocity flight, return to the Slaved mode.

HEADING ERRORS DURING GROUND OPERATIONS RATIONALE: Ground operations under certain conditions can cause errors in the airplane heading that is in view on the displays.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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AHS OPERATION Pro Line 21 with Optional IFIS Heading Errors Due to Acceleration/Deceleration Criptografia: Fred Mesquita Raytheon King Air

SUMMARY: When the flux detector is near a large structure with a high iron content, the heading that is in view on the displays can be “pulled” away from the actual airplane heading by the magnetic field distortion caused by the structure. Trucks, tugs, power carts, buildings, and even buried metal objects in the ramp or taxiways also have the potential to distort the local magnetic field and cause heading errors. In dual systems, these distortions can be so localized that only one of the heading systems is affected, possibly resulting in a heading comparator warning. CHECKLIST:

1

Wait until the airplane has either moved away from the distorted magnetic field or the distorting object has moved away and then fast slave the AHC to return it to the actual airplane heading. or

2

Switch the AHC to the DG mode and use the Slew -/+ switch to slew the heading back to the actual airplane heading. When the airplane is clear of the distorted magnetic field, return the AHC to the Slave mode.

HEADING ERRORS DUE TO ACCELERATION/ DECELERATION RATIONALE: Airplane acceleration or deceleration can cause errors in the heading that is in view on the displays. SUMMARY: The sensing coils in the flux detector are gimbaled so that they remain horizontal to the earth. Acceleration and deceleration forces can move these flux detector coils off of horizontal. The vertical component of the earth’s magnetic field is then sensed by the flux detector, and this

Criptografia: Fred Mesquita 17-12

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

AHS OPERATION Heading Errors in Turns

becomes an error. The compass system is “pulled” by this error at a rate of 3°/minute, so the longer the acceleration or deceleration lasts, the greater the heading error becomes. CHECKLIST:

1

Perform either of the steps that follow to correct or prevent heading errors that are induced by acceleration or deceleration. 1. When the airplane has returned to a steady speed, fast slave the AHC to correct the heading to the actual airplane heading. 2. Before beginning an operation that requires large accelerations or decelerations that might induce heading errors, select the DG mode. When the operation is complete, return to the Slaved mode.

HEADING ERRORS IN TURNS RATIONALE: Shallow turns (less than 7° of bank) can cause errors in the airplane heading that is in view on the displays. SUMMARY: The centrifugal forces generated during turns move the flux detector coils away from their horizontal position. The vertical component of the earth’s magnetic field is then sensed by the flux detector, which becomes an error. • To overcome this, when the bank angle is greater than approximately 7°, the AHS goes into a “slaving cutout” mode. In this mode, the heading system ignores inputs from the flux detector, and induced errors have no effect on the heading that is in view on the displays. • For long, shallow turns when the bank angle is less than approximately 7°, errors may be induced in the heading at a rate of up to 3°/minute in the worst case. The compass system is “pulled” away from the actual heading by this error. Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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AHS OPERATION Pro Line 21 with Optional IFIS Heading Errors in Turbulence Criptografia: Fred Mesquita Raytheon King Air

CHECKLIST:

1

Perform either of the steps that follow to correct or prevent heading errors induced by shallow turns. 1. When the airplane has returned to straight and level, constant-velocity flight, fast slave the AHC to restore the heading that shows on the AFD to actual airplane heading. 2. Before entering a shallow turn, or series of shallow turns, that might induce heading errors, switch to the DG mode. When the airplane has returned to level flight, return to the Slaved mode.

HEADING ERRORS IN TURBULENCE RATIONALE: Operation in turbulence can cause errors in the airplane heading that is in view on the displays. SUMMARY: Forces encountered in turbulent conditions move the flux detector coils away from their horizontal position. When this happens, errors result because of the influence of the vertical component of the earth’s magnetic field. Errors induced by turbulence usually cancel out. Heading errors in turbulence are more often caused by using the slave feature in turbulent conditions. Because the slave action takes a “snapshot” of the heading sensed by the flux detector, the “snapshot” could have occurred when significant vertical field influence was detected. This might actually increase induced heading error. CHECKLIST:

1

Perform either of the steps that follow to correct or prevent heading errors induced by turbulence.

Criptografia: Fred Mesquita 17-14

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

AHS OPERATION AHS Reversion

1. When the airplane is in turbulence, do not fast slave the AHC to correct the heading. Let the slaving system remove any heading errors. 2. When the airplane is free of turbulence and is in straight and level, constant-velocity flight, fast slave the AHC to return it to the actual airplane heading.

STIMULATION MODE RATIONALE: Stimulation (STIM) mode is a maintenance mode used during the AHC orientation procedure that is performed after installation of an AHC LRU. It is also a ground diagnostic function used by maintenance personnel. SUMMARY: STIM mode causes the ATT and HDG flags to show on the PFDs for 3 seconds every 35 to 40 seconds. This periodic “flag in view” condition is always an indication that the AHC is in the STIM mode. The STIM mode is actuated by a remotely-located switch.

AHS REVERSION RATIONALE: AHS reversion allows the crew to select the cross-side AHC as the source for attitude and heading data if the on-side (primary) source fails. SUMMARY: Dual AHCs provide two independent attitude and heading data sources. In the event the on-side computer fails, attitude/heading reversion selects the cross-side AHC as the attitude/heading source for the electronic flight display. Upon selection of AHC reversion, on-side AHC data is replaced with cross-side AHC data, making the cross-side AHS the common attitude/heading source. An optional non-Rockwell Collins Laseref V Inertial Reference System (IRS) is available as a reversionary attitude source.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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AHS OPERATION AHS Reversion

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

RULES: • Automatic disconnect of the Autopilot and Yaw Damper does not occur strictly as a result of AHS reversion. However, normal Flight Guidance System (FGS) monitors remain active and the FGS disconnects if the AHS sources violate AHS monitors. • Common-source AHS data to the FGS is forbidden. AHS reversion does not remove AHS data from the FGS. CHECKLIST:

1

Select AHC reversion via the remote AHS reversion switch.

2

Confirm that an AHS reversion caution flag is in view on the PFDs. • When the pilot-side AHC is the common source of attitude/heading data, an AHS1 caution flag is in view to the left of the PFD airspeed indicator. • When the copilot-side AHC is the common source of attitude/heading data, an AHS2 caution flag is in view to the left of the PFD airspeed indicator.

POST CONDITIONS: C

CAUTION While attitude/heading reversion is selected, pitch and roll should frequently be compared on the PFD with pitch and roll on the standby attitude instruments.

While attitude/heading reversion is selected, an AHS reversion caution flag (AHS1 or AHS2) is in view on the PFDs to indicate the selected source. When the condition requiring AHS reversion no longer exists, return the AHS reversion switch to NORM and check that the AHS reversion caution flag has been removed from the PFDs.

Criptografia: Fred Mesquita 17-16

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

CDU OPERATION Table of Contents

TABLE OF CONTENTS Title

Page

Introduction ..................................................................................... 18-1 General CDU Tuning ...................................................................... 18-3 COM Radios – Tuning and Control ................................................ 18-5 COM Radios – Direct Tuning ...................................................... 18-8 COM Radios – Recall Tuning ..................................................... 18-9 COM Radios – Preset Tuning ................................................... 18-10 COM Radios – Squelch Mode Control ...................................... 18-11 COM Radios – Self Test Control ............................................... 18-11 COM Radios – Messages ......................................................... 18-12 COM Radios – Emergency Radio Tuning ................................. 18-12 NAV/DME Radio Tuning and Control ........................................... NAV/DME Radios – Frequency Selection ................................. NAV/DME Radios – DME Hold ................................................. NAV/DME Radios – Operation Control ..................................... NAV/DME Radios – SELECT NAVAID Operation ..................... NAV/DME Radios – FMS DME Tuning .....................................

18-13 18-16 18-17 18-18 18-20 18-21

ADF Radio Tuning and Control .................................................... 18-21 ADF Radio – Frequency Tuning ............................................... 18-24 ADF Radio – Operation Control ................................................ 18-26 ATC Transponder Control ............................................................. 18-27 ATC Ident Code Selection ........................................................ 18-29 ATC Mode and Status Control .................................................. 18-30 HF Radio Tuning and Control ....................................................... HF Radio – Direct Tuning ......................................................... HF Radio – Preset Tuning ........................................................ HF Radio – Operating Mode Control ........................................ HF Radio – Squelch Control ..................................................... HF Radio – Power Level Control .............................................. HF Radio – Self Test Control .................................................... HF Radio – Messages ..............................................................

18-32 18-36 18-37 18-38 18-38 18-39 18-40 18-40

CDU Reversion ............................................................................ 18-40

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i

CDU OPERATION

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

CDU OPERATION Introduction

CDU OPERATION INTRODUCTION The pilot and optional copilot Control Display Units (CDUs) are color, LCD-based displays with integrated keyboards. Each CDU supports 12 display lines, a title line, a scratchpad line, and a message line. The keyboard provides 16 function keys plus a full alpha-numeric keypad. In addition, each CDU has 6 Line Select Keys (LSK) located in the bezel on either side of the display. These keys are used to activate inputs which are presented on the adjacent display. The 6 keys on the left side of the display are referred to as L1 through L6; the 6 keys on the right side of the display are referred to as R1 through R6. The CDU(s) provide the normal means of radio tuning and are the integrated control input for several combinations of airplane communications and navigation radio subsystems. This integrated control includes the setting of radio frequencies, beacon codes, and modes of operation. Each CDU provides single point of control of both on-side and cross-side radios from the pilot or copilot position. Each CDU also supports full reversionary tuning of the cross-side radios (except for FMS AUTO TUNE) if the cross-side CDU fails. NOTE N

An optional TACAN transceiver is available. A dedicated control head is installed for the TACAN transceiver.

Each radio has its own CONTROL page. This page provides control of all radio functions, including the primary functions available on the radio’s TUNE page, as well as the list of numbered presets where applicable. Each CDU is capable of performing the functions that follow: • On-side FMS Control • VHF COM Radio Tuning and Control • NAV Radio Tuning and Control • ADF Radio Tuning and Control • DME Radio Tuning and Control • ATC Transponder selection, Ident Beacon Code, and mode • TCAS II (when installed) Control Criptografia: Fred Mesquita 1st Edition 25 Aug 05

18-1

CDU OPERATION Introduction

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

• HF Radio (when installed) Tuning and Control. Data entry into the CDU is made via the scratchpad line. Alphanumeric data is entered into the scratchpad line from the keyboard and then transferred to the appropriate location with the Line Select Keys. If the contents of the scratchpad (e.g., frequency, transponder ID, etc.) are not appropriate for the select key that is selected, the data is not transferred and a warning message shows in the scratchpad. There are three different methods available for radio tuning from the CDU: NOTE N

When the FMS AUTO TUNE mode is active, the FMC may automatically tune the NAV and DME radios.

• Direct Tuning — the desired frequency, preset number, or (for NAV radios only) station identifier is entered in the scratchpad. Push the appropriate Line Select Key to transfer the contents of the scratchpad to the appropriate radio. • Recall Tuning — (applicable to COM radios only) push the Recall number Line Select Key for the appropriate radio to tune the radio to the Recall frequency. • Numbered Preset — on a radio control page and with the scratchpad empty, push the appropriate Line Select Key to tune the radio to the already-entered preset frequency. NOTE N

Each CDU is capable of performing stand-alone tuning — the radio tuning function resides in the CDU and is not dependent in any way on the FMC for basic functionality. TECH DETAIL Altitude Reporting Source Selection ATC transponders receive altitude data from its commanding CDU. During normal operation, the CDU passes through to the transponder altitude data received from whichever ADC the Autopilot or Flight Director is – or will be – coupled to. If altitude data from the coupled ADC is invalid or missing and the altitude data from the cross-side ADC is valid, the cross-side data is passed through to the transponder. If an ADC has been deselected via the ADC reversion switch, its altitude data is not passed through. Criptografia: Fred Mesquita

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

CDU OPERATION General CDU Tuning

GENERAL CDU TUNING RATIONALE: The CDU(s) provide primary tuning control for all installed radios. This includes all COM, NAV, and ADF radio frequencies, ATC transponder selection, beacon ident codes, TCAS modes of operation, and DME Hold. SUMMARY: The CDU TUNE pages are the primary radio tuning control. The TUNE page is in view when the TUN key on the keyboard is pushed. The TUNE page normally provides an operational summary and primary control of all installed COM, NAV, DME, ADF, and ATC radios and TCAS (if installed). When optional equipment is installed, a second TUNE page may be necessary. This is indicated by a “1/2” appearing in the upper right corner of the first TUNE page. When the optional second ADF radio and/or a single HF transceiver are installed, ADF and HF tuning is accomplished on the TUNE 2/2 page. When the optional VHF datalink radio is installed the COM3 active and recall fields are located on the TUNE 2/2 page.

PRECONDITIONS: Push TUN key show the first TUNE page. If there is more than one TUNE page, push the NEXT or PREV keys to toggle the CDU display between the first (TUNE 1/2) and second (TUNE 2/2) tuning pages.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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CDU OPERATION General CDU Tuning

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

The first radio TUNE page also shows when the radio Line Select Key L1 or R1 on any CONTROL page is pushed with no value entered in the scratchpad. The first radio CONTROL page is in view when the radio Line Select Key L1 or R1 on the TUNE page is pushed with no value entered in the scratchpad. If there is more than one CONTROL page, subsequent pushes of the NEXT or PREV move the CDU display either forward or backward through each of the radio CONTROL pages. CHECKLIST:

1

Radios are directly tuned by changing the active frequency or code. The value of the desired change is entered via the keyboard into the scratchpad, then the appropriate Line Select Key is pushed to insert the desired change. Active values show in green.

2

COM radios can be recall tuned by entering a recall frequency or preset number into the scratchpad, then selecting the RECALL Line Select Key. The recall frequency becomes the active frequency and the previously-active frequency becomes the recall frequency. Recall frequencies show in white.

3

Preset tuning is accomplished by selecting the Line Select Key next to the desired preset frequency. This action automatically tunes the associated radio to the preset value. Preset frequency values show in white; their corresponding descriptions show in cyan.

4

If the Flight ID option has been activated for the airplane, the FLIGHT ID field on the TUNE 2/2 page is used to enter the Flight Identification code. Up to eight alphanumeric characters may be entered into the FLIGHT ID field. The FLIGHT ID code may also be entered or changed on the ATC CONTROL page.

Criptografia: Fred Mesquita 18-4

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS CDU OPERATION Raytheon King Air Criptografia: Fred Mesquita COM Radios – Tuning and Control

NOTE N

Once it has been entered, the Flight ID setting shows in green if a transponder is active, otherwise it shows in white.

POST CONDITIONS: Each installed radio is also provided with a CDU CONTROL page that provides all radio functions that show on the TUNE page plus mode control where appropriate and the list of numbered presets.

COM RADIOS – TUNING AND CONTROL RATIONALE: The COM1 and COM2 radio frequencies may be tuned from either the first TUNE page or from the COM-specific CONTROL pages. When the optional COM3 datalink transceiver is installed, the COM3 active and recall fields are located on the TUNE 2/2 page. COM radio control and frequency presets are controlled from the COM-specific CONTROL pages. SUMMARY: The active and recall frequencies can be tuned from the COM1 and COM2 active frequency lines on the first TUNE page or from the COM-specific CONTROL pages. COM radio squelch, self test, and preset tuning assignments are all controlled from the COM-specific CONTROL pages. Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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CDU OPERATION Pro Line 21 with Optional IFIS COM Radios – Tuning and Control Criptografia: Fred Mesquita Raytheon King Air

PRECONDITIONS: If the value entered in the scratchpad is an invalid frequency or preset number when the Line Select Key is pushed, the scratchpad displays either INVALID FREQUENCY (for 25-kHz tuning) or INVALID CHANNEL (8.33-kHz tuning) for approximately 1 second and then displays the original scratchpad contents. The active radio frequency remains unchanged.

Criptografia: Fred Mesquita 18-6

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS CDU OPERATION Raytheon King Air Criptografia: Fred Mesquita COM Radios – Tuning and Control

NOTE N

The optional COM3 datalink transceiver is data-only and cannot be used for voice communication. The COM3 datalink transceiver is necessary for the operation of the optional IFIS Universal Weather Graphical Weather feature. For information on the IFIS, refer to the IFIS-5000 Integrated Flight Information System Operator’s Guide (CPN 523-0806347) and the Corporate Datalink System CMU-4000/RIU-40X0 Operator’s Guide (CPN 523-0790499).

RULES: The active COM frequency shows in green for approximately 3 seconds after entry and whenever the commanded CDU frequency matches the echo frequency from the radio. If the echo frequency from the radio is flagged as failed, missing, or does not match the commanded frequency, the active frequency value shows in yellow. The numbered preset data shows in green when it is selected and its active frequency is valid. The numbered preset data shows in yellow when it is selected and its active frequency is invalid. The conditions that follow define a valid frequency or preset number entry: • For 25-kHz spacing: • Frequency tuning increments are 25 kHz with a display precision to tens of kHz • Three to five digits have been entered (e.g., 1185 = 118.50) • The digits entered are between 118 and 13697 for the baseline COM radio frequency range (118.00 to 136.97 MHz) or between 118 and 15197 (118.00 to 151.97 MHz) for the optional expanded COM frequency range. • For 8.33-kHz spacing: • Tuning entries are made by channel name (decimal points and trailing zeros are not required). • Three to six digits have been entered (e.g., 1185 = 118.500). • The digits entered are between 118 and 136990 for the baseline COM radio frequency range (118.00 to 136.97 MHz) or between 118 and 151975 (118.000 to 151.975 MHz) for the optional expanded COM frequency range. • Note that only 25-kHz spacing is available for the 137.000 to 151.975 MHz frequency range. • Valid preset numbers are from 1 to 20. Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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CDU OPERATION Pro Line 21 with Optional IFIS COM Radios – Tuning and Control Criptografia: Fred Mesquita Raytheon King Air

CHECKLIST:

1

To show the first TUNE page, either push the TUN key on the CDU keyboard or while on the COM-specific CONTROL page push the Line Select Key next to the COM radio active frequency line with the scratchpad empty.

2

To show the first COM-specific CONTROL page, while on the TUNE page push the Line Select Key next to the COM1 or COM2 active frequency line with the scratchpad empty.

3

Push the PREV or NEXT keys on the CDU keyboard to advance forward or backward through pages.

COM RADIOS – DIRECT TUNING SUMMARY: COM radios can be manually tuned by entering the desired frequency into the scratchpad and then using a Line Select Key to command the new frequency. CHECKLIST:

1

Enter the desired frequency or preset number in the scratchpad.

2

If on the TUNE page, push the appropriate Line Select Key (L1 for COM1 or R1 for COM2) to transfer the contents of the scratchpad to the radio’s active frequency field.

Criptografia: Fred Mesquita 18-8

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS CDU OPERATION Raytheon King Air Criptografia: Fred Mesquita COM Radios – Tuning and Control

3

If on the COM-specific CONTROL 1/X page, push Line Select Key L1 to transfer the contents of the scratchpad to the radio’s active frequency field.

4

The frequency that was active is transferred to that radio’s RECALL field and shows in white.

COM RADIOS – RECALL TUNING SUMMARY: COM radios can be tuned to a previously-active frequency by the RECALL Line Select Key. CHECKLIST:

1

If on the TUNE page, push the appropriate Line Select Key (L2 for COM1 or R2 for COM2) to transfer the frequency in the RECALL field to the active frequency field. The previously-active frequency is transferred to the RECALL field (the RECALL and active frequencies swap).

2

If on the COM-specific CONTROL 1/X page, push Line Select Key L2 to transfer the frequency in the RECALL field to the active frequency field. The previously-active frequency is transferred to the RECALL field (the recall and active frequencies swap).

3

To change the RECALL frequency value:

3.1

Enter the desired frequency or preset number in the scratchpad.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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CDU OPERATION Pro Line 21 with Optional IFIS COM Radios – Tuning and Control Criptografia: Fred Mesquita Raytheon King Air

3.2

Push the appropriate Line Select Key (L2 for COM1 or R2 for COM2) to transfer the scratchpad frequency value or the frequency associated with the preset number to the RECALL field.

COM RADIOS – PRESET TUNING SUMMARY: COM radios can be tuned to a preset frequency by using Line Select Keys on the COM-specific CONTROL pages. The frequency value and/or identifier assigned to a preset can also be changed. CHECKLIST:

1

With the scratchpad empty, push the Line Select Key next to the desired numbered preset to transfer the numbered preset frequency to the active frequency field. The previously-active frequency is transferred to the RECALL frequency field and changes color to white. NOTE N

2

2.1

The numbered preset data line changes color to green if the frequency is valid. If the preset frequency is invalid, the preset data line changes color to yellow.

To set or change a preset frequency value and/or identifier: Enter a valid frequency value and/or identifier in the scratchpad. NOTE N

A valid identifier is from 1 to 13 characters long, starts with an alpha character, and may contain either alpha or numeric characters. Criptografia: Fred Mesquita

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Pro Line 21 with Optional IFIS CDU OPERATION Raytheon King Air Criptografia: Fred Mesquita COM Radios – Tuning and Control

2.2

Push the appropriate Line Select Key to transfer the preset frequency and/or identifier from the scratchpad to the numbered preset frequency field. The frequency value shows in white and its identifier (if present) shows in cyan. NOTE N

If an invalid frequency value is entered in the scratchpad, when the Line Select Key is pushed an INVALID FREQUENCY message shows in the scratchpad and then the original scratchpad contents show.

COM RADIOS – SQUELCH MODE CONTROL PRECONDITIONS: The squelch mode (ON or OFF) is controlled from the COM-specific CONTROL 1/X page. CHECKLIST:

1

On the COM-specific CONTROL 1/X page, push Line Select Key R1 to change the squelch state. The selected state (ON or OFF) is enlarged and shows in cyan. NOTE N

If squelch is turned off, an SQ advisory shows in cyan in the COM1/COM2 line on the TUNE page.

COM RADIOS – SELF TEST CONTROL PRECONDITIONS: The COM radio’s self-test mode is controlled from the COM-specific CONTROL 1/X page.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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CDU OPERATION Pro Line 21 with Optional IFIS COM Radios – Tuning and Control Criptografia: Fred Mesquita Raytheon King Air

CHECKLIST:

1

On the COM-specific CONTROL 1/X page, push the TEST Line Select Key R2 to initiate a self test of the COM radio. During the self test, the TEST legend is enlarged and shows in cyan. NOTE N

When the self test is complete (after approximately 10 seconds), the TEST legend shrinks and shows in white letters.

COM RADIOS – MESSAGES CHECKLIST:

1

A cyan TX advisory shows to the right of the COM 1 legend or to the left of the COM 2 legend on the TUNE page to indicate that radio is transmitting.

2

A cyan SQ advisory shows next to the radio legend (and next to the TX advisory if it is present) to indicate that squelch for that radio has been turned off.

COM RADIOS – EMERGENCY RADIO TUNING RATIONALE: In the event of a dual CDU failure, the procedure that follows can be used to tune the COM radios to the emergency frequency of 121.5 MHz. CHECKLIST:

1

Set power to both radio controllers to off. Criptografia: Fred Mesquita

18-12

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS CDU OPERATION Raytheon King Air Criptografia: Fred Mesquita NAV/DME Radio Tuning and Control

2

Set power to both VHF radios to off.

3

Re-apply power to both VHF radios. C

CAUTION It is possible that the results described may not be obtained in some installations.

NAV/DME RADIO TUNING AND CONTROL RATIONALE: The NAV1/DME1 and NAV2/DME2 radio frequencies may be tuned from either the first TUNE page or from the NAV-specific CONTROL pages. NAV and DME radio control and frequency presets are controlled from the NAV-specific CONTROL pages. The CDU(s) can also receive VOR and DME tuning commands from the FMS. SUMMARY: The NAV radios may be tuned by frequency, preset number, or station identifier. The first TUNE page and the NAV-specific CONTROL pages display both frequency and station identifier if the radio has been manually tuned by station identifier. Active flight plan origin, destination, or alternate airport localizer frequency may be tuned by the localizer identifier. If an identifier has been selected that has multiple associated frequencies the TUNE page may be replaced with a SELECT NAVAID page, refer to the NAV/DME Radios — SELECT NAVAID section for additional information.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

18-13

CDU OPERATION Pro Line 21 with Optional IFIS NAV/DME Radio Tuning and Control Criptografia: Fred Mesquita Raytheon King Air

PRECONDITIONS: If the value entered in the scratchpad is an invalid frequency or preset number when the Line Select Key is pushed, the scratchpad displays INVALID FREQUENCY for approximately 1 second and then displays the original scratchpad contents. The active NAV radio frequency remains unchanged. If an identifier is entered and not found in the database, the scratchpad displays NOT IN DATABASE for approximately 1 second and then displays the original scratchpad contents. If an invalid station identifier is entered, the scratchpad displays INVALID IDENTIFIER for approximately 1 second and then displays the original scratchpad contents. The active NAV radio frequency remains unchanged. RULES: The active NAV frequency, identifier, and DME hold frequency show in green for approximately 3 seconds after entry and whenever the commanded CDU frequency matches the echo frequency from the radio. If the echo frequency from the radio is flagged as failed, missing, or does not match the commanded frequency, the active frequency and identifier shows in yellow. The conditions that follow define a valid frequency, preset number entry, and NAVAID identifier: • Frequency tuning increments are 50 kHz with a display precision to tens of kHz. Criptografia: Fred Mesquita 18-14

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS CDU OPERATION Raytheon King Air Criptografia: Fred Mesquita NAV/DME Radio Tuning and Control

• Frequency restrictions: • Three to five digits have been entered (e.g., 1081 = 108.10). • The digits entered are between 108 and 11795 for the baseline NAV and DME radio frequencies (108.00 to 117.95 MHz). If the extended DME frequency range option has been installed, the digits entered are between 108 and 11795 (108.00 to 117.95 MHz) and between 133 and 13595 (133.00 to 135.95 MHz). • For a preset, valid preset numbers are from 1 to 20. • For NAVAID identifiers: • Two to four characters have been entered. • The characters entered are alpha and/or numeric. • The character string contains at least one alpha character. • The character string may start with a numeric character. CHECKLIST:

1

To show the first TUNE page, either push the TUN key on the CDU keyboard or while on the NAV-specific CONTROL page push the Line Select Key next to the NAV radio active frequency line with the scratchpad empty.

2

To show the NAV-specific CONTROL pages, while on the TUNE page push the Line Select Key next to the NAV1 or NAV2 active frequency line with the scratchpad empty.

3

Push the PREV or NEXT keys on the CDU keyboard to advance forward or backward through pages.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

18-15

CDU OPERATION Pro Line 21 with Optional IFIS NAV/DME Radio Tuning and Control Criptografia: Fred Mesquita Raytheon King Air

NAV/DME RADIOS – FREQUENCY SELECTION SUMMARY: Active NAV radio frequencies can be changed from a TUNE page, a NAV-specific CONTROL page, or a SELECT NAVAID page. Frequencies can be changed by direct entry, by the selection of a predefined preset frequency, or by entering a navaid station identifier (e.g., KCID). If the frequency is selected by an identifier, the frequency and identifier show in the active frequency field. CHECKLIST:

1

To change the active NAV radio frequency from a TUNE page, enter a valid NAV frequency, station identifier, or preset number in the scratchpad and then push the LSK next to the NAV radio legend. The frequency value or the frequency associated with the station identifier or preset number is transferred to the NAV radio’s active frequency field.

2

To change the active NAV radio frequency from the NAV-specific CONTROL page:

2.1

Enter a valid NAV frequency, station identifier, or preset number in the scratchpad and then push Line Select Key L1 next to the NAV radio legend. or

2.2

With the scratchpad empty, push a associated with a preset number/frequency to transfer the preset frequency to the NAV radio’s active frequency field.

Criptografia: Fred Mesquita 18-16

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS CDU OPERATION Raytheon King Air Criptografia: Fred Mesquita NAV/DME Radio Tuning and Control

3

To change the active NAV radio frequency from a SELECT NAVAID page: With the scratchpad empty, push a next to the desired NAVAID to transfer the NAVAID frequency and identifier to the NAV radio’s active frequency field.

NAV/DME RADIOS – DME HOLD SUMMARY: If DME HOLD is not active, the DME radio is tuned to the same frequency as the on-side NAV radio. CHECKLIST:

1

To place a DME radio in the DME HOLD mode, on the TUNE page push the DME1 Line Select Key L2 or DME2 Line Select Key R2 (if installed).

1.1

The active DME frequency associated with the on-side NAV radio is placed in HOLD.

1.2

The HOLD legend next to the active DME frequency field shows enlarged and in cyan on both the TUNE and NAV-specific CONTROL pages.

2

To cancel the DME HOLD mode, with the scratchpad empty push the DME1 Line Select Key L2 or DME2 Line Select Key R2 (if installed). The HOLD legend next to the active DME frequency field shows small and in white on both the TUNE and NAV-specific CONTROL pages.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

18-17

CDU OPERATION Pro Line 21 with Optional IFIS NAV/DME Radio Tuning and Control Criptografia: Fred Mesquita Raytheon King Air

POST CONDITIONS: The DME frequency shows in yellow on both the TUNE and NAV-specific CONTROL pages if DME HOLD is inactive and the echoed frequency is flagged or missing.

NAV/DME RADIOS – OPERATION CONTROL SUMMARY: In addition to allowing tuning of the active NAV and DME frequencies, the NAV-specific radio CONTROL pages are used to control the NAV and DME radio features that follow: • NAV test function • DME Hold • If enabled, independent DME tuning • NAV AUTO tune selection • NAV presets • Marker beacon sensitivity selection. CHECKLIST:

1

To change the NAV tuning mode, push the NAV TUNING Line Select Key R1. The possible mode selections are AUTO or MAN. The selected mode shows enlarged and in cyan.

1.1

If the AUTO mode is selected, a cyan AUTO legend shows on the TUNE page next to the NAV active frequency field.

1.2

If one of the conditions that follow exist, manual (MAN) mode is automatically selected: • FMC Mode Word 1 is received indicating NAV radio tuning is in manual mode.

Criptografia: Fred Mesquita 18-18

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS CDU OPERATION Raytheon King Air Criptografia: Fred Mesquita NAV/DME Radio Tuning and Control

• FMC Mode Word 3 is received indicating the FMC will not auto tune the NAV radio. • FMC Mode Word 1 and/or FMC Mode Word 3 is flagged or missing. • The NAV radio is manually tuned by a CDU. 1.3

If the FMS indicates the AUTO tune mode will not be accepted and the Line Select Key R1 is pushed, an AUTO NOT AVAILABLE message shows in approximately 1 second and the tuning mode remains in manual (MAN).

2

To initiate an NAV/DME self test, push the TEST Line Select Key R2. The TEST legend enlarges and shows in cyan when the self test is active. A NAV/DME self-test cycle lasts approximately 10 seconds. A white TEST INHIBITED advisory shows on the TEST line if either the FMC Mode Word 3 is received with inhibit active or if the NAV TEST INHIBIT input is present.

3

To set or change a preset frequency value and/or identifier:

3.1

Enter a valid frequency value and/or identifier in the scratchpad. NOTE N

A valid identifier is from 1 to 13 characters long, starts with an alpha character, and may contain either alpha or numeric characters.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

18-19

CDU OPERATION Pro Line 21 with Optional IFIS NAV/DME Radio Tuning and Control Criptografia: Fred Mesquita Raytheon King Air

3.2

Push the appropriate Line Select Key to transfer the preset frequency and/or identifier from the scratchpad to the numbered preset frequency field. The frequency value will show in white and its identifier (if present) shows in cyan. NOTE N

3.3

If an invalid frequency value is entered in the scratchpad, when the Line Select Key is pushed an INVALID FREQUENCY message shows in the scratchpad and then the original scratchpad contents show.

Use the keyboard NEXT or PREV function keys to move between CONTROL pages.

NAV/DME RADIOS – SELECT NAVAID OPERATION RATIONALE: The entry of a station identifier with more than one VOR, DME, or localizer associated with it will cause the SELECT NAVAID page(s) to show unless one of the NAVAIDs is within 300 nmi of the airplane’s FMS position. In that case, the frequency associated with that NAVAID is returned and the SELECT NAVAID page does not show. SUMMARY: The SELECT NAVAID page provides distinguishing information to allow the pilot to select the desired NAVAID. If there are more than two possible NAVAIDs, the data shows on subsequent SELECT NAVAID pages, which show the current page number of the total number of pages in the upper right corner separated by a / (slash). The NEXT and PREV function keys are used to move between SELECT NAVAID pages. RULES: The possible NAVAIDs are ordered by increasing distance from the airplane’s FMS position.

Criptografia: Fred Mesquita 18-20

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS CDU OPERATION Raytheon King Air Criptografia: Fred Mesquita ADF Radio Tuning and Control

CHECKLIST:

1

To select a NAVAID, push the associated Line Select Key. This will transfer the NAVAID frequency and identifier data to the NAV radio’s active frequency field.

POST CONDITIONS: Upon completion of the NAVAID selection, the page that is in view automatically changes back to the page from where the NAVAID page was entered.

NAV/DME RADIOS – FMS DME TUNING SUMMARY: The FMS is allowed to automatically tune the on-side VOR channel whenever the on-side NAV receiver is not the active navigation source and the associated DME receiver is not in the DME HOLD mode. The FMS is allocated to channel 3 of the DME. Channel 2 of the DME can be allocated to the cross-side NAV receiver or to the cross-side FMS. Channel 1 of the DME is allocated to the on-side active NAV frequency. FMS autotune commands are pre-empted if the pilot tunes the radios with a CDU.

ADF RADIO TUNING AND CONTROL RATIONALE: Depending on the airplane configuration and options installed, the ADF1 and ADF2 (if present) radio frequencies may be tuned from either the TUNE page or from the ADF-specific CONTROL pages. ADF radio mode control and frequency presets are controlled from the ADF-specific CONTROL pages. SUMMARY: In the baseline airplane configuration, TCAS is not installed and only one ADF radio is present. Only one TUNE page is present and the

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

18-21

CDU OPERATION Pro Line 21 with Optional IFIS ADF Radio Tuning and Control Criptografia: Fred Mesquita Raytheon King Air

CONTROL page is titled ADF. If the TCAS option is installed, two TUNE pages are provided. If the second ADF radio option is installed, two TUNE pages and ADF-specific CONTROL pages are provided. When two TUNE pages are present, the active ADF radio frequencies show on the first TUNE page. However, the active ADF radio frequency can only be changed from the second TUNE page or the ADF-specific CONTROL page.

Criptografia: Fred Mesquita 18-22

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS CDU OPERATION Raytheon King Air Criptografia: Fred Mesquita ADF Radio Tuning and Control

CHECKLIST:

1

To show the first TUNE page, either push the TUN key on the CDU keyboard or while on the ADF-specific CONTROL page push the Line Select Key next to the ADF1 or ADF2 active frequency line with the scratchpad empty.

2

To show the ADF-specific CONTROL page, while on the TUNE page push the Line Select Key next to the ADF1 or ADF2 active frequency line with the scratchpad empty.

3

Push the PREV or NEXT keys on the CDU keyboard to advance forward or backward through pages.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

18-23

CDU OPERATION Pro Line 21 with Optional IFIS ADF Radio Tuning and Control Criptografia: Fred Mesquita Raytheon King Air

ADF RADIO – FREQUENCY TUNING PRECONDITIONS: In the baseline airplane configuration, TCAS is not installed and only one ADF radio is present. In this case, the ADF radio frequency can be changed from the single TUNE page. If the TCAS II option and/or the second ADF radio option is installed, a second TUNE page is provided. In this case, the ADF radio frequencies show on the first TUNE page but are changed from the second TUNE page. Use the NEXT and PREV keys on the keyboard to move between the two pages. Active ADF radio frequencies can also be changed from the ADF-specific CONTROL pages. If the value entered in the scratchpad is an invalid ADF frequency or preset number when the Line Select Key is pushed, the scratchpad displays INVALID FREQUENCY for approximately 1 second and then displays the original scratchpad contents. The active ADF radio frequency remains unchanged. RULES: The active ADF frequency shows in green for approximately 3 seconds after entry and whenever the commanded CDU frequency matches the echo frequency from the radio. If the echo frequency from the radio is flagged as failed, missing, or does not match the commanded frequency, the active frequency value shows in yellow. The numbered preset data shows in green when it is selected and its active frequency is valid. The numbered preset data shows in yellow when it is selected and its active frequency is invalid. The conditions that follow define a valid frequency or preset number entry: • ADF tune increments are 500 Hz but show to a precision of 100 Hz. • Three to five digits have been entered (e.g., 1905 = 190.5). • For the baseline ADF radio frequency range, the digits entered are between 190 and 17990 in increments of 0.5 (190.0 to 1799.0 kHz). • If the optional ADF frequency range has been added, the digits entered are between 190 and 17990 in increments of 0.5 (190.0 to 1799.0 kHz) and between 21790 and 21850 (2179.0 to 2185.0 kHz). • Valid preset numbers are from 1 to 20.

Criptografia: Fred Mesquita 18-24

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS CDU OPERATION Raytheon King Air Criptografia: Fred Mesquita ADF Radio Tuning and Control

CHECKLIST:

1

To change the active ADF radio frequency from a TUNE page, enter a valid ADF frequency or preset number in the scratchpad and then push the Line Select Key next to the ADF radio legend. The frequency value or the frequency associated with the preset number is transferred to the ADF radio’s active frequency field.

1.1

With only a single TUNE page present, push Line Select Key L6.

1.2

With two TUNE pages present, on the TUNE 2/2 page push Line Select Key L3 for ADF1 or Line Select Key R3 for ADF2 (if present).

2

2.1

To change the active ADF radio frequency from the ADF-specific CONTROL page: Enter a valid ADF frequency or preset number in the scratchpad and then push Line Select Key L1 next to the ADF radio legend. or

2.2

With the scratchpad empty, push a Line Select Key associated with a preset number/frequency to transfer the preset frequency to the ADF radio’s active frequency field.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

18-25

CDU OPERATION Pro Line 21 with Optional IFIS ADF Radio Tuning and Control Criptografia: Fred Mesquita Raytheon King Air

ADF RADIO – OPERATION CONTROL SUMMARY: The ADF-specific radio CONTROL page is used to control ADF mode, BFO selection, self-test initiation, and preset tuning frequency definition. CHECKLIST:

1

To change the ADF operating mode between ADF and ANT, push the MODE Line Select Key L2. The selected mode shows enlarged and in cyan. If the ANT mode is selected, a cyan ANT advisory shows on the TUNE page next to the ADF active frequency field.

2

To change the BFO mode between ON and OFF, push the BFO Line Select Key R1. The selected mode shows enlarged and in cyan. If the BFO is selected ON, a cyan BFO advisory shows on the TUNE page next to the ADF active frequency field.

3

To initiate an ADF self test, push the TEST Line Select Key R2. The TEST legend enlarges and shows in cyan while the self test is active. An ADF test cycle lasts approximately 10 seconds.

4

To set or change a preset frequency value and/or identifier:

4.1

Enter a valid frequency value and/or identifier in the scratchpad. NOTE N

A valid identifier is from 1 to 13 characters long, starts with an alpha character, and may contain either alpha or numeric characters.

Criptografia: Fred Mesquita 18-26

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

CDU OPERATION ATC Transponder Control

4.2

Push the appropriate Line Select Key to transfer the preset frequency and/or identifier from the scratchpad to the numbered preset frequency field. The frequency value will show in white and its identifier (if present) shows in cyan. If an invalid frequency value is entered in the scratchpad, when the Line Select Key is pushed an INVALID FREQUENCY message shows in the scratchpad and then the original scratchpad contents show.

4.3

Use the keyboard NEXT or PREV function keys to move between CONTROL pages.

ATC TRANSPONDER CONTROL RATIONALE: The active ATC transponder ident beacon code selection function may be tuned from either the first TUNE page or from the ATC CONTROL page. ATC transponder ident beacon codes and control functions for the active transponder are controlled from the ATC CONTROL page. SUMMARY: The ident beacon code for the active ATC transponder can be set from the ATC# line (“#” indicates the active transponder) on the first TUNE page or the ATC CONTROL page. Active ATC transponder mode and status settings are controlled from the ATC CONTROL page.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

18-27

CDU OPERATION ATC Transponder Control

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

CHECKLIST:

1

To show the TUNE page, either push the TUN key on the CDU keyboard or while on the ATC CONTROL page push Line Select Key L1 (next to the active transponder ID) with the scratchpad empty.

Criptografia: Fred Mesquita 18-28

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

2

CDU OPERATION ATC Transponder Control

To show the ATC CONTROL page while on the TUNE page, push Line Select Key L5 (next to the active transponder ID) with the scratchpad empty.

ATC IDENT CODE SELECTION PRECONDITIONS: The active ATC ident beacon code selection is made with the ATC# Line Select Key. RULES: A valid ATC transponder ident beacon code is defined as follows: • One to four digits have been entered (e.g., 1 = 0001). • The digits entered are within a range of from 0 (zero) to 7777 (inclusive). CHECKLIST:

1

If a valid ATC beacon code value is entered in the scratchpad, operation of the ATC# Line Select Key transfers the value from the scratchpad to the active beacon code display.

2

If the beacon code value entered in the scratchpad is invalid, operation of the ATC# Line Select Key will cause the message INVALID CODE to show for approximately 1 second followed by the original scratchpad contents. The active beacon code value remains unchanged.

POST CONDITIONS: The active ATC transponder beacon code is green for approximately 3 seconds after pilot entry and whenever the CDU-commanded beacon code matches the beacon code echoed from the active transponder. If the beacon code echoed back from the transponder is missing, flagged, Criptografia: Fred Mesquita 1st Edition 25 Aug 05

18-29

CDU OPERATION ATC Transponder Control

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

or does not match the commanded beacon code, the beacon code changes color to yellow. If the transponders are in STBY (standby), the beacon code shows in white. If a fault in the active transponder is detected, an XPDR FAIL message shows in yellow on the TUNE and ATC CONTROL pages to the right of the ATC legend and beacon code.

ATC MODE AND STATUS CONTROL PRECONDITIONS: To show the ATC CONTROL page, while on the TUNE page push Line Select Key L5 (next to the active transponder ID) with the scratchpad empty. CHECKLIST:

1

An IDENT initiation is made by selecting the IDENT Line Select Key L2. The IDENT legend will enlarge and change color to cyan when it is selected and active. The IDENT function remains active for approximately 18 seconds and while it is active, an IDENT message shows to the right of the ATC legend on the TUNE page.

2

To set the altitude-reporting mode to ON or OFF, push the ALT REPORT ON/OFF Line Select Key R1. The selected mode (ON or OFF) shows enlarged and in cyan. If altitude reporting is set to OFF, the ALT OFF message shows in cyan to the right of the ATC legend on the TUNE page. The ALT REPORT status (ON or OFF) shows with the active status enlarged and in cyan.

Criptografia: Fred Mesquita 18-30

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

CDU OPERATION ATC Transponder Control

3

To select the active ATC transponder (ATC1 or ATC2), push the SELECT ATC1/ATC2 Line Select Key. The selected transponder (ATC1 or ATC2) shows enlarged and in cyan. The selected transponder will show to the right of Line Select Key L5 on the TUNE page.

4

To set the ATC transponder mode to on or standby, push the MODE Line Select Key. The selected mode (ON or STBY) shows enlarged and in cyan.

5

To initiate a self test of the active ATC transponder, push the TEST Line Select Key R2. The TEST legend is enlarged and shown in cyan while the self test is active. An ATC transponder test cycle lasts approximately 10 seconds. C

6

CAUTION If installed, TCAS will also be automatically placed in TEST when the ATC self-test is active.

If the Flight ID option has been activated for the airplane, the FLIGHT ID field on the ATC CONTROL page is used to enter the Flight Identification code. Up to eight alphanumeric characters may be entered into the FLIGHT ID field. The FLIGHT ID code may also be entered or changed on the TUNE 2/2 page. NOTE N

7

Once it has been entered, the Flight ID value shows in green if a transponder is active, otherwise it shows in white.

TYPE S shows in cyan if the selected transponder is a Mode S type.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

18-31

CDU OPERATION HF Radio Tuning and Control

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

8

The altitude source (ADC1 or ADC2) shows in cyan when active.

9

The reported altitude shows in the center of the ATC CONTROL page display below the altitude source (ADC1 or ADC2) when the transponder is in Mode C. When valid, the altitude shows in white. If the altitude data is missing or flagged, it is replaced with four white dashes.

HF RADIO TUNING AND CONTROL RATIONALE: If the airplane is equipped with the single HF radio option, the CDU provides a second TUNE page and HF-specific CONTROL and PRESET pages for the HF radio. SUMMARY: The active HF frequency can be tuned from the HF1 active frequency lines on the TUNE 2/2 page, the HF-specific CONTROL page, or the HF-specific PRESETS pages. HF radio channel, mode control, and power settings and access to frequency presets are controlled from the HF-specific CONTROL page. Predefined frequency, emission mode, and channel identifiers for up to 20 entries are controlled from the HF-specific PRESETS pages.

Criptografia: Fred Mesquita 18-32

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

CDU OPERATION HF Radio Tuning and Control

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

18-33

CDU OPERATION HF Radio Tuning and Control

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

PRECONDITIONS: When the HF radio option is installed, a second TUNE page and a CONTROL page for the HF radio are provided. The active HF radio frequency can be changed from the TUNE 2/2 page, from the HF CONTROL page, or from any of the HF PRESETS 1/X pages. If the value entered in the scratchpad is an invalid HF frequency or preset number, an INVALID FREQUENCY (simplex/duplex mode) or INVALID CHANNEL (maritime or emergency mode) message shows in the scratchpad for approximately 1 second when the Line Select Key is pushed. The active HF radio frequency will not be changed and the scratchpad will return to its original entry. RULES: The active HF frequency shows in green for approximately 3 seconds after entry and whenever the commanded CDU frequency matches the echo frequency from the radio. If the echo frequency from the radio is flagged as failed, missing, or does not match the commanded frequency, the active frequency value shows in yellow. The numbered preset data shows in green when it is selected and its active frequency is valid. The numbered preset data shows in yellow when it is selected and its active frequency is invalid. The conditions that follow define a valid frequency, maritime channel, emergency channel, or preset number entry:

Criptografia: Fred Mesquita 18-34

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

CDU OPERATION HF Radio Tuning and Control

• If a maritime channel has been selected, a small cyan MAR legend shows to the right of the active channel. If an emergency channel has been selected, a small EMER legend shows to the right of the active channel. • One to six digits have been entered for a simplex frequency followed by the letter “F” (optional only for simplex mode). The decimal point is optional if no decimal digits are required (e.g., 5 = 5.0000). • The digits entered for frequency are between 2.0000 and 29.9999 in increments of 0.0100 (2.0 to 29.9999 MHz in 100-Hz increments). • A duplex receive frequency has an “R” entered as the first character. • A duplex transmit frequency has a “T” entered as the first character. • Three to four digits, no decimal point, and the letter “M” have been entered for a maritime channel. (The letter “M” is optional when in the Maritime mode.) • The range for a maritime channel is 0401 to 0429, 0601 to 0608, 0801 to 0837, 1201 to 1241, 1601 to 1656, 1801 to 1815, 2201 to 2253, and 2501 to 2510. • One digit (from 1 to 6), no decimal point, and the letter “E” have been entered for the emergency channel. • Two letters (“LV”, “UV”, or “AM”) have been entered for the emission mode. Emission mode is necessary only if a frequency (simplex/duplex) has been entered. • Valid presets are from 1 to 20. CHECKLIST:

1

To show the TUNE 2/2 page, do one of the steps that follows: 1. Push the TUN key and then the NEXT key on the CDU keyboard. 2. On an HF-specific CONTROL page, push the Line Select Key next to the HF1 or HF2 active frequency line. 3. On any of the HF-specific PRESETS 1/X pages, push the Line Select Key next to the HF1 or HF2 active frequency line.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

18-35

CDU OPERATION HF Radio Tuning and Control

2

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

To show the HF-specific CONTROL page, while on the TUNE 2/2 page push the Line Select Key next to the HF1 or HF2 active frequency line with the scratchpad empty, or while on a HF-specific PRESETS page, push the CONTROL Line Select Key L6.

HF RADIO – DIRECT TUNING PRECONDITIONS: An HF radio’s active frequency can be changed from the TUNE 2/2 page, from the HF-specific CONTROL page, or from any of the HF-specific PRESETS 1/X pages. CHECKLIST:

1

To change the active HF radio frequency from the TUNE 2/2 page, enter a valid HF frequency, channel, mode, or preset number in the scratchpad and then push the Line Select Key next to the HF radio legend. The frequency value or the frequency associated with the preset number is transferred to the HF radio’s active frequency field.

2

To change the active HF radio frequency from the CONTROL page, enter a valid HF frequency, channel, mode, or preset number in the scratchpad and then push Line Select Key L1 next to the HF radio legend.

3

To change the active HF radio frequency from any of the HF PRESETS pages, enter a valid HF frequency, channel, mode, or preset number in the scratchpad and then push Line Select Key L1 next to the HF radio legend.

Criptografia: Fred Mesquita 18-36

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

CDU OPERATION HF Radio Tuning and Control

HF RADIO – PRESET TUNING SUMMARY: An HF radio can be tuned to a preset frequency by using a Line Select Key associated with a predefined entry on any of the HF-specific PRESETS pages that contains frequency, channel, and mode information as appropriate. Preset entries can also be edited. PRECONDITIONS: The HF-specific PRESETS 1/X page is accessed from the HF-specific CONTROL page with the PRESETS Line Select Key L6. Push the NEXT or PREV keys on the CDU keyboard to move forward or backward through the remaining PRESETS pages. CHECKLIST:

1

With the scratchpad empty, push the Line Select Key next to the desired numbered preset entry to transfer the numbered preset frequency, channel, and mode information to the active frequency field. NOTE N

2

The numbered preset entry information will change color to green if the frequency is valid. If the information is not valid, it will change color to yellow.

To set or change a preset entry: 1. Enter valid frequency, emission mode, and identifier information (in that order) in the scratchpad. A valid identifier is from 1 to 12 characters long, starts with an alpha character, and may contain either alpha or numeric characters.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

18-37

CDU OPERATION HF Radio Tuning and Control

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

2. Push the appropriate Line Select Key to transfer the preset data from the scratchpad to the numbered preset field. The preset entry information shows in white and its identifier (if present) shows in cyan. If any of the information entered in the scratchpad is invalid, an INVALID FREQUENCY (simplex/duplex mode) or INVALID CHANNEL (maritime or emergency mode) message shows in the scratchpad for approximately 1 second when the Line Select Key is pushed. The scratchpad will then return to its original entry.

HF RADIO – OPERATING MODE CONTROL SUMMARY: An HF radio’s operating mode is controlled from the HF-specific CONTROL page. CHECKLIST:

1

To change the HF operating mode between FREQ (frequency), EMER (emergency), and MAR (maritime), push the MODE Line Select Key L5 as required to select the desired mode. The selected mode shows enlarged and in cyan. NOTE N

If the Maritime channel tuning option is not enabled, the MAR mode selection is not present.

HF RADIO – SQUELCH CONTROL PRECONDITIONS: An HF radio’s squelch level is controlled from either the TUNE 2/2 page or the HF-specific CONTROL page. Criptografia: Fred Mesquita 18-38

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

CDU OPERATION HF Radio Tuning and Control

CHECKLIST:

1

To change the HF radio’s squelch level (SQ), use the Line Select Keys next to the up (↑) and down (↓) arrows (when present) to set the squelch level at SQ0, SQ1, SQ2, or SQ3. The selected squelch level shows in cyan next to the HF radio legend. NOTE N

Up (↑) and/or down (↓) arrows shows as appropriate for the direction(s) that the current squelch level may be adjusted. For example, if a squelch level of “3” (SQ3) shows, only a down arrow is present. If SQ0 shows, only an up arrow is present.

HF RADIO – POWER LEVEL CONTROL PRECONDITIONS: An HF radio’s transmit power level is controlled from the HF-specific CONTROL page. CHECKLIST:

1

To change the HF radio’s transmit power level, use the POWER Line Select Key R1 to select LO (low), ME (medium), or HI (high). 1. Each push of Line Select Key R1 will select the next power level. 2. The selected power level shows enlarged and in cyan.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

18-39

CDU OPERATION CDU Reversion

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

HF RADIO – SELF TEST CONTROL PRECONDITIONS: An HF radio’s self-test mode is controlled from the HF-specific CONTROL page. CHECKLIST:

1

To initiate a self test of the HF radio, push the TEST Line Select Key R2. During the self test, the TEST legend is enlarged and shown in cyan. NOTE N

When the self test is complete (after approximately 4 seconds), the TEST legend shrinks and shows in white.

HF RADIO – MESSAGES CHECKLIST:

1

A cyan TX advisory shows to the right of the HF radio legend on the TUNE 2/2, HF-specific CONTROL page, and each of the HF-specific PRESETS pages when the HF radio is transmitting.

CDU REVERSION RATIONALE: During normal operating conditions, each CDU directly controls only its on-side radios. Cross-side radios are indirectly controlled via cross-talk communications between the two CDUs. In the event that the cross-side CDU, the link to the cross-side CDU, or the link between the cross-side CDU and its radios fails, the on-side CDU can be configured to control cross-side radios through reversion of the cross-side CDU. Criptografia: Fred Mesquita 18-40

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

CDU OPERATION CDU Reversion

SUMMARY: Loss of cross-side radio tuning capability by the on-side CDU is indicated by the removal of all cross-side radio data from the TUNE page display and the message CROSS-SIDE TUNING INOPERATIVE shows in yellow in place of the cross-side radio data. CHECKLIST:

1

To recover control of cross-side radios with the on-side CDU, set the cross-side CDU to off with the remote CDU reversion switch. This will cause the cross-side radios to respond directly to the on-side CDU.

POST CONDITIONS: When the failure has been corrected or the cross-side CDU has been turned off with the CDU reversion switch, the CROSS-SIDE TUNING INOPERATIVE message is removed and cross-side radio data is again shown on the on-side CDU.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

18-41

CDU OPERATION

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

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Criptografia: Fred Mesquita 18-42

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

FGS OPERATION Table of Contents

TABLE OF CONTENTS Title

Page

Flight Director, Select ..................................................................... 19-1 Flight Guidance Transfer ................................................................ 19-3 Flight Director SYNC ...................................................................... 19-4 Half Bank ........................................................................................ 19-6 Autopilot ......................................................................................... 19-8 Yaw Damper ................................................................................. 19-10 Rudder Boost (B300 only) ............................................................ 19-12 Roll Mode ..................................................................................... 19-13 Heading Select Mode ................................................................... 19-14 Navigation Mode .......................................................................... 19-15 Approach Mode (Manual Operation) ............................................ 19-17 Approach Mode (FMS operation) ................................................. 19-19 Go Around Mode .......................................................................... 19-20 Pitch Mode ................................................................................... 19-22 Altitude Hold Mode ....................................................................... 19-23 Altitude Preselect Mode ............................................................... 19-25 Vertical Speed Mode .................................................................... 19-27 Flight Level Change Mode ........................................................... 19-28 Glideslope Approach Mode .......................................................... 19-30 Overspeed Mode .......................................................................... 19-31 Vertical Navigation ........................................................................ 19-33

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

i

FGS OPERATION

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

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Criptografia: Fred Mesquita ii

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

FGS OPERATION Flight Director, Select

FGS OPERATION FLIGHT DIRECTOR, SELECT RATIONALE: With the Autopilot not engaged, the pilot can manually fly the airplane in response to flight guidance system commands shown by the Flight Director command bars. When the Autopilot is engaged, the Autopilot maneuvers the airplane in response to flight guidance system commands and the pilot monitors the flight path by observing the Flight Director command bars. SUMMARY: The Flight Director comes into view on the on-side PFD when the Flight Director is selected. Flight Guidance System mode messages show on both PFDs when either side Flight Director is selected.

CHECKLIST:

1

Push the appropriate FD button on the Flight Guidance Panel (FGP) to select the on-side Flight Director (push-on/push-off). Both Flight Directors are automatically selected upon: • Autopilot engagement

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

19-1

FGS OPERATION Flight Director, Select

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

• Manual selection of Go Around mode • Automatic selection of Overspeed mode. 1.1

The on-side Flight Director is automatically selected upon: • Transfer of flight guidance • Autopilot engagement • Selection of the cross-side Flight Director.

2

The Flight Director provides steering commands and associated mode messages to the PFD. • Mode messages show on both PFDs if either Flight Director is selected or the Autopilot is engaged. • The pilot-side and copilot-side Flight Director modes are synchronized (locked) together. • Upon selection of a lateral and/or vertical mode, except Go Around mode selection, the steering commands smoothly transition to the commands generated by the selected mode.

3

Invalid steering commands are removed and the flag FD shows in red on the PFD.

4

The Flight Director is automatically deselected upon attitude hold reversion for 4 seconds. NOTE N

Deselection of a Flight Director is inhibited while Overspeed mode is active.

Criptografia: Fred Mesquita 19-2

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

FGS OPERATION Flight Guidance Transfer

POST CONDITIONS: The Flight Director or directors come into view and system mode messages show on the PFDs when a Flight Director(s) is selected.

FLIGHT GUIDANCE TRANSFER RATIONALE: The cross-side flight guidance channel can be selected to drive the on-side Flight Director. SUMMARY: Flight guidance is transferred from the on-side to the cross-side flight guidance channel when flight guidance transfer is selected.

CHECKLIST:

1

Push the CPL button on the FGP to transfer flight guidance (push-on/push-off).

2

Normally, the flight guidance computation from the selected flight guidance channel is supplied to the Autopilot and to both Flight Directors.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

19-3

FGS OPERATION Flight Director SYNC

2.1

3

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

In precision approach and Go Around modes, the selected flight guidance computation is provided to the Autopilot, the pilot-side Flight Director is driven by the pilot-side flight guidance channel, and the copilot-side Flight Director is driven by the copilot-side flight guidance channel (dual-independent flight guidance configuration). Upon transferring flight guidance computations, basic modes are automatically selected if the Flight Director is selected, or the Autopilot is engaged. NOTE N

4

The CPL button is not a source switching function and has no effect on which sensors are supplied to each Flight Director, regardless of which Flight Director mode is selected.

Flight guidance transfer is indicated by a green left pointing arrow symbol on the PFD when selected left, and a green right pointing arrow symbol when selected right.

FLIGHT DIRECTOR SYNC RATIONALE: The flight guidance system lateral and vertical references are set to the current flight conditions when the Autopilot is not engaged. SUMMARY: The on-side and cross-side references are set to current conditions as measured by the selected sensors when the Autopilot is not engaged. When the CPL switch is selected left, the references are set to current conditions as measured by the left sensors. When the CPL switch is selected right, the references are set to current conditions as measured by the right sensors. The yoke-mounted SYNC button is used to select Flight Director synchronization. Criptografia: Fred Mesquita 19-4

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

FGS OPERATION Flight Director SYNC

CHECKLIST:

1

Push the yoke-mounted SYNC button.

2

Flight director SYNC is inhibited: • When the Autopilot is engaged • When the cross-side SYNC button is pushed while the cross-side Flight Director is deselected.

3

Flight director SYNC occurs automatically upon: • Autopilot engagement • Transfer of flight guidance from one flight guidance channel to the other.

4

4.1

Flight director SYNC synchronizes (sets) the vertical and/or lateral references to the current conditions. The vertical reference that is synchronized is: • Airspeed, when Flight Level Change mode is active • Vertical speed, when Vertical Speed mode is active • Altitude, when Altitude Hold mode is active • Pitch, when pitch hold is active.

4.2

The only lateral reference that can be synchronized is the Roll mode reference.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

19-5

FGS OPERATION Half Bank

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

4.3

In Go Around mode, SYNC switch operation selects Roll Hold and Pitch Hold modes and the roll and pitch references are reset according to the current airplane attitude.

4.4

Overspeed, altitude preselect capture, and glideslope capture modes are not affected by SYNC button operation.

5

The flight guidance system uses a one-reference concept for controlling references. When the SYNC button is selected, the references on both sides are set to current conditions as measured by the selected sensors.

POST CONDITIONS: The vertical and/or lateral references are set to the current conditions. The message SYNC shows in white on the PFD. The message remains for 3 seconds, or until the SYNC button is released, whichever is longer.

HALF BANK RATIONALE: Half Bank mode is used to limit the bank angle to half the maximum allowable bank angle. SUMMARY: Half bank reduces the maximum commanded bank angle to 15°. Half Bank mode has no effect on Roll Hold mode operation.

Criptografia: Fred Mesquita 19-6

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

FGS OPERATION Half Bank

CHECKLIST:

1

Push the 1/2 BANK button on the Flight Guidance Panel (FGP) to select Half bank.

1.1

Half bank is automatically selected if either Flight Director is selected or the Autopilot is engaged, and the airplane climbs through 18 500 feet pressure altitude. Automatic selection of Half Bank also occurs upon selection of a Flight Director while the airplane is above the Half Bank transition altitude.

1.2

Selection of Half Bank is inhibited: • When lateral Go Around mode is active • By on-side localizer/azimuth capture/track.

2

2.1

Push the 1/2 BANK button on the FGP to manually deselect Half bank. Half bank is automatically deselected: • When the airplane descends through 18 500 feet • By Go Around mode selection

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

19-7

FGS OPERATION Autopilot

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

• By on-side FMS navigation capture.

POST CONDITIONS: The maximum commanded bank angle is set to 15°. A white arc is drawn above the roll scale index marks to indicate Half Bank is active. The arc extends out 15° either side of the 0 (zero)° triangle on the roll scale.

AUTOPILOT RATIONALE: The Autopilot maneuvers the airplane in response to steering commands from the flight guidance system. SUMMARY: When the Autopilot is engaged, the Autopilot servos position the airplane control surfaces in response to commands from the flight guidance computer. The Autopilot also provides commands to drive the airplane pitch trim system to relieve elevator servo forces while the Autopilot is engaged. Pilot input to the Autopilot is via the Flight Guidance Panel (FGP) and switches on the control yokes.

CHECKLIST:

1

Push the AP button on the FGP. Autopilot engagement occurs if:

Criptografia: Fred Mesquita 19-8

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

FGS OPERATION Autopilot

• The AP/YD DISC switch-bar on the FGP is in the up position • No unusual attitudes, rates, or accelerations are present • The Flight Guidance Computers (FGC) have completed initial power-on tests and no FGC failures are detected by internal monitors. NOTE N

2

Engaging the Autopilot also engages the Yaw Damper.

Push the AP/YD DISC button on the left power lever to disengage the Autopilot. Disengagement also occurs when: • The AP button on the FGP is pushed • The YD is disconnected with the YD button on the FGP • The manual pitch trim switch on the outboard side of the control wheels is operated • The AP/YD DISC switch-bar on the FGP is positioned down. NOTE N

2.1

Operation of the AP/YD DISC switch on either control yoke also disengages the YD.

The Autopilot disengages automatically when: • A failure condition is detected by FGC monitoring of the Autopilot • A stall condition is detected (indicated by a stall warning discrete from the airplane system) • The extreme attitude limits are exceeded.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

19-9

FGS OPERATION Yaw Damper

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

POST CONDITIONS: The Autopilot provides the control signals required to drive the aileron and elevator servos in response to the flight guidance commands from the Flight Director. The message AP shows in green on the PFD when the Autopilot is engaged. The Autopilot provides commands to drive the airplane pitch trim system to relieve elevator servo forces while the Autopilot is engaged. Disengagement of the Autopilot, for any reason, triggers the Autopilot disengage warning, which consists of: • A flashing red AP on the PFD • The Autopilot disconnect horn sounds. Push either the AP/YD DISC button or go around button to cancel the Autopilot disengage warning.

YAW DAMPER RATIONALE: The Yaw Damper dampens yaw and provides turn coordination. SUMMARY: The Yaw Damper provides the control signals needed to drive the rudder servo as required for yaw damping and turn coordination. The Yaw Damper is automatically selected upon Autopilot engagement.

Criptografia: Fred Mesquita 19-10

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

FGS OPERATION Yaw Damper

CHECKLIST:

1

Push the YD button on the FGP to select the Yaw Damper. The Yaw Damper is automatically selected upon Autopilot engagement. Engagement occurs if: • The AP/YD DISC switch-bar is in the up position • No unusual rates are present • Initial FGC power-up tests are passed and continuous self-monitoring in the FGC is detecting no failures in the YD.

2

Push the YD button on the FGP to disengage the Yaw Damper. Disengagement also occurs when: • The AP/YD DISC button on either control yoke is pushed. • The AP/YD DISC switch-bar on the FGP is lowered. • A failure condition is detected by FGC monitoring of the YD.

3

Disengagement of the Yaw Damper, for any reason, causes a Yaw Damper disengage warning on the PFD. The Yaw Damper disengage warning is a flashing yellow YD. After a 10 second time-out, the Yaw Damper disengage warning is automatically canceled. The message YD shows in white on the PFD when the YD is disengaged.

POST CONDITIONS: The Yaw Damper provides the control signals to drive the rudder servo as required for yaw damping and turn coordination. Disengagement of the Yaw Damper, for any reason, causes a Yaw Damper disengage warning on the PFD. The Yaw Damper disengage warning is a flashing yellow YD. After a 10 second time-out, the YD Criptografia: Fred Mesquita 1st Edition 25 Aug 05

19-11

FGS OPERATION Rudder Boost (B300 only)

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

disengage warning is automatically canceled. The message YD shows in white on the PFD when the YD is disengaged. Reengage the YD to cancel the YD disengage warning.

RUDDER BOOST (B300 ONLY) RATIONALE: The Rudder Boost system for the B300 applies rudder torque when asymmetric thrust exceeds limits. The Rudder Boost torque helps compensate for the asymmetric thrust condition caused by an engine failure condition. SUMMARY: The Flight Guidance Computers, in conjunction with Rudder Boost sensor inputs direct from each engine, perform the Rudder Boost function. When armed, the Rudder Boost system monitors the Rudder Boost sensor inputs and automatically applies rudder torque when asymmetric thrust exceeds limits. The Rudder Boost torque helps compensate for the asymmetric thrust condition. The pilot can override the Rudder Boost command through the rudder pedals, interrupt the command with the AP/YD disconnect switch on either control yoke (push to the first level), or disconnect the system with the Rudder Boost OFF/ARM switch either control yoke. PRECONDITIONS: The AP/YD DISC bar on the FGP needs to be in the normal (up) position for Rudder Boost to operate. CHECKLIST:

1

Select ARM on the Rudder Boost OFF/ARM switch.

POST CONDITIONS: Rudder Boost operates to reduce the yaw motion due to the asymmetric thrust caused by an engine failure condition. When Rudder Boost is active, the magnitude of rudder servo torque is proportional to the amount of out of balance thrust between the two engines.

Criptografia: Fred Mesquita 19-12

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

FGS OPERATION Roll Mode

Yaw damper operation is suspended when the Rudder Boost system is activated. The Yaw Damper smoothly resumes operation when Rudder Boost is deactivated.

ROLL MODE RATIONALE: Roll mode holds the roll reference when no other lateral modes are active. SUMMARY: Roll mode generates commands to hold the roll reference. Upon selection of Roll mode, the roll reference is set to the current bank angle if the bank angle is greater than 5°. Otherwise, the roll reference is set to the current heading. Roll hold commands are supplied to the Flight Directors, Autopilot, and EFIS. CHECKLIST:

1

Roll mode is automatically selected when: • No other lateral mode is active • Flight guidance transfer is selected.

2

Roll mode is automatically deselected by manual selection or automatic selection/capture of another active lateral mode.

POST CONDITIONS: Roll mode generates commands to hold the Roll mode reference. Upon selection of Roll mode, the roll reference is set to the current bank angle if the bank angle is greater than the 5°. Otherwise, the roll reference is set to the current heading. The Roll mode reference is reset to either the current bank angle, or the current heading upon: • Autopilot engagement • Transferring flight guidance computations. Criptografia: Fred Mesquita 1st Edition 25 Aug 05

19-13

FGS OPERATION Heading Select Mode

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

The message ROLL shows in green in the lateral capture field on the PFD. The message flashes for 10 seconds upon selection. While on the ground (defined as weight on the main strut), the roll reference is continuously synchronized to the current airplane heading. After liftoff, the reference is the heading that existed at liftoff.

HEADING SELECT MODE RATIONALE: Heading Select mode captures and tracks the selected heading reference, shown on the PFD by the heading bug and digital readout. SUMMARY: Heading Select mode generates commands to capture and track the selected heading reference. These commands are supplied to the Flight Directors, Autopilot, and EFIS. The selected heading reference is set with the HDG knob on the FGP and the SYNC buttons.

CHECKLIST:

1

Push the HDG button on the FGP to select Heading Select mode.

2

Operate the HDG knob on the FGP to set the selected heading reference. Push the HDG knob to synchronize the selected heading reference to the current airplane heading. Criptografia: Fred Mesquita

19-14

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

3

3.1

FGS OPERATION Navigation Mode

Push the HDG button on the FGP to deselect Heading Select mode. Manual selection or automatic selection/capture of another active lateral mode deselects Heading Select mode.

POST CONDITIONS: Heading Select mode generates commands to capture and track the selected heading reference. The message HDG shows in green in the lateral capture field on the PFD when Heading Select mode is active.

NAVIGATION MODE RATIONALE: Navigation (NAV) mode captures and tracks a pilot-selected course to or from the active NAV Source. SUMMARY: NAV mode generates commands to capture and track lateral guidance for en route navigation and non-precision approaches. Enroute guidance can be from a VOR or FMS. Approach guidance can be from a VOR, LOC (front or back course), or FMS. Prior to capture, commands are generated to track the currently active lateral mode (heading select or roll). The course is selected with the on-side CRS knob on the FGP or through the FMS CDU for FMS NAV Sources. The active NAV Source is selected using the NAV/BRG button on the DCP to show the NAV SOURCE menu, then selecting the NAV Source by using the Line Select Keys on the PFD. The selected NAV Source is tuned with the RTU or CDU.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

19-15

FGS OPERATION Navigation Mode

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

CHECKLIST:

1

Operate the left CRS knob on the FGP to set the pilot-side course. Operate the right CRS knob to set the copilot-side course. When FMS is the active NAV Source, the course is set automatically by the FMS and the associated CRS knob is disabled.

2

Push the NAV button on the FGP to select NAV mode (push-on/push-off). NOTE N

Changing the on-side NAV Source or frequency deselects NAV mode.

POST CONDITIONS: NAV mode generates commands to capture and track lateral guidance for en route navigation and non-precision approaches. Enroute guidance can be from a VOR or FMS. Approach guidance can be from a VOR, LOC (front or back course), or FMS. Selection of Back Course (B/C) is accomplished automatically by the FGC. Prior to capture, the Flight Director operates in the currently active lateral mode (heading select or roll). If the selected NAV Source is a localizer or an FMS, NAV capture also clears Half Bank. Dead reckoning operation is provided during VOR station passage. The message DR shows in white on the PFD for dead reckoning operation. The message flashes for 10 seconds upon activation of dead reckoning Criptografia: Fred Mesquita 19-16

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS FGS OPERATION Raytheon King Air Criptografia: Fred Mesquita Approach Mode (Manual Operation)

operation. The message flashes for 10 seconds upon exiting dead reckoning operation. The message HDG or ROL shows in green in the lateral capture field, and a white FMSx, VORx, or LOCx shows in the lateral arm field on the PFD for NAV arm. Captures that are inhibited, due to invalid data, show with a yellow horizontal line through the lateral arm field message. A green FMSx, VORx, or LOCx shows in the lateral capture field on the PFD for NAV capture. The message flashes for 10 seconds upon capture. The capture field message flashes for 10 seconds if the active mode is changed upon NAV mode selection.

APPROACH MODE (MANUAL OPERATION) RATIONALE: Approach mode captures and tracks the selected localizer course. The localizer frequency is manually tuned through the RTU or CDU. The localizer course is manually selected with the CRS knob on the FGP. The active NAV Source is manually selected with the NAV SOURCE menu on the PFD. SUMMARY: Approach mode generates commands to capture and track the selected localizer course. Prior to capture, commands are generated to track the currently active lateral mode (heading select or roll). The course is selected with the on-side CRS knob on the FGP. The active NAV Source is selected from the NAV SOURCE menu on the PFD. The selected NAV Source is tuned with the RTU or CDU.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

19-17

FGS OPERATION Pro Line 21 with Optional IFIS Approach Mode (Manual Operation) Criptografia: Fred Mesquita Raytheon King Air

CHECKLIST:

1

Operate the left CRS knob on the FGP to select the pilot-side course. Operate the right CRS knob to select the copilot-side course.

2

Push the APPR button on the FGP to select Approach mode (push-on/push-off). NOTE N

Changing the on-side NAV Source or frequency deselects Approach mode. Changing the on-side preselect NAV Source with FMS lateral navigation mode active deselects approach arm.

POST CONDITIONS: Approach mode generates commands to capture and track the on-side NAV Source, provided the selected NAV Source is an ILS. Prior to capture, the Flight Director continues to operate in the currently active lateral mode (heading select, roll, or FMS lateral NAV). When both sides have captured an ILS, precision Approach mode is automatically selected. Precision Approach mode uses a dual-independent configuration. In this configuration the left and right flight guidance commands are based on the on-side NAV Source. A green HDG or ROL shows in the lateral capture field, and a white LOC shows in the lateral arm field on the PFD for approach arm. A green LOC shows in the lateral capture field on the PFD for approach capture and track. The message flashes for 10 seconds upon capture. The capture field message flashes for 10 seconds if the active mode is changed upon Approach mode selection. Captures that are inhibited on the on-side, due to invalid data or incorrect NAV Source, show with a yellow horizontal line through the lateral arm field message.

Criptografia: Fred Mesquita 19-18

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS FGS OPERATION Raytheon King Air Criptografia: Fred MesquitaApproach Mode (FMS operation)

APPROACH MODE (FMS OPERATION) RATIONALE: Approach mode captures and tracks the localizer course. The localizer frequency, localizer course, and localizer NAV Source are transferred automatically from the FMS for a NAV-to-NAV capture. SUMMARY: Approach mode generates commands to capture and track the preselected localizer course and glideslope. When an ILS approach has been selected via the FMS CDU, with the airplane is less than 90° from the inbound radial on the approach, with an active LOC needle, and upon selection of APPR on the FGP, the system automatically transfers to the preselected course. Prior to capture, commands are generated to track the FMS lateral NAV.

CHECKLIST:

1

Select the desired approach on the FMS ARRIVAL page.

2

When less than 90° away from the inbound radial on the approach, push the APPR button on the FGP to select Approach mode (push-on/push-off). If the APPR button is pushed while on the outbound leg the system transitions to Back Course.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

19-19

FGS OPERATION Go Around Mode

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

POST CONDITIONS: The preselected course and frequency are automatically set 30 nmi from the airport when the approach has been selected on the FMS. In addition, the message NAV TO BE TUNED shows. Approach mode generates commands to capture and track the on-side preselected NAV Source, provided the preselected NAV Source is an ILS. Prior to capture, the Flight Director continues to operate in FMS lateral NAV. NOTE N

When descending on a VNAV path and the system does the auto switching for the localizer but glideslope has not become active yet, the system will maintain the FMS VNAV path until intercepting glideslope, then automatically switch to glideslope.

When both sides have captured an ILS, precision Approach mode is automatically selected. Precision Approach mode uses a dual-independent configuration. In this configuration the left and right flight guidance commands are based on the on-side NAV Source.

GO AROUND MODE RATIONALE: Go Around mode disengages the Autopilot, selects both Flight Directors, sequences the FMS to the go around procedure, sets the heading reference to the heading that existed at takeoff or go around, and sets the pitch reference to 7° nose up. SUMMARY: Go Around mode generates commands to hold the heading reference, with a 5° bank limit and commands to pitch up 7°. In the air, the heading reference is set to the existing airplane heading. On the ground, the heading reference is continuously synchronized to the current airplane heading. After liftoff, the heading reference contains the heading that existed at liftoff. Selection of Go Around mode selects both Flight Directors on, disengages the Autopilot, and switches the flight guidance commands to a dual-independent configuration.

Criptografia: Fred Mesquita 19-20

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

FGS OPERATION Go Around Mode

CHECKLIST:

1

Push the GA button on the left power lever to select Go Around mode. Selection of Go Around mode is inhibited when one of the following modes are active: • Altitude Preselect mode • Overspeed mode while an overspeed condition exists. Go Around mode is deselected upon: • Autopilot engagement • Operation of the Flight Director SYNC button • Manual selection of another lateral or vertical mode • Automatic capture of the preselected altitude.

POST CONDITIONS: Go Around mode generates commands to hold the heading reference, with a 5° bank limit and generates commands to pitch up 7°. Upon selection of Go Around mode in flight, the heading reference is set to the existing airplane heading (additional pushes of the go around button have no effect). While on the ground, the heading reference is continuously synchronized to the current airplane heading. After liftoff, the heading reference contains the heading that existed at liftoff. Selection of Go Around mode selects both Flight Directors on, disengages the Autopilot, and switches the flight guidance commands to a dual-independent configuration. A green GA (Go Around) shows in the lateral capture field on the PFD for lateral Go Around mode. NOTE N

The Autopilot disengage message resulting from Go Around mode is cleared by reengaging the Autopilot, operating the AP/YD DISC button, or selecting the GA button a second time.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

19-21

FGS OPERATION Pitch Mode

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

PITCH MODE RATIONALE: Pitch mode holds the pitch reference. SUMMARY: Pitch mode generates commands to hold the pitch reference. Upon selection of Pitch mode, the pitch reference, shown as the pitch command on the PFD, is set to the current pitch attitude. The UP/DOWN wheel on the FGP is used to change the pitch reference.

CHECKLIST:

1

Pitch mode is automatically selected when: • No other vertical mode is active. • Transfer of flight guidance computations is selected. • The data required to fly the active vertical mode is invalid for more than 4 seconds.

1.1

Operate the UP/DOWN wheel on the FGP to select Pitch mode and set the pitch reference. Selection of Pitch mode with the UP/DOWN wheel on the FGP is possible when a Flight Director is selected or the Autopilot is engaged, and the modes that follow are not active:

Criptografia: Fred Mesquita 19-22

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

FGS OPERATION Altitude Hold Mode

• Glideslope Approach mode • Altitude Preselect mode • Vertical GA mode • Vertical Speed mode • Overspeed mode while an overspeed condition exists. 2

The pitch reference is automatically reset to the current pitch attitude upon: • Autopilot engagement • Transfer of flight guidance computations • Deselection of both Flight Directors and the Autopilot is not engaged • Selecting the SYNC button while the Autopilot is not engaged.

2.1

3

Operate the UP/DOWN wheel on the FGP to adjust the pitch reference. Pitch mode is deselected by manual selection or automatic capture of another vertical mode.

POST CONDITIONS: Pitch mode generates commands to hold the pitch reference. The message PTCH shows in green in the vertical capture field on the PFD when Pitch mode is active. The message flashes for 10 seconds upon selection.

ALTITUDE HOLD MODE RATIONALE: Altitude Hold mode captures and tracks the altitude reference. Criptografia: Fred Mesquita 1st Edition 25 Aug 05

19-23

FGS OPERATION Altitude Hold Mode

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

SUMMARY: Altitude Hold mode generates commands to capture and track the altitude reference. The altitude reference is set to the current pressure altitude upon manual selection of Altitude Hold mode. Otherwise, the altitude reference is set to altitude reference used by altitude preselect or Flight Plan Target Altitude (FPTA) mode.

CHECKLIST:

1

Push the ALT button on the FGP to select Altitude Hold mode (push-on/push-off).

2

Upon manual selection of Altitude Hold mode, the altitude reference is set to the current pressure altitude. Otherwise, the altitude reference is set to the pressure equivalent of the altitude reference used by altitude preselect capture or Flight Plan Target Altitude capture mode.

2.1

The altitude reference is reset to the current pressure altitude upon Autopilot engagement and whenever the SYNC button is pushed while not engaged.

Criptografia: Fred Mesquita 19-24

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

FGS OPERATION Altitude Preselect Mode

POST CONDITIONS: Altitude Hold mode generates commands to capture and track the altitude reference. The message ALT shows in green in the vertical capture field on the PFD when Altitude Hold mode is active.

ALTITUDE PRESELECT MODE RATIONALE: Altitude Preselect mode captures the target altitude. SUMMARY: Altitude Preselect mode generates commands to capture the target altitude. There are two potential target altitudes for Altitude Preselect mode operation. The first is the preselect altitude value that is manually set by the crew. The second altitude is the FMS Flight Plan Target Altitude (FPTA) that is provided by the FMS. Altitude Preselect mode captures and tracks the altitude that is closest in the direction the airplane is headed. Prior to capture, the Flight Director operates in the current active vertical mode. The ALT knob on the FGP is used to set the desired preselected altitude. Altitude Hold mode is automatically selected after capturing and becoming established on the preselected altitude. After transitioning to Altitude Hold mode, a new altitude reference must be chosen prior to selection of another vertical mode to avoid immediate recapture of the altitude reference.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

19-25

FGS OPERATION Altitude Preselect Mode

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

CHECKLIST:

1

Operate the ALT knob on the FGP to set the desired preselected altitude.

2

Altitude Preselect mode is automatically selected when the modes that follow are not active: • Glideslope Approach mode • Glidepath mode • Altitude Hold mode.

3

Altitude Preselect mode is automatically deselected when: • Glideslope Approach mode becomes active • Altitude Hold mode is selected • The ALT knob on the FGP is operated during altitude preselect capture.

POST CONDITIONS: Altitude Preselect mode generates commands to capture the target altitude that is closest in the direction the airplane is headed. The two potential target altitudes are preselect altitude and the FMS Flight Plan Target Altitude (FPTA). Altitude Preselect mode captures and tracks the altitude that is closest in the direction the airplane is headed. Prior to capture, the Flight Director operates in the current active vertical mode. After transitioning to Altitude Hold mode, a new altitude reference must be chosen prior to selection of another vertical mode, to avoid immediate recapture of the altitude reference. The message ALTS CAP shows in green in the vertical capture field on the PFD for altitude preselect capture. The message flashes for 10 seconds upon capture. The message ALTS shows in yellow in the vertical capture field on the PFD for captures that are inhibited due to invalid data.

Criptografia: Fred Mesquita 19-26

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

FGS OPERATION Vertical Speed Mode

The message ALTS CAP shows in yellow in the vertical capture field on the PFD for captures that are cleared without a subsequent selection of altitude hold or glideslope/glidepath capture.

VERTICAL SPEED MODE RATIONALE: Vertical Speed mode is used to maintain the vertical speed reference. SUMMARY: Vertical Speed mode generates commands to maintain the vertical speed reference. Upon selection of Vertical Speed mode, the vertical speed reference, which shows above the vertical speed scale, is set to the current vertical speed. The UP/DOWN wheel on the FGP is used to set the desired vertical speed reference.

CHECKLIST:

1

Push the VS button on the FGP to select Vertical Speed mode (push-on/push-off). Selection of Vertical Speed mode is inhibited when one of the modes that follow are active: • Glideslope Approach mode • Glidepath mode • Altitude Preselect mode

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

19-27

FGS OPERATION Flight Level Change Mode

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

• Overspeed mode while an overspeed condition exists. 2

Operate the UP/DOWN wheel on the FGP to set the vertical speed reference. NOTE N

Operation of the SYNC button on the FGP while the Autopilot is not engaged resets the vertical speed reference to the current vertical speed.

POST CONDITIONS: Vertical Speed mode generates commands to maintain the vertical speed reference. Upon selection of Vertical Speed mode, the vertical speed reference that shows either above or below the vertical speed scale, is set to the current vertical speed. NOTE N

The vertical speed reference shows above the vertical speed scale for positive or climbing vertical speeds and below the vertical speed scale for negative or descending vertical speeds.

The message VS XXXX along with an up or down arrow shows in green in the vertical capture field on the PFD when Vertical Speed mode is active.

FLIGHT LEVEL CHANGE MODE RATIONALE: Flight Level Change (FLC) mode maintains the airspeed reference, provided such commands yield a vertical speed greater than 100 ft/min toward the current preselected altitude. SUMMARY: Flight Level Change mode generates commands to maintain the airspeed reference, provided such commands yield a vertical speed greater than 100 ft/min. toward the current preselected altitude. Upon Criptografia: Fred Mesquita 19-28

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

FGS OPERATION Flight Level Change Mode

selection of FLC mode, the airspeed reference, which shows above the airspeed scale, is set to the current IAS/Mach. The SPEED knob on the FGP is used to set the desired airspeed reference. When VNAV is active the mode is VFLC. VFLC works the same as FLC, except that VFLC also allows program speeds from the FMS to be utilized. The ALT knob on the FGP is used to set the desired preselected altitude.

CHECKLIST:

1

Push the FLC button on the FGP to select Flight Level Change mode (push-on/push-off). Selection of FLC mode is inhibited when one of the modes that follow are active: • Glideslope Approach mode • Altitude Preselect mode • Overspeed mode while an overspeed condition exists.

2

Operate the SPEED knob on the FGP to set the airspeed reference. The airspeed reference is allowed to change up to VMO/MMO. NOTE N

Push the SYNC button to set the airspeed reference to the current airspeed while the Autopilot is not engaged.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

19-29

FGS OPERATION Glideslope Approach Mode

3

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Push the IAS/M button in the speed knob to toggle the speed reference from Mach to IAS, or IAS to Mach.

POST CONDITIONS: FLC mode generates commands to maintain the airspeed reference, provided such commands yield a vertical speed greater than 100 ft/min toward the current preselected altitude. Otherwise, commands are generated to maintain the vertical speed floor of 100 ft/min. The SPEED knob on the FGP is used to set the airspeed reference. The message FLC XXX, where XXX is the airspeed reference in IAS, or FLC .XX, where .XX is the Mach reference, shows in green in the vertical capture field on the PFD when FLC mode is active.

GLIDESLOPE APPROACH MODE RATIONALE: Glideslope Approach mode captures and tracks the glideslope. SUMMARY: Glideslope Approach mode generates commands to capture and track the glideslope. Prior to capture, the Flight Director operates in the current active vertical mode. On-side glideslope capture occurs after the on-side has captured localizer/azimuth. The active NAV Source is selected using the NAV/BRG button on the DCP and then using the MENU ADV and PUSH MENU SET controls on the DCP or the Line Select Keys on the AFD. The localizer frequency is tuned with the RTU or FMS CDU for preselected courses.

Criptografia: Fred Mesquita 19-30

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

FGS OPERATION Overspeed Mode

CHECKLIST:

1

Glideslope Approach mode is automatically selected upon Approach mode selection.

POST CONDITIONS: Glideslope Approach mode generates commands to capture and track the glideslope. The message GS shows in white in the vertical arm field on the PFD for glideslope arm. Captures that are inhibited, due to invalid data, show a yellow horizontal line through the vertical arm field message. The message GS shows in green in the vertical capture field on the PFD for glideslope capture and track. The message flashes for 10 seconds upon capture.

OVERSPEED MODE RATIONALE: Overspeed mode maintains an airspeed below VMO/MMO during an overspeed condition. SUMMARY: Overspeed mode is selected automatically when a significant overspeed occurs, defined as .015 Mach above MMO or 10 knots above VMO, unless Altitude Hold mode or preselect altitude capture or track states are active. Overspeed mode generates commands to capture the airspeed Criptografia: Fred Mesquita 1st Edition 25 Aug 05

19-31

FGS OPERATION Overspeed Mode

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

reference. The airspeed reference is set to a fixed bias value of 0.02 Mach below MMO or 5 knots below VMO upon selection of Overspeed mode. Overspeed mode automatically transitions to FLC mode when the speed has been sufficiently reduced to the airspeed reference. CHECKLIST:

1

Overspeed mode is automatically selected when the airspeed reference is Mach and the current Mach is 0.015 Mach above MMO, or when the airspeed reference is IAS and the current IAS is 10 knots above VMO. Selection of Overspeed mode is inhibited when Altitude Preselect mode or Altitude Hold mode is active.

2

Overspeed mode is deselected by manual selection or automatic selection/capture of another vertical mode. Deselection of Overspeed mode is inhibited until either the overspeed condition no longer exists (IAS below VMO, Mach below MMO), Altitude Hold mode is selected, or preselect altitude is captured.

POST CONDITIONS: Overspeed mode generates commands to capture the airspeed reference. The airspeed reference is set to a fixed bias value of 0.02 Mach below MMO or 5 knots below VMO upon selection of Overspeed mode. Overspeed mode automatically transitions to FLC mode when the speed has been sufficiently reduced to the airspeed reference. NOTE N

If the VMO/MMO decreases while in Overspeed mode, the airspeed reference decreases to maintain the fixed bias. The airspeed reference is not automatically increased and can not be manually adjusted by the SPEED knob while in Overspeed mode.

The message FLC OSPD (Flight Level Change Overspeed) shows in the vertical capture field on the PFD when Overspeed mode is active. The message flashes for 10 seconds upon selection. Criptografia: Fred Mesquita 19-32

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

FGS OPERATION Vertical Navigation

VERTICAL NAVIGATION RATIONALE: Vertical Navigation (VNAV) is a vigilance function to ensure that altitude constraints at waypoints are honored, that speed constraint at waypoints and speed limits at altitudes are honored, and that the vertical flight profile as specified by the crew is followed. SUMMARY: When selected on the FGP, VNAV works in all vertical modes and is indicated to the crew by adding a V to the mode on the display (e.g., VPTCH, VVS, VFLC). The crew has full command of pitch, vertical speed, Flight Level Change, Altitude Hold mode, and altitude preselect Autopilot modes while VNAV is active. When VPTCH and VVS are the active modes and the airplane is climbing, these modes will operate as normal. The airplane will level at the preselector altitude and the VNAV altitudes from the FMS. When VPTCH and VVS are the active modes and the airplane is descending, these modes will operate as normal, except not only will the airplane level at the preselector altitude but will also level at the VNAV altitudes from the FMS. It will also automatically switch to VPATH (vertical path) if it comes upon a path selected from the FMS. When VFLC is the active mode, it will operate normally with the same constraints as VPTCH and VVS, but will also be capable of flying program speeds from the FMS. VPATH is the vertical path controlled by the FMS to maintain the desired GP. When NAV is the selected navigation source, the airplane will level at the preselector altitude or the FMS VNAV altitude. VGP is a mode that was designed to let an FMS approach operate like a normal ILS approach. When APPR is the selected lateral mode, and the leg into the final approach fix (FAF) or the missed approach point (MAP) is the active leg, VGP will show as the active vertical mode, and the airplane will not level at the preselector altitude. This allows the crew to set the preselector to the missed approach altitude like an ILS approach when glideslope is the active vertical mode.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

19-33

FGS OPERATION Vertical Navigation

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

CHECKLIST:

1

Push the VNAV button on the FGP to select VNAV mode (push-on/push-off). Selection of VNAV is inhibited when: • Glideslope Approach mode is active. • There is no active flight plan in the FMS. • FMS is not the active NAV Source on the transfer side unless an FMS initiated NAV-NAV transfer to the localizer on a localizer based approach has occurred.

2

VNAV mode is automatically deselected by: • Selection of Go Around mode • Glideslope capture • Changing the NAV Source on the coupled side.

POST CONDITIONS: VNAV automatically commands the Autopilot to sequence modes and set target speeds and target altitudes to ensure the requirements are honored with the constraints of the preselector altitude setting. For descent VNAV defines a geographic path into each descent altitude constraint and provides vertical guidance relative to that path, ensuring the descent altitude constraints are honored. Vertical guidance is

Criptografia: Fred Mesquita 19-34

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

FGS OPERATION Vertical Navigation

provided with VPATH or VGP modes, which are only available through VNAV operation. The crew has full command of pitch, vertical speed, Flight Level Change, Altitude Hold mode, and Altitude Preselect Autopilot modes while VNAV is active. The letter V is prefixed to all vertical mode messages that are supported by VNAV. If VNAV is selected on the FGP when VNAV is not valid (such as no active flight plan, or the NAV Source on the transfer side is not FMS), a yellow lined VNAV shows in the arm field of the PFD.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

19-35

FGS OPERATION

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

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Criptografia: Fred Mesquita 19-36

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

PFD/MFD OPERATION Table of Contents

TABLE OF CONTENTS Title

Page

Introduction ..................................................................................... 20-1 PFD – Select Display Format ......................................................... 20-1 PFD – Select Navigation Source .................................................... 20-3 PFD – Select Bearing Source ........................................................ 20-6 PFD – Set Vspeeds ........................................................................ 20-9 PFD – Set RA/BARO Minimums .................................................. 20-12 PFD – Set PFD References ......................................................... 20-15 PFD – Operate Elapsed Timer ..................................................... 20-17 PFD – Weather Radar Menu ........................................................ 20-18 MFD – Select Display Format ...................................................... 20-22 MFD – Select Quick Format ......................................................... 20-27 MFD – Select FMS Map Source ................................................... 20-28 MFD – Select Checklist ................................................................ 20-30 MFD – Load Checklist .................................................................. 20-34 PFD/MFD – Select Display Range ............................................... 20-36 PFD/MFD – Select Overlays ........................................................ 20-38 PFD/MFD – Select TCAS Traffic Overlay ..................................... 20-42 ADC Reversion ............................................................................. 20-43 AHS Reversion ............................................................................. 20-45 PFD Reversion ............................................................................. 20-46 MFD Reversion ............................................................................ 20-47 Display Dimming .......................................................................... 20-48

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

i

PFD/MFD OPERATION

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

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Criptografia: Fred Mesquita ii

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

PFD/MFD OPERATION Introduction

PFD/MFD OPERATION INTRODUCTION The EFIS is made up of three Adaptive Flight Displays (AFDs), one Cursor Control Panel (CCP), and two Display Control Panels (DCPs). Two AFDs are used on the pilot-side system. In normal operation, the outboard AFD on the pilot-side is configured as a Primary Flight Display (PFD) and the inboard AFD is configured as a Multifunction Display (MFD). The copilot-side system has one AFD that is configured as a PFD. The PFD combines all the functions of an airspeed indicator, altitude indicator, attitude indicator, Flight Director, horizontal situation indicator, Mach indicator, radio altimeter indicator and vertical speed indicator. Flight guidance mode messages, system reversion messages, and fail flags also show on the PFD. Navigation and hazard avoidance maps show along the bottom of the PFD. Engine Indicating System (EIS) engine instruments show along the top of the MFD. Checklists, maintenance data, and navigation and hazard avoidance maps show on the middle and bottom of the MFD. System messages and fail flags also show on the MFD. The control portion of the system is made up of a CCP, two DCPs, the Line Select Keys on each of the AFDs and remote switches. The EFIS is a dual-independent system divided into a pilot-side and copilot-side. Each side is functionally isolated and can perform as an independent, stand-alone system. Four Line Select Keys are provided on the left and right sides of each display for control and selection functions. The four keys on the left side of the display are referred to as L1 through L4 (top to bottom) while the four keys on the right side of the display are referred to as R1 through R4 (top to bottom). Line Select Keys may or may not be functional depending on the mode, format, or menu in view on the display.

PFD – SELECT DISPLAY FORMAT RATIONALE: The crew can select different display formats on the PFD as necessary to enhance crew effectiveness and increase situational awareness.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-1

PFD/MFD OPERATION PFD – Select Display Format

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

SUMMARY: A variety of display formats are available for display on the PFD. The PFD is able to show the Compass Rose (360° HSI), Heading Arc (125° HSI), and FMS Present Position (PPOS) Map formats. The possible PFD format options are selected with the FORMAT Line Select Key R1 on the PFD. PRECONDITIONS: The PPOS Map format is available when at least one FMS is installed and FMS is the active NAV Source. The copilot PFD includes a full-time PPOS Map format capability. CHECKLIST:

1

Push the FORMAT Line Select Key R1 on the PFD to change the display format. Each push of the FORMAT Line Select Key R1 cycles the display to the next display format.

Criptografia: Fred Mesquita 20-2

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS PFD/MFD OPERATION Raytheon King Air Criptografia: Fred MesquitaPFD – Select Navigation Source

TIP Each of the AFDs can be set to a different display format to enhance situational awareness. For example, the pilot PFD could have the Compass Rose format selected, the MFD could be set to the Map or Plan Map format with the weather overlay selected, and the copilot PFD could be set to the Arc format with the terrain overlay selected. This configuration would provide maximum information to the pilots with a minimum of display format changes.

PFD – SELECT NAVIGATION SOURCE RATIONALE: The PFD navigation source (NAV SOURCE) menu is used to select a Navigation data source from the pilot-side or copilot-side navigation sensors. SUMMARY: Navigation displays on the PFDs provide course guidance and navigation information to the crew. The NAV SOURCE menu allows the crew to select any of the available navigation sensors to become the active source for both the PFD and MFD navigation displays. The preset NAV Source provides a second way to set the NAV Source without using the NAV SOURCE menu. The standby NAV Source is set in advance and then swapped with the active NAV Source. PRECONDITIONS: When the NAV SOURCE and BRG SOURCE menus are in view, a cyan selection box shows around the last selected NAV or BRG SOURCE selection. RULES: The NAV SOURCE and BRG SOURCE menus show at the same time and are removed after 10 seconds of no activity. The preset function is only active when no PFD menus are in view, and the FMS has not armed a Preselect NAV Source.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-3

PFD/MFD OPERATION Pro Line 21 with Optional IFIS PFD – Select Navigation SourceCriptografia: Fred Mesquita Raytheon King Air

CHECKLIST:

1

Push the NAV/BRG button on the DCP to show the NAV SOURCE menu on the left side of the PFD.

NOTE N

Both the NAV SOURCE and BRG SOURCE menus show at the same time on the PFD. These two menus are used to select the active bearing pointer source along with the navigation source. The NAV SOURCE and BRG SOURCE menus will replace any other menu (REFS, RADAR, etc.) currently active on the PFD.

2

Operate the MENU ADV knob on the DCP to move the cyan selection box between the Navigation and Bearing menus. The Line Select Keys on the PFD can also be used to move the cyan selection box.

Criptografia: Fred Mesquita 20-4

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS PFD/MFD OPERATION Raytheon King Air Criptografia: Fred MesquitaPFD – Select Navigation Source

3

Operate the DATA knob or push the SELECT button on the DCP to change the active state. The active NAV Source legend shows enlarged and in green if it is an on-side sensor, or in yellow if it is a cross-side sensor.

4

To exit the NAV SOURCE menu, push the NAV/BRG button on the DCP. Otherwise, the menu is automatically removed after 10 seconds of no activity. NOTE N

5

The copilot PFD will show the source one and source two legends transposed (e.g., FMS2 shows above FMS1).

The preset NAV Source shows inside a cyan selection box next to Line Select Key L2 on the PFD. Perform the steps that follow to select a preset NAV Source and to swap the active and preset NAV Source: 1. With no menus active, Operate the DATA knob on the DCP to scroll through the list of available preset NAV Sources. The current NAV Source is not repeated in the list of preset NAV Sources. 2. Push the PRESET Line Select Key on the PFD or the PUSH SELECT button on the DCP to swap the NAV Source with the preset NAV Source. NOTE N

Preset NAV and Preselect NAV (NAV to NAV capture) are mutually exclusive. Preselect NAV always takes precedence over Preset NAV.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-5

PFD/MFD OPERATION Pro Line 21 with Optional IFIS PFD – Select Bearing Source Criptografia: Fred Mesquita Raytheon King Air

POST CONDITIONS: On the NAV SOURCE menu, the newly-selected active NAV Source legend shows enlarged and in green if it is an on-side sensor, or in yellow if it is a cross-side sensor. The deselected NAV Source sensors show smaller and in white. Navigation and course information (course pointer, to-from arrow, etc.) follows the color of the active NAV Source. If the NAV sensor data becomes invalid, the NAV Source legend changes to a red warning flag and the course pointer, lateral deviation bar, and to/from pointer are removed. For VOR, if the VOR sensor is good but no signal is received, the NAV Source legend does not change color but the lateral deviation bar and to/from pointer are removed.

PFD – SELECT BEARING SOURCE RATIONALE: Bearing pointers on the PFD provide course guidance and navigation information. The bearing source (BRG SOURCE) menu is used to select two bearing pointers for display, one from the available pilot-side NAV Sources and one from the available copilot-side NAV Sources. The BRG SOURCE menu can also be used to deselect the pilot-side and/or copilot-side bearing pointer(s). SUMMARY: Bearing pointers on the PFD provide course guidance. The BRG SOURCE menu is used to select the bearing pointer source from any of the available NAV sensors. The pilot-side bearing pointer shows as a magenta single-bar arrow, the copilot-side bearing pointer shows as a cyan double-bar arrow. PRECONDITIONS: When the NAV SOURCE and BRG SOURCE menus are in view, a cyan selection box shows around the last selected NAV or BRG SOURCE selection. RULES: The NAV SOURCE and BRG SOURCE menus show at the same time and are removed after 10 seconds of no activity.

Criptografia: Fred Mesquita 20-6

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

PFD/MFD OPERATION PFD – Select Bearing Source

CHECKLIST:

1

Push the NAV/BRG button on the DCP to show the BRG SOURCE menu on the right side of the PFD.

NOTE N

Both the NAV SOURCE and BRG SOURCE menus show at the same time on the PFD. These two menus are used to select the bearing source along with the navigation source. The NAV SOURCE and BRG SOURCE menus will replace any other menu (REFS, RADAR, etc.) currently active on the PFD.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-7

PFD/MFD OPERATION Pro Line 21 with Optional IFIS PFD – Select Bearing Source Criptografia: Fred Mesquita Raytheon King Air

2

Operate the MENU ADV knob on the DCP to move the cyan selection box between the Navigation and Bearing menus. The Line Select Keys on the PFD can also be used to move the cyan selection box. NOTE N

Each bearing pointer can be sourced from the available on-side NAV sensors. Single sensors, such as a single ADF, show for both bearing pointers.

3

Operate the DCP DATA knob or PUSH SELECT button to change the active state. The selected sensor legend shows enlarged and in magenta. Selecting OFF removes the associated bearing pointer from display.

4

To exit the BRG SOURCE menu, push the NAV/BRG button on the DCP. Otherwise, the menu is automatically removed after 10 seconds of no activity.

POST CONDITIONS: A bearing pointer icon and data field shows in the lower left corner of the PFD to indicate active bearing pointers. The pilot-side bearing pointer icon and data field shows in magenta; the copilot-side bearing pointer icon and data field shows in cyan. The bearing pointer icon is preceded by a letter (“F”, V”, “A”, or “T”) to indicate the bearing pointer source (FMS, VOR, ADF, or TACAN). If a VOR is selected as the bearing source when a localizer frequency is tuned, the associated VOR selection legend in the BRG SOURCE menu shows as LOC. If a VOR is selected as the bearing source and then a localizer frequency is tuned, the letter “L” shows next to the appropriate bearing pointer icon and the bearing pointer is removed. If a VOR is not selected as the bearing source when a localizer frequency is tuned, the associated VOR selection legend in the BRG SOURCE menu is removed. Criptografia: Fred Mesquita 20-8

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

PFD/MFD OPERATION PFD – Set Vspeeds

PFD – SET VSPEEDS RATIONALE: The Vspeeds function is used to set the reference airspeed values on the PFD and to show those reference speeds on the airspeed scale. SUMMARY: The crew sets reference speeds on the PFD through the REFS menu. The REFS menu shows on the PFD when the REFS button on the DCP is pushed. The crew may either accept each default (“last set”) Vspeed value or change it to a different value. When the crew selects (on) a Vspeed value, the PFD shows the reference speed as a digital readout in the Speed Reference Table at the bottom of the airspeed scale (V1, VR, and V2 only). This action also sets a reference bug for each separate Vspeed at the appropriate speed on the airspeed scale. PRECONDITIONS: With the airplane on the ground, when the REFS menu is first shown all Vspeed values are reset to their minimum values. When a Vspeed value is selected (turned ON), it shows as a digital readout in the Speed Reference Table (except for VREF and VT) and a reference bug is set at the appropriate speed on the airspeed scale. When a Vspeed value is deselected (turned OFF), the digital readout and speed reference bug are removed. The Vspeed reference bug on the airspeed scale is also removed when a Vspeed has exceeded its declutter value. RULES: • A Vspeed reference value is turned ON (selected) by operating the associated PFD Line Select Key or with the PUSH SELECT button on the DCP when the value is surrounded by the cyan selection box. In either case, the value must first be enclosed by the cyan selection box. • Selecting VR automatically also selects V1. • Selecting V2 automatically also selects VR. • The V1, VR, and V2 reference bugs are automatically set to OFF (removed from the airspeed scale) at an indicated airspeed of 150 knots by the Vspeed declutter function.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-9

PFD/MFD OPERATION PFD – Set Vspeeds

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

• The table that follows lists the minimum and maximum values for each Vspeed reference. Vspeed Reference Values B200

B300

HW350

MIN MAX Value Value

MIN MAX Value Value

MAX MIN Value Value

V1 – Takeoff decision speed

89

122

85

117

85

135

VR – Rotation speed

89

122

97

117

97

135

V2 – Takeoff safety speed

94

150

100

122

100

145

VT – General purpose target speed

75

VMO/ MMO

75

VMO/ MMO

75

VMO/ MMO

VREF – Landing Reference Speed

88

142

95

134

95

150

Vspeed Reference

CHECKLIST:

1

Push the REFS button on the DCP (push-on/push-off) to show the REFS menu on the PFD. When the REFS menu first shows, the “last set” Vspeed values show in small white digits below the associated legend, and no Vspeed values show on the airspeed scale.

Criptografia: Fred Mesquita 20-10

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

PFD/MFD OPERATION PFD – Set Vspeeds

2

Operate the MENU ADV knob on the DCP to move the cyan selection box to the desired value. The Line Select Keys on the PFD can also be used to position the cyan selection box.

3

With the cyan selection box around V1, push the VR Line Select Key to place the selection box around the VR value and cause V1 and VR to show on the airspeed scale.

4

With the cyan selection box around VR, push the V2 Line Select Key to place the selection box around V2 and cause VR and V2 to show on the airspeed scale.

5

If Vspeed values different from those shown are desired, operate the DATA knob on the DCP to adjust value inside the cyan selection box. The value becomes enlarged and changes color to cyan. It is also set to on and shows on the PFDs as both a bug alongside the airspeed scale and (except for VT) as a value in the Speed Reference Table. NOTE N

The Vspeed values are synchronized. When either pilot adjusts an on-side value, the same value is set on both PFDs.

6

To set a Vspeed value OFF (remove it from the airspeed scale and Speed Reference Table), push the associated PFD Line Select Key for more than 1 second when the value is surrounded by the cyan selection box.

7

The V1, VR, V2, VT, and VREF Vspeed reference values can also be set while airborne.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-11

PFD/MFD OPERATION Pro Line 21 with Optional IFIS PFD – Set RA/BARO MinimumsCriptografia: Fred Mesquita Raytheon King Air

POST CONDITIONS: When they are turned ON (selected), the V1, V2, and VR values show below the airspeed scale in a Speed Reference Table. A reference bug for each selected Vspeed value also shows on the airspeed scale at the appropriate speed.

PFD – SET RA/BARO MINIMUMS RATIONALE: The RA MIN and BARO MIN approach altitude functions under the REFS menu allow the pilot to set the Decision Height (DH) or Minimum Descent Altitude (MDA) settings for an approach. When the airplane reaches that specific altitude setting, the system generates a visual alert to notify the crew of the landing decision point. SUMMARY: The pilot can set the radio-altitude-based Decision Height (DH, referred to as RA MIN) for a precision approach, or the barometric-altitude-based Minimum Descent Altitude (MDA, referred to as BARO MIN) for a non-precision approach. Once the DH or MDA value has been set, the system shows the RA/BARO MIN on the PFDs below the altitude scale for reference.

RULES: • Only one approach altitude function can be active at a time, therefore the selection of one automatically deselects the other.

Criptografia: Fred Mesquita 20-12

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS PFD/MFD OPERATION Raytheon King Air Criptografia: Fred MesquitaPFD – Set RA/BARO Minimums

• A cyan digital readout of the current RA MIN setting (MIN XXX RA) shows below the barometric altitude scale either when the value is changed or when RA MIN is turned ON under the REFS menu and Radio Altitude is in view on the display at or below 2500 feet Above Ground Level (AGL). The readout remains in view either until it is turned OFF under the REFS menu or until Radio Altitude is greater than 50 feet above the value at which Radio Altitude is no longer shown on the PFD. • A cyan digital readout of the current BARO MIN setting (MIN XXXXX BARO) shows below the barometric altitude scale either when the value is changed or when BARO MIN is turned ON under the REFS menu and barometric altitude is within 2500 feet of the BARO MIN setting. The readout remains in view either until it is turned OFF under the REFS menu or until barometric altitude is greater than 2550 feet above the BARO MIN setting. CHECKLIST:

1

1.1

2

Push the REFS button on the DCP (push-on/push-off) to show the REFS menu on the PFD.

When the REFS menu first shows, the RA MIN and BARO MIN value show in small white digits below the associated legend. Operate the MENU ADV knob on the DCP to move the cyan selection box to the desired value. The Line Select Keys on the PFD can also be used to position the cyan selection box. Criptografia: Fred Mesquita

1st Edition 25 Aug 05

20-13

PFD/MFD OPERATION Pro Line 21 with Optional IFIS PFD – Set RA/BARO MinimumsCriptografia: Fred Mesquita Raytheon King Air

3

Operate the DATA knob on the DCP to change the value inside the cyan selection box. NOTE N

4

The RA MIN and BARO MIN settings are independently adjustable by each pilot.

To set the RA MIN or BARO MIN setting OFF (remove it from the PFD), push the associated PFD Line Select Key for more than 1 second when the value is surrounded by the cyan selection box. NOTE N

The RA MIN and BARO MIN ON/OFF state is synchronized between the PFDs so that when either pilot makes a change, the change shows on both PFDs. TIP RA MIN is automatically turned OFF when Radio Altitude is greater than 50 feet above the value at which Radio Altitude is no longer shown on the PFD. BARO MIN is automatically turned OFF when barometric altitude is greater than 2550 feet above the BARO MIN setting

Criptografia: Fred Mesquita 20-14

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

PFD/MFD OPERATION PFD – Set PFD References

POST CONDITIONS: The RA MIN or BARO MIN digital readout shows below the altitude scale while the REFS menu shows on the PFD.

PFD – SET PFD REFERENCES RATIONALE: The References (REFS) 2/2 menu is used to select the display of altitude in Meters, to select inHg or hPa for the barometric pressure value, to set the Flight Level alert to on or off, and to select the Flight Director style. SUMMARY: The REFS 2/2 menu provides the controls for the Pilot to select optional display of altitude in Meters, change between inHg and hPa for barometric pressure, set the Flight Level alert to On or OFF, and to select the Flight Director (FLT DIR) style. The REFS menu values are synchronized. When either pilot adjusts an on-side value, the same value is set on both PFDs. CHECKLIST:

1

Push the REFS button on the DCP to show the REFS menu on the PFD. The REFS menu selection sequence is REFS 1/2, REFS 2/2, OFF.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-15

PFD/MFD OPERATION PFD – Set PFD References

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

The REFS menu has a cyan selection box that can be moved to each settable value on the REFS menu. The box surrounds the last selected value on the menu. To change the value, the cyan selection box must be around that value.

2

Operate the DCP MENU ADV knob to position the cyan selection box next to PRESSURE, METRIC ALT, FL ALERT, or FLT DIR. The Line Select Keys on the PFD can also be used to position the selection box. • The PRESSURE selection is used to set the units of measurement for barometric pressure to inHg or hPa. • The METRIC ALT (altitude) selection is used to select the display of metric altitude and metric preselect altitude. • The FL180 ALERT selection is used to enable/disable the Flight Level 180 Alert function. • The FLT DIR (Flight Director) selection is used to select the single cue (V bar) or split cue (cross pointer) Flight Director command bars for the PFDs.

Criptografia: Fred Mesquita 20-16

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS PFD/MFD OPERATION Raytheon King Air Criptografia: Fred Mesquita PFD – Operate Elapsed Timer

3

Operate the DCP DATA knob or push the PUSH SELECT button to set the desired state. REFS menu items that have been manually set and selected for display show in larger cyan characters.

4

To exit the REFS menu, push the REFS button on the DCP. The REFS menus is automatically removed after 10 seconds of no activity.

PFD – OPERATE ELAPSED TIMER RATIONALE: A controllable readout of elapsed time is available on the PFDs. SUMMARY: The elapsed time readout shows on the PFD when selected with the ET Line Select Key L4. PRECONDITIONS: The elapsed time readout is blank at power-up and when reset with the ET Line Select Key L4. CHECKLIST:

1

Push the ET Line Select Key L4 on the PFD to select and start the timer.

2

Push the ET Line Select Key L4 a second time to stop the timer.

3

Push the ET Line Select Key L4 a third time to set the timer to 00:00 and remove the elapsed time readout.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-17

PFD/MFD OPERATION PFD – Weather Radar Menu

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

POST CONDITIONS: When selected, the elapsed time readout shows in the left-hand corner of the PFD above the COM1 legend. The elapsed time readout shows in white and in minutes and seconds up to 59:59, then in hours and minutes with a white “H” prefix up to 9:59. When elapsed time is greater than 10 hours, the readout is replaced with four white dashes.

PFD – WEATHER RADAR MENU RATIONALE: The PFD RADAR menu along with controls on the DCP provide control of the weather radar mode and feature controls and settings. SUMMARY: The DCP provides the radar mode menu selection, RANGE select knob, TILT knob and GCS button. The MENU ADV knob on the DCP is used to move the cyan selection box on the PFD. The Line Select Keys on the PFD can also be used to move the cyan selection box. The DATA knob and SELECT button are used to change the active mode or state. The PFD RADAR menu provides the control of the weather radar mode. The PFD and MFD both provide the RDR Line Select Key to select or deselect the radar display (on or off). RULES: Each side weather radar display is controlled by the on-side DCP and PFD and is updated on alternate sweeps of the antenna. CHECKLIST:

1

To set the weather radar mode: 1. Push the RADAR button on the DCP to show the RADAR menu on the PFD. 2. Push the Line Select Keys on the PFD to set the desired weather radar mode. The legend for the active mode shows enlarged and in cyan.

Criptografia: Fred Mesquita 20-18

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

2

PFD/MFD OPERATION PFD – Weather Radar Menu

To set the weather radar receiver gain: 1. Push the RADAR button on the DCP to select the RADAR menu on the PFD. 2. Operate the DCP MENU ADV knob to position the cyan selection box around the GAIN setting (which is defaulted to NORM). 3. Operate the DATA knob on the DCP clockwise to increase the receiver gain setting or counterclockwise to decrease the receiver gain setting. The possible setting are NORM, ±1, ±2, ±3. NOTE N

3

The crew should always return the gain to the NORM position when the display analysis is complete. Failure to do so may result in missing significant targets when the radar is operating in one of the minus gain settings.

To select the Sector Scan feature:

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-19

PFD/MFD OPERATION PFD – Weather Radar Menu

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

1. Push the RADAR button on the DCP to select the RADAR menu on the PFD. 2. Use the MENU ADV knob on the DCP or the adjacent Line Select Key on the PFD to position the solid box around the SEC SCAN function. 3. Use the DATA knob, PUSH SELECT button or the adjacent Line Select Key on the PFD to select the desired state (ON or OFF). The selected state shows in large cyan text. NOTE N

4

When Target Alert is active on either side, the SEC SCAN function is removed from the RADAR menu.

To select the Target Alert function: 1. Push the RADAR button on the DCP to select the RADAR menu on the PFD. 2. Use the MENU ADV knob on the DCP to position the solid box around the TARGET function. 3. Use the DATA knob, PUSH SELECT button or the adjacent Line Select Key on the PFD to select the desired state (ARM or OFF). NOTE N

The TGT and TRB alerts share the same display location. When the TGT and TRB alerts are both active, they alternate every 2 seconds.

Criptografia: Fred Mesquita 20-20

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

PFD/MFD OPERATION PFD – Weather Radar Menu

NOTE N

Because selection of the terrain overlay automatically deselects the weather radar overlay, selection of the terrain overlay causes the Target Alert feature to become active if the Target Alert feature had been armed and other Target Alert arming conditions are met. Target alerts TGT/TRB occur only when the terrain overlay is not in view on at least one PFD. When the terrain overlay is in view on both PFDs, no TGT/TRB alert occurs even if the function is armed. NOTE

N

The on-side Target Alert feature is suspended when the weather radar overlay is selected for display.

5

Push the GCS button on the DCP to select Ground Clutter Suppression. The Ground Clutter Suppression feature automatically times out after 30 seconds.

6

To adjust the antenna tilt: 1. Push the RADAR button on the DCP to select the RADAR menu on the PFD or select the weather radar overlay for display. 2. Operate the TILT knob on the DCP to adjust the antenna tilt angle. The tilt range is ±15°. When other than normal (0 (zero)), the tilt angle readout shows temporarily between Line Select Key R2 and Line Select Key R3 on the RADAR menu. When other than normal (0 zero)), the tilt angle readout shows full time in the weather radar data field.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-21

PFD/MFD OPERATION Pro Line 21 with Optional IFIS MFD – Select Display Format Criptografia: Fred Mesquita Raytheon King Air

NOTE N

The antenna tilt angle can be adjusted when the RADAR menu is active or any time the radar overlay shows on the on-side display. NOTE

N

7

The TILT knob is functional when the Autotilt feature is active, which enables the crew to manually change the tilt/range ratio.

Push the AUTO TILT button in the center of the TILT knob on the DCP to is used to select antenna automatic tilt (Autotilt). The Autotilt feature may be selected on or off when the RADAR menu is active, or any time the radar tilt value shows on the on-side display. NOTE N

The Autotilt feature may be continuously enabled as the system always uses the current manual tilt setting as the starting point.

POST CONDITIONS: The active mode or setting shows enlarged and in cyan.

MFD – SELECT DISPLAY FORMAT RATIONALE: The crew can select different display formats on the MFD as necessary to enhance crew effectiveness, increase situational awareness, and view maintenance data. SUMMARY: A variety of display formats are available for display on the MFD. There are upper MFD formats, lower MFD formats, and full MFD formats. Upper formats include OFF (extended Map), Checklist, and FMS text Criptografia: Fred Mesquita 20-22

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

PFD/MFD OPERATION MFD – Select Display Format

Window). Lower formats include Rose, Arc, FMS PPOS Map, FMS Plan Map, GWX, and TCAS. Full formats include FMS Remote Text, Electronic Charts, Maintenance Main Menu, Database Effectivity, Chart Subscriptions, FGS Diagnostics, and File Server Configuration. The possible MFD formats, checklists, and FMS data are selected as follows: • Line Select Key R1 on the MFD selects the Rose, Arc, PPOS Map, Plan Map, GWX (optional), and TCAS Only (optional) formats. • Line Select Key L1 on the MFD selects the Checklist, FMS Text Window, and Off upper formats. Off enables the Extended PPOS and Extended Plan map formats to show in the upper portion of the MFD. • A yoke-mounted checklist enable button selects the Checklist format. • The MFD DATA key on the CDU keyboard selects the FMS Remote Text format. PRECONDITIONS: The FMS PPOS Map format is available when at least one FMS is installed and FMS is the active NAV Source. When the PPOS Map is active on the PFD, the MFD is capable of normal “PPOS/Plan Map” selection only when its map source is selected to an FMS that is not the source of the PFD PPOS Map. For example, if FMS 1 PPOS Map is in view on the PFD, the MFD allows FMS 2 to be selected as the map source. In this case, FMS 2 is capable of generating the PPOS Map or Plan Map formats. If the MFD map source is changed to FMS 1, only the PPOS Map format can be selected. With PPOS Map selected as the PFD format, the Plan Map format option is removed from the MFD’s format selection until the PFD no longer shows the PPOS Map from the map source FMS. CHECKLIST:

1

Push the FORMAT Line Select Key R1 on the MFD to select the desired display format. The first push shows the LOWER FORMAT menu. Each push of Line Select Key R1 cycles the display to the next available display format.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-23

PFD/MFD OPERATION Pro Line 21 with Optional IFIS MFD – Select Display Format Criptografia: Fred Mesquita Raytheon King Air

NOTE N

The extended FMS PPOS or Plan map shows on the MFD when selected from the upper MFD format is set to OFF. The extended maps show 50 percent more forward range than the normal Map format. NOTE

N

The extended FMS Map and the FMS Text Window formats use the same display area on the MFD, so only one of these two formats can show at one time.

1.1

When the FMS PPOS or Plan Map is active on the MFD, push the MFD ADV key on the CDU to show the ACT PLAN MAP CENTER page on the CDU.

1.2

Operate the Line Select Keys on this CDU page to select a waypoint from the menu options as the FMS Plan Map center. NOTE N

2

Operation of any Line Select Key while the FMS PPOS Map is active on the MFD has no affect on the FMS PPOS Map. Line Select Key operation on this CDU page apply to the FMS Plan Map only.

Push the TFC Line Select Key R3 for more than 1 second to directly select the TCAS Only format. NOTE N

The TCAS Only format is available only if the TCAS option is installed and it has been enabled through strapping in the IAPS Configuration Strapping Unit (CSU).

Criptografia: Fred Mesquita 20-24

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

PFD/MFD OPERATION MFD – Select Display Format

NOTE N

When TCAS is reporting a Resolution Advisory (RA) or a Traffic Advisory (TA) and a TCAS traffic display is not in view with a range less than 40 nmi selected, an inverse video cyan box shows around the TFC Line Select Key R3 legend. In this case, the first momentary push of the TFC Line Select Key R3 selects the TCAS Only format.

3

Push Line Select Key L1 on the MFD to select the desired upper display format. The possible upper display formats are Checklist, FMS Text Window, and OFF (extended FMS Map). Each push of Line Select Key L1 cycles the display to the next available display format.

4

Push the yoke-mounted Checklist enable button to show Checklist data on the MFD (push-on/push-off). Refer to the MFD – Checklist Select section of this guide for additional information.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-25

PFD/MFD OPERATION Pro Line 21 with Optional IFIS MFD – Select Display Format Criptografia: Fred Mesquita Raytheon King Air

NOTE N

Because of conflicting use of MFD space, selection of the Checklist format is incompatible with the Maintenance, Extended PPOS Map, FMS Text Window, or FMS Remote Text formats. When FMS Remote Text or Maintenance is requested while a Checklist is in view, the checklist is cleared and the requested format shows on the MFD. Upon deselection of FMS Remote Text, the Checklist display is restored at the point it was interrupted. When FMS Remote Text is in view and the Checklist button is pushed, the MFD shows a format compatible with the Checklist function to allow display of the Checklist. When the Checklist is in view and the Checklist button is pushed, the Checklist is removed. When FMS Remote Text was in view and then Checklist is selected, the checklist shows in the upper MFD with the previous lower format. When Checklist is deselected the upper MFD is set to OFF and the bottom remains the same.

5

Push the MFD DATA key on either CDU to show an FMS Remote Text format on the MFD (push-on/push-off). The FMS Remote Text format shows user selectable text information from the FMS that is the map source. The last selected FMS Remote Text page is the page that shows when the FMS Remote Text format is selected. The FMS Remote Text page shows below the engine display in place of the normal MFD navigation format or FMS Map. The possible remote text pages are: VOR/DME STATUS, NAV STATUS, FPLN PROGRESS, LRN STATUS, FMSx POSITION SUMMARY, and POS REPORT. The desired FMS Remote Text page is selected from the DISPLAY MENU on the CDU. Refer to the CDU Operation section of this guide for additional information on the DISPLAY MENU.

Criptografia: Fred Mesquita 20-26

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

PFD/MFD OPERATION MFD – Select Quick Format

5.1

Push the MFD ADV key on the CDU to show the TEXT DISPLAY ADVANCE page on the CDU.

5.2

Operate the Line Select Keys on this CDU page to select the next page or previous page of the FMS Remote Text format on the MFD.

POST CONDITIONS: The selected display format shows on the MFD.

MFD – SELECT QUICK FORMAT RATIONALE: The crew can store, then recall display format configurations for the MFD. Full-display formats (e.g., FMS Remote Text) are accessed with dedicated controls. SUMMARY: Three MEM quick-access buttons on the CCP are used to store, then recall display format configurations for the MFD. Only combinations of split-display formats, such as Checklist and PPOS Map, are stored. When a set of formats are recalled using the quick access buttons, any full formats that are currently in view are replaced with the appropriate split view (upper and lower formats).

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-27

PFD/MFD OPERATION Pro Line 21 with Optional IFIS MFD – Select FMS Map SourceCriptografia: Fred Mesquita Raytheon King Air

CHECKLIST:

1

Push the quick access button (MEM 1, MEM 2, or MEM 3) for more than 3 seconds to store the upper format, lower format, TERR/RDR/LX overlay state, and TFC overlay state.

2

Verify that the message STORE COMPLETE shows on the MFD.

3

Push and release the quick access button in less than 3 seconds to recall the stored MFD format.

4

Verify the message RECALL COMPLETE shows on the MFD.

MFD – SELECT FMS MAP SOURCE RATIONALE: When the second FMS option is installed, the crew can select the source driving the FMS-generated displays on the MFD. SUMMARY: The selected map source determines which FMS is the source of all PPOS Map, Plan Map and FMS Text data that shows on the MFD. The map source can be set to FMS1 or FMS2. An FMS1/FMS2 legend shows next to Line Select Key R1 along with a cyan right-facing caret (>) to indicate that the map source can be selected from either FMS1 or FMS2.

Criptografia: Fred Mesquita 20-28

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS PFD/MFD OPERATION Raytheon King Air Criptografia: Fred MesquitaMFD – Select FMS Map Source

CHECKLIST:

1

With the PPOS Map or Plan Map in view on the MFD, push the MENU button on the CCP to show the Map menu.

2

Push Line Select Key R1 on the MFD to select FMS1 or FMS2 as the map source.

3

The selected map source legend (e.g., FMS1) shows enlarged and in color as described below; the non-selected source shows smaller and in white.

• When the MFD map source is the same as the active NAV Source, then the map source legend on the left side of the MFD shows in a color representing the active NAV Source (e.g., if FMS1 is both map source and active NAV Source). If the map source and active NAV Source are from the on-side sensors, the map source legend shows in green; if the sources are from the cross-side sensors, the map source legend shows in yellow. • The map source legend shows in cyan when the map source is not the same as the active NAV Source.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-29

PFD/MFD OPERATION MFD – Select Checklist

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

POST CONDITIONS: The source of all PPOS Map, Plan Map, and FMS Text data that shows on the MFD is changed to the selected FMS. The active map source legend to the left of the FMS Map on the MFD reflects the selected FMS.

MFD – SELECT CHECKLIST RATIONALE: The Maintenance Diagnostic Computer (MDC) provides a set of checklist displays which can show on the MFD between the engine and navigation data portions of the display area. SUMMARY: The checklist set is made up of a preamble page, which requires crew acknowledgement, and up to four available checklists. The potential checklists are NORMAL, ABNORMAL, EMERGENCY, and USER. • The NORMAL checklist stores Normal Aircraft Flight Manual procedures. • The ABNORMAL checklist stores Abnormal Aircraft Flight Manual procedures. • The EMERGENCY checklist stores Emergency Aircraft Flight Manual procedures. • The USER checklist stores information that is of use to a user but that is not required by the Aircraft Flight Manual. PRECONDITIONS: Refer to the MFD – Select Display Format section of this guide for restrictions on when checklists can show. There are four types of checklist line items available within each checklist title under each checklist type: • A checklist ITEM is a single line of text that changes color from cyan to green when “checked off” with the PUSH SELECT button on the CCP or the yoke-mounted Checklist Line Advance switch. • A MULTI-ITEM is a checklist item followed by one or more indented and associated lines which can collectively be made green when “checked off”.

Criptografia: Fred Mesquita 20-30

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

PFD/MFD OPERATION MFD – Select Checklist

• An ADVISORY is an offset line of magenta-colored text that cannot be “checked off”. • A CAUTION is an offset line of yellow-colored text that cannot be “checked off”. RULES: A checklist-specific Preamble page for the NORMAL, ABNORMAL, and EMERGENCY checklists must be acknowledged by the crew at each power-up to confirm that the correct version of the checklist is available before the associated checklist can be accessed. CHECKLIST:

1

Select CHECKLIST from the MFD upper menu or push the remote checklist ON/OFF button (push-on/push-off) to enable the MFD checklist Line Select Keys. • The Checklist Index shows on the MFD when Checklist mode was previously exited and there were no unchecked items. • If an incomplete checklist was in view when Checklist mode was previously exited, the incomplete checklist last in view shows on the MFD.

2

Operate the MENU ADV knob on the CCP to highlight the necessary Checklist Menu.

3

Push the SELECT button on the CCP to show the highlighted Checklist Menu.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-31

PFD/MFD OPERATION MFD – Select Checklist

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

NOTE N

The Checklist Line Advance switch functions the same as the CCP SELECT button. NOTE

N

When a Normal, Abnormal, or Emergency Checklist Menu is selected, the Preamble page shows on the MFD. To acknowledge the Preamble page, push the SELECT button.

4

Operate the MENU ADV knob to highlight the necessary Checklist Title.

5

Push the SELECT button to show the selected Checklist, or:

6

To set all checklist items to unchecked: 1. Operate the MENU ADV knob to highlight the "Reset Checklist Complete History" line item. This line item shows in white if checklists have been started and in green if no checklists have been started. 2. Push the SELECT button to set all checklist items to unchecked.

7

With a checklist in view, push the SELECT button to check off an item on the list and move the cursor down to the next item. Criptografia: Fred Mesquita

20-32

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

PFD/MFD OPERATION MFD – Select Checklist

• A checked-off item changes from white to green. • When the item that was checked was the last unchecked item within the checklist: • All checklist items show in green (checked). • The message CHECKLIST COMPLETE is highlighted. • When the NORMAL CHECKLIST is active, push the SELECT button to show the first page of the next NORMAL CHECKLIST on the MFD. • For other Checklists, or if no additional NORMAL CHECKLIST titles remain unchecked, push the SELECT button to show the associated Menu on the MFD. 8

With a Checklist in view, operate the MENU ADV knob to skip a list item (without checking off the item). • The cursor moves to the next item. • When the current item is the last item on the checklist, but there are other unchecked items on the checklist section, MENU ADV operation down (clockwise) highlights the unchecked item closest to the top of the checklist.

9

With a Checklist in view, push the ESC button to show the associated Checklist Menu.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-33

PFD/MFD OPERATION MFD – Load Checklist

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

MFD – LOAD CHECKLIST RATIONALE: New or revised checklists are loaded via the optional Data Base Unit (DBU) or the optional Collins Portable Access Software (CPAS). SUMMARY: The NORMAL, ABNORMAL, and EMERGENCY checklists are created by the airframe manufacturer. USER checklists are created by the operator on a personal computer, and uploaded to the airplane through the FSU ethernet port. Use the checklist editor programs that follow to create and edit the checklist files. The MDC system uses the MDC CHECKLIST EDITOR INSTRUCTIONS (CPN 523-0778174). Use the optional DBU or the optional CPAS to load the checklist files into the MDC system. Refer to Collins CPAS-3000 Data Loader Operator’s Guide 523-0790386 for detailed CPAS operation. On-airplane ability to edit or define any of the checklists is not provided. RULES: Checklist files can only be uploaded into the MDC when the airplane is on the ground. CHECKLIST:

1

Push the STAT (status) button on the CCP to show the last selected status page format.

2

Push the MENU button on the CCP to show the STATUS menu.

3

On the STATUS MENU, operate the MENU ADV knob and PUSH SELECT button to position the menu cursor and select MAINTENANCE MAIN MENU.

Criptografia: Fred Mesquita 20-34

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

PFD/MFD OPERATION MFD – Load Checklist

4

On the MAINTENANCE MAIN MENU, operate the UP Line Select Key L2, DOWN Line Select Key L3, and SELECT Line Select Key L4 to position the cursor and select MDC SETUP.

5

On the MDC SET page, operate UP Line Select Key L2, DOWN Line Select Key L3, and SELECT Line Select Key L4 to position the cursor and select LOAD FILES FROM DISK.

6

Push the Line Select Key next to SELECT TYPE OF FILES. The possible selections show below the SELECT TYPE OF FILES title.

7

Operate UP Line Select Key L2, DOWN Line Select Key L3, and SELECT Line Select Key L4 to select the type of files to be loaded. Two of the possible selections are Checklist or User Checklist files.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-35

PFD/MFD OPERATION Pro Line 21 with Optional IFIS PFD/MFD – Select Display Range Criptografia: Fred Mesquita Raytheon King Air

• A warning appears explaining that loading Checklist or User Checklist files will reset the airplane checklist files. • Upon selecting the file type to load, a message confirming the file loading appears on the display. • As each file is read, the file name appears on the display. • The MDC shows a file load progress indicator, underneath the filename, that displays file load progress. 8

Select CANCEL during file loading to return to the LOAD FILES FROM DISK page.

9

Select RETURN from the LOAD FILES FROM DISK page after completing a file load to reboot the MDC and return to the MAINTENANCE MAIN MENU.

POST CONDITIONS: The message LOAD COMPLETE shows on the status line when all files have been loaded. If an error occurs during the load process, an error message shows on the status line.

PFD/MFD – SELECT DISPLAY RANGE RATIONALE: The crew can adjust the range of the PFD and MFD displays to increase situational awareness, scan for flight path hazards, or track flight plan progress. SUMMARY: The RANGE knob on the DCP is used to change the range for the Arc, Plan Map (MFD), PPOS Map, and TCAS formats on the PFD and MFD with a single control. The crew can adjust the range as needed to scan

Criptografia: Fred Mesquita 20-36

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS PFD/MFD OPERATION Raytheon King Air Criptografia: Fred Mesquita PFD/MFD – Select Display Range

for weather and lightning, monitor terrain proximity, view a flight plan, track flight plan progress, etc. CHECKLIST:

1

Operate the RANGE knob set the desired display range. TECH DETAIL Each format has a different maximum display range. If a format with a larger range is replaced by a format with a shorter maximum range, the display range automatically decreases to the lesser range. For example, if the FMS map format is selected and the range is set to 600 nmi and the crew then selects the weather radar overlay, the display range automatically decreases to 300 nmi, which is the maximum range for the weather radar display. TIP Two Range values are tracked by the PFD, TCAS Only range and non-TCAS Only range (normal range). For example: If the crew has an Arc range of 100 nmi, then pushes TFC for more than 1 second, the Rose/TCAS format shows at 10 nmi. Adjusting the Range to 50 nmi, and then selecting the PPOS MAP format with the lower format Line Select Key R1. The range would be 100 nmi. If lower format Line Select Key R1 is used to re-select Rose/TCAS, the range would be 50 nmi.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-37

PFD/MFD OPERATION PFD/MFD – Select Overlays

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

PFD/MFD – SELECT OVERLAYS RATIONALE: The different overlays that can show on the PFDs and the MFD assist the crew in scanning for weather and lightning and provide a graphical representation of nearby terrain to increase terrain awareness. SUMMARY: The PFDs and MFD both have display overlays that the crew can use for weather and terrain avoidance. Data generated by the Weather Radar System and the optional Terrain Awareness and Warning System (TAWS) can show in a full-color weather radar or terrain display when the PFDs or MFD is in a compatible display format. With the optional Lightning Detection System (LDS) installed, lightning data can show on the display in conjunction with the weather radar overlay. PRECONDITIONS: The PFD or MFD must be in an overlay-compatible format (Arc or PPOS Map). A cyan caret (>) shows next to the Line Select Key to indicate the key is active. When the display is not in a compatible format, the caret does not show and the key is not active. RULES: • The Heading Arc and PPOS Map formats are the only compatible formats for the weather radar, optional lightning detection, and optional terrain overlays.

Criptografia: Fred Mesquita 20-38

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

PFD/MFD OPERATION PFD/MFD – Select Overlays

• Terrain data and weather radar/lightning returns cannot show at the same time on a single display. Either manual or automatic selection of terrain data for display will automatically deselect the weather radar and/or lightning overlays. Similarly, selection of either the weather radar or weather radar/lightning overlays will deselect the terrain overlay. CHECKLIST:

1

If no overlay is in view on the display, push the overlay Line Select Key R2 to set display overlays to on and off in the order that follows:

NOTE N

If the TAWS option is installed, TERR shows above the RDR legend to indicate the terrain overlay is available. If the LDS option is installed, LX/ shows next to the RDR legend to indicate the lightning overlay is available. If the TAWS and LDS options are both installed, TERR shows above the LX/RDR legend.

1. The first push selects (on) the terrain (TERR) overlay. The TERR legend shows enlarged and in cyan. 2. The second push deselects the TERR overlay and selects the weather radar (RDR) overlay. The RDR legend shows enlarged and in cyan.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-39

PFD/MFD OPERATION PFD/MFD – Select Overlays

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

3. If the LDS option is installed, a third push adds lightning data to the RDR overlay. The LX/RDR legend shows enlarged and in cyan. 4. A fourth push (or third push if the LDS option is not installed) deselects all overlays (off). NOTE N

When the terrain, weather radar, or lightning overlays are selected for display but an incompatible PFD or MFD format is then selected, the TERR LX/RDR legend remains in view but shows in white. NOTE

N

Each push of the overlay Line Select Key R2 cycles the overlay display to the next available overlay. If an overlay is already shown on the PFD or MFD, as indicated by the larger cyan legend (TERR, RDR, or LX/RDR), push the overlay key as many times as needed to either show the desired overlay or set all overlays to off. TECH DETAIL Regardless of the current PFD/MFD format, if the TAWS commands a terrain awareness warning or caution and TERR is not the active overlay, an inverse video cyan box shows around the TERR legend. Selecting Line Select Key R2 causes the TERR overlay to show at a 10 nmi range and in the Arc format. If the associated warning or caution goes away and the key has not been pushed, the cyan box is removed. If the TERR legend shows on the PFD/MFD and the overlay Line Select Key R2 is pushed continuously for more than 1 second, the TERR overlay shows at a 10 nmi range and in the Arc format. If the caret was previously out of view, this returns the caret to the display and normal Line Select Key operation is restored.

Criptografia: Fred Mesquita 20-40

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

PFD/MFD OPERATION PFD/MFD – Select Overlays

TECH DETAIL When the optional Turbulence Weather Radar (TWR) system is installed, precipitation and turbulence target alerts are available to indicate that precipitation and/or turbulence targets have been detected by the weather radar while the weather radar overlay is off. Once this feature has been armed on a PFD, if a precipitation target is detected by the weather radar, a yellow TGT alert shows on the armed PFD to the right of the digital heading display. If turbulence is detected, a yellow TRB alert shows on the armed PFD in the same location. As soon as the radar overlay is selected for display on that side of the flight deck, the target function on that side of the flight deck is suspended and the radar returns to its previously-selected operational mode. Because selection of the terrain overlay will automatically deselect weather radar, if the TGT weather radar feature has been armed, automatic TGT/TRB monitoring becomes active. However, at least one of the PFDs must not have a terrain overlay in view in order for the TGT/TRB feature to function. If the terrain overlays are in view on all PFDs, no TGT/TRB alert monitoring occurs even if the feature is armed. NOTE N

Terrain data and weather radar reflectivity cannot show at the same time on a single display. Manual or automatic selection of terrain data deselects the weather radar (and lightning, if installed) overlay(s). Similarly, selection of the weather radar (or lightning and weather radar) overlay(s) automatically deselects the terrain overlay.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-41

PFD/MFD OPERATION Pro Line 21 with Optional IFIS PFD/MFD – Select TCAS TrafficCriptografia: Overlay Fred Mesquita Raytheon King Air

PFD/MFD – SELECT TCAS TRAFFIC OVERLAY RATIONALE: When the optional TCAS II system is installed, the TCAS Traffic overlay is available for display on the PFD and MFD to assist the crew in identifying nearby aircraft traffic and potential collision threats. A TCAS Only format is available on the MFD. SUMMARY: The TCAS Traffic overlay can be added to the Rose, Arc, or PPOS Map formats. The TCAS Only format can be selected to show on the MFD. PRECONDITIONS: The Rose, Arc, or PPOS Map format must be active to select the TCAS Traffic overlay. When a format other than Rose, Arc, or FMS PPOS is active and the TFC Line Select Key R3 is pushed, the TCAS Only format shows on the display instead. The TFC Line Select Key R3 legend shows enlarged and in cyan with a cyan right-facing caret (>) whenever a TCAS format is active on the display. When a TCAS display is not active the legend shows smaller and in white with a cyan right-facing caret (>). The optional TCAS Only format is available only on the MFD. Refer to the PFD/MFD — TCAS Traffic Displays section of this guide for additional information on the TCAS Only format. RULES: • The TCAS Traffic overlay can be added only to the MFD Rose, Arc, and PPOS Map. • The TCAS Traffic overlay is incompatible with the MFD Plan Map, GWX, Electronic Charts, Maintenance, and FMS Remote Text formats. If any of these formats are in view on the MFD when the TCAS Traffic overlay is selected, the TCAS Only format shows instead. CHECKLIST:

1

Momentarily push the TFC Line Select Key R3 on the MFD to select the TCAS Traffic overlay.

Criptografia: Fred Mesquita 20-42

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

PFD/MFD OPERATION ADC Reversion

NOTE N

When the TFC Line Select Key R3 is pushed for more than 1 second on the MFD, the TCAS Only format with a 10 nmi range shows on the AFD. NOTE

N

2

On the MFD, when TCAS is reporting a Resolution Advisory (RA) or a Traffic Advisory (TA) and TCAS is not in view with a range less than 50 nmi selected, an inverse video cyan box shows around the TFC Line Select Key R3 legend. In this case, the first push of the TFC Line Select Key R3 automatically selects the TCAS Only format.

A second push of the TFC Line Select Key R3 removes the TCAS Traffic overlay and the TCAS Only formats.

POST CONDITIONS: The TCAS Traffic overlay shows on the AFD.

ADC REVERSION RATIONALE: ADC reversion is used to select the cross-side Air Data Computer (ADC) as the source for air data if the on-side (primary) source fails.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-43

PFD/MFD OPERATION ADC Reversion

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

SUMMARY: Dual air data systems on the airplane provide two independent air data sources. In the event the on-side ADC fails, ADC reversion switches the air data source for the PFDs and MFD from the on-side ADC to the cross-side ADC. When ADC reversion is selected, one ADC is the common source for processed air data for all displays. CHECKLIST:

1

Set the remote ADC reversion switch to select the still-valid air data source. C

2

CAUTION Autopilot and/or Yaw Damper operation may be impaired during ADC reversion.

Confirm that an ADC reversion caution flag shows on the PFDs. • When the pilot-side ADC is the common source of air data, an ADC1 caution flag shows to the left of the PFD airspeed indicator. • When the copilot-side ADC is the common source of air data, an ADC2 caution flag shows to the left of the PFD airspeed indicator.

POST CONDITIONS: While air data reversion is selected, an ADC reversion caution flag (ADC1 or ADC2) is sown on the PFDs to indicate the selected source. When the condition requiring ADC reversion no longer exists, return the ADC reversion switch to NORM and check that the ADC reversion caution flag has been removed from the PFDs.

Criptografia: Fred Mesquita 20-44

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

PFD/MFD OPERATION AHS Reversion

AHS REVERSION RATIONALE: Attitude Heading System (AHS) reversion is used to select the cross-side Attitude Heading Computer (AHC) as the source for attitude and heading data if the on-side (primary) source fails. SUMMARY: Dual AHCs provide two independent attitude and heading data sources. In the event the on-side AHC fails, attitude/heading reversion selects the cross-side AHC as the attitude/heading source for the flight display(s). Upon selection of AHC reversion, on-side AHC data is replaced with AHC data from the cross-side, making the cross-side AHS the common attitude/heading source. An optional non-Rockwell Collins Laseref V Inertial Reference System (IRS) is available as a reversionary attitude source. RULES: • Automatic disconnect of the Autopilot and Yaw Damper does not occur strictly as a result of AHS reversion. However, normal FGS monitors remain active and the FGS will disconnect if the AHS sources violate AHS monitors. • Common-source AHS data to the FGS is forbidden. AHS reversion does not remove AHS data from the FGS. CHECKLIST:

1

Select AHC reversion via the remote AHS reversion switch.

2

Confirm that an AHS reversion caution flag shows on the PFDs. • When the pilot-side AHC is the common source of attitude/heading data, an AHS1 caution flag shows to the left of the PFD airspeed indicator.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-45

PFD/MFD OPERATION PFD Reversion

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

• When the copilot-side AHC is the common source of attitude/heading data, an AHS2 caution flag shows to the left of the PFD airspeed indicator.

POST CONDITIONS: CAUTION

C

While attitude/heading reversion is selected, pitch and roll should frequently be compared on the PFD with pitch and roll on the standby attitude instruments.

While attitude/heading reversion is selected, an AHS reversion caution flag (AHS1 or AHS2) shows on the PFDs to indicate the selected source. When the condition requiring AHS reversion no longer exists, return the AHS reversion switch to NORM and check that the AHS reversion caution flag has been removed from the PFDs.

PFD REVERSION RATIONALE: In the event of an MFD failure, PFD reversion is used to show a combined PFD and MFD format that adds MFD functionality to the PFD. SUMMARY: If the MFD fails, PFD reversion allows both PFDs to be reconfigured to function as a combined PFD and MFD. When the display reversion switch is set to the PFD position, the MFD is turned off and the PFD becomes a combined PFD/MFD. The PFD attitude, altitude, airspeed, vertical speed, and FGS displays remain at their normal size but are shifted downward to allow engine information to show, while navigation formats are compressed. Controls and messages do not change for the combined PFD/MD display. CHECKLIST:

1

Set the remote display reversion switch to the PFD position.

Criptografia: Fred Mesquita 20-46

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

PFD/MFD OPERATION MFD Reversion

NOTE N

2

When the display reversion switch is set to the PFD position, the MFD is turned off.

Verify the PFDs switch(es) to the combined PFD/MFD format.

POST CONDITIONS: The PFDs are now reconfigured to the combined PFD/MFD format.

MFD REVERSION RATIONALE: In the event of a pilot PFD failure, MFD reversion is used to show a combined PFD and MFD format that adds PFD functionality to the MFD. SUMMARY: If the pilot PFD fails, MFD reversion allows the MFD to be reconfigured to function as a combined PFD and MFD. When the display reversion switch is set to the MFD position, the pilot PFD is powered-down and the MFD becomes a combined PFD/MFD. The engine information display remains, the navigation display is compressed, and normal-size PFD attitude, altitude, airspeed, vertical speed, and FGS displays are added. Controls and messages do not change for the combined PFD/MD display. RULES: The MFD cannot be reconfigured to act as the copilot PFD if the copilot PFD fails. CHECKLIST:

1

Set the display reversion switch to the MFD position.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-47

PFD/MFD OPERATION Display Dimming

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

NOTE N

2

When the display reversion switch is set to the MFD position, the pilot PFD is turned off.

Verify the MFD switches to the combined PFD/MFD format.

POST CONDITIONS: The MFD is now reconfigured to the combined PFD/MFD format.

DISPLAY DIMMING RATIONALE: The crew can manually adjust the intensity level of each electronic flight display. SUMMARY: An external display dimmer control provides a common adjustment for the intensity level of all flight displays. However, in some ambient conditions, the external dimmer may not adequately adjust the brightness level for individual displays. The BRT-DIM rocker switch mounted in the lower right corner of each display bezel is used to manually adjust each display’s intensity level in case the external dimmer control fails or malfunctions. RULES: Once the initial display adjustment procedure described below has been performed, the remote display dimmer control may be adjusted as necessary to set desired display brightness levels to suit flight deck lighting conditions and crew preference.

Criptografia: Fred Mesquita 20-48

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

PFD/MFD OPERATION Display Dimming

CHECKLIST:

1

Cover the light sensor in the lower left corner of the display for at least 20 seconds and keep the sensor covered through the entire procedure.

2

Move the remote display dimmer control counterclockwise to the full dim position.

3

Push the DIM portion of the BRT/DIM rocker switch until the display is barely visible.

4

Move the remote display dimmer control clockwise until the desired intensity level is reached.

5

Uncover the AFD light sensor.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

20-49

PFD/MFD OPERATION

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

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Criptografia: Fred Mesquita 20-50

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

RTU OPERATION Table of Contents

TABLE OF CONTENTS Title

Page

Introduction ..................................................................................... 21-1 General RTU Tuning ...................................................................... 21-1 COM Operation .............................................................................. 21-4 NAV Operation ............................................................................. 21-10 ADF Operation ............................................................................. 21-15 HF Operation ................................................................................ 21-19 ATC Operation .............................................................................. 21-27 TCAS II Operation ........................................................................ 21-31 Cross-side Tuning ........................................................................ 21-34 Reversionary Tuning .................................................................... 21-35 HSI Display and Back-Up Tuning (optional) ................................. 21-36

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

i

RTU OPERATION

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

RTU OPERATION Introduction

RTU OPERATION INTRODUCTION The Radio Tuning Unit (RTU) provides the normal means of radio tuning and provides integrated control input for several combinations of airplane communications and navigation subsystems. This integrated control includes the setting of radio frequencies, beacon codes, and modes of operation. NOTE N

An optional TACAN is available. A dedicated control head is installed for the TACAN transceiver. Refer to appropriate vendor documentation for specific details on the function and operation of the TACAN.

GENERAL RTU TUNING RATIONALE: The Radio Sensor System (RSS) provides the controls, displays and sensors for VHF and HF communication, VOR/ILS/DME and ADF navigation, ATC transponder, and TCAS II surveillance. The pilot-side and copilot-side RTUs are the primary controllers and each provides control of the operating frequency, active mode, and self-test functions of the on-side radios. SUMMARY: There are three methods of RTU radio tuning: direct tuning, recall tuning, and tuning from the preset pages. The RTU can also control the cross-side radios when cross-side tuning or reversionary tuning is selected. In some installations the COM radios are automatically tuned to the emergency frequency 121.5 MHz when the RTU is powered-down and all tuning capability is lost (emergency COM tuning).

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

21-1

RTU OPERATION General RTU Tuning

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

CHECKLIST:

1

Radios are directly tuned by changing the active frequency or code. Active values show in green and are located on the left side of those subdisplays that occupy both an active and recall line select key (COM, NAV, etc.).

2

Radios are recall tuned by setting a frequency or preset into the recall (right side) display, and then swapping the active and recall frequencies. This method of tuning allows the operator to set the desired frequency prior to tuning, and preserves the formerly active frequency. The preset frequency shows in white. Recall tuning is available for COM and NAV Radios only.

2.1

There are two recall tuning modes, frequency tuning mode and preset tuning mode. • Frequency mode is identified by the absence of a preset below the frequency in the recall (right side) display area. Preset mode is identified by the presence of a preset (1-20, RCL, or EMER) below the frequency in the recall display area. • To set the recall tuning mode for a particular radio, push the TUNE MODE line select key on the associated radio preset page. The active mode (FREQ or PRESET) shows in cyan and in large letters below the TUNE MODE label.

Criptografia: Fred Mesquita 21-2

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

RTU OPERATION General RTU Tuning

NOTE N

The “RCL” preset is automatically generated when a preset frequency is swapped with the frequency in the active display. Once swapped, the formerly active frequency (now in the recall display) is programmed into the preset list and labeled the “RCL” (recall) preset. Once set, the ‘RCL’ frequency may be reselected at any time by selecting ‘RCL’ from the preset list. The recall preset is located between presets 1 and 20 on the preset list.

3

The COM, NAV, and ADF, radios may be tuned to a preset frequency from the preset pages. To access a preset page, push the PRESET PAGE line select key on the desired radio’s main display page.

4

The Emergency COM Tuning feature is available in some installations. In the event all tuning capability is lost, the procedure that follows can be used to tune the VHF COM radios to 121.5 MHz:

4.1

Set the RTU to off with the ON/OFF switch located on the RTU.

4.2

Remove power from the VHF COM radios.

4.3

Reapply power to the VHF COM radios. NOTE N

It is possible that the results described above may not be obtained in some installations.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

21-3

RTU OPERATION COM Operation

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

5

Cross-side tuning is an alternative to the pilot reaching across and operating the cross-side radios when the RTUs are operating normally. Push the dedicated 1/2 function key on the RTU to select control of the cross-side radios. When both the RTUs attempt to command the same radio simultaneously, the pilot-side RTU takes precedence.

6

Reversionary tuning is a method of controlling both on-side and cross-side radios when the cross-side radio controller fails. If the cross-side controller has failed, selecting the 1/2 function key shows the Cross-Side Radio Tuning Inoperative page. To clear this page, push the 1/2 function key, or any line select key. To tune the cross-side radios with a failed controller (reversionary tuning mode) disable the failed RTU with the RTU On/Off switch.

COM OPERATION RATIONALE: The COM subdisplay on the RTU top level page provides tuning functions for the on-side COM radio. Other COM control functions are handled on the COM main display page and COM preset page. SUMMARY: The COM subdisplay on the RTU top level page provides basic COM radio tuning control. The active and recall frequency can be tuned from the COM subdisplay on the top level page. The active and recall frequency can also be tuned from the COM main display page. The COM squelch, 25 kHz tuning, COM self test and COM preset page access is controlled from the COM main display page.

Criptografia: Fred Mesquita 21-4

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

RTU OPERATION COM Operation

CHECKLIST:

1

The COM radio is directly tuned from the COM subdisplay on the top level page. The COM can also be directly tuned from the COM main display page.

1.1

Push the active (left side) COM line select key to position the tune window around the active COM frequency.

1.2

Set the desired frequency with the tuning knobs. The large tuning knob controls the tens and ones of MHz digits, and the small tuning knob controls the hundreds, tens and ones of kHz digits.

2

The COM radio can be recall tuned from the COM subdisplay on the top level page or the COM main display page.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

21-5

RTU OPERATION COM Operation

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

2.1

The default position for the tune window on the top level page is around the COM recall frequency, therefore, it is not necessary to move the tune window prior to setting the COM recall frequency. With the tune window around the COM recall frequency, set the desired frequency with the tuning knobs. If the tune window is not around the COM recall frequency push the recall (right side) COM line select key to position the tune window.

2.2

Push the recall (right side) COM line select key to swap the active and recall frequencies. If the tune window is not around the COM recall frequency, push the recall COM line select key two times, first to position the tune window around the COM recall frequency and second to swap the active and recall frequencies.

Criptografia: Fred Mesquita 21-6

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

RTU OPERATION COM Operation

NOTE N

There are two recall tuning modes: frequency tuning mode and preset tuning mode. When frequency tuning mode is selected, the frequency in the recall display can be manually tuned with the tuning knobs. When preset tuning mode is selected, the frequency in the recall display is selected from a list of presets. The tuning mode is selected from the preset page and remains until changed by the pilot.

3

Push the active (left side) COM line select key two times to show the COM main display page.

4

Push the SQUELCH line select key on the COM main display page to set the COM squelch to ON or OFF. The selected state (ON or OFF) shows in cyan and in large letters. When SQUELCH OFF is selected, the message SQ OFF shows in cyan on the COM subdisplay on the top level page on the COM preset page.

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21-7

RTU OPERATION COM Operation

5

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Push the KNOB SEL line select key on the COM main display page to select 25 kHz tuning. The selected state (8.33 or 25) shows in cyan and in large digits. When the default (8.33 kHz) is overridden by this switch, the message 25 SEL shows on all COM pages. • The default setting at power-up for the 8.33 kHz capable RTUs is 8.33 kHz. If 25 kHz resolution is desired, it must be selected. • VHF COM frequencies show as six digits when 8.33 kHz is selected and by five digits when 25 kHz mode is selected. • There are no 8.33 kHz channels above 136.992 MHz. The last ‘channel name’ is 136.990 which is an actual frequency of 136.9917 MHz. Therefore, while the RTU is in the frequency range of 137.000 to 151.975 MHz, the unit behaves the same as a 25 kHz only unit.

6

Push the TEST line select key on the COM main display page to activate the COM self-test. When active the message TEST shows in cyan and in large letters. The COM self-test remains active for 10 seconds.

7

Preset tuning mode is identified by the presence of a preset (1-20, RCL, or EMER) below the frequency in the recall display. To set preset tuning mode:

Criptografia: Fred Mesquita 21-8

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

RTU OPERATION COM Operation

7.1

Push the active (left side) COM line select key two times to show the COM main display page.

7.2

Push the PRESET PAGE line select key to show the COM preset page.

7.3

Push the TUNE MODE line select key on the preset page. The active selection (PRESET) shows in cyan and in large letters below the TUNE MODE label. NOTE N

The ‘RCL’ preset is automatically generated when a preset frequency is swapped with the frequency in the active display. Once swapped, the formerly active frequency (now in the recall display) is programmed into the preset list and labeled the ‘RCL’ (recall) preset. Once set, the ‘RCL’ frequency may be reselected at any time by selecting ‘RCL’ from the preset list. The recall preset is located between presets 1 and 20 on the preset list.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

21-9

RTU OPERATION NAV Operation

8

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Push the PRESET PAGE line select key on the COM main display page to show the COM preset page. Nineteen COM presets are available for programming on five COM preset pages. NOTE N

Preset 20 is permanently programmed to the emergency frequency (121.5 MHz) and is identified by the EMER label.

8.1

If the tune window is not around the preset page number (R3), push the PAGE line select key to position the tune window around the preset page number.

8.2

Operate the tuning knobs to select the desired preset page (1-5).

9

Push the line select key adjacent to the desired preset (1-19) to position the tune window around the selected preset frequency.

10

Set the desired frequency with the tuning knobs.

11

Push the RETURN line select key to show the RTU top level page.

NAV OPERATION RATIONALE: The NAV subdisplay on the RTU top level page provides tuning functions for the on-side NAV receiver. Other NAV control functions are handled on the NAV main display page and NAV preset page.

Criptografia: Fred Mesquita 21-10

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

RTU OPERATION NAV Operation

SUMMARY: The NAV subdisplay on the RTU top level page provides basic NAV receiver tuning control. The active and recall frequency can be tuned from the NAV subdisplay on the top level page. The active and recall frequency can also be tuned from the NAV main display page. Independent DME tuning, marker beacon sensitivity, NAV self-test, and preset page access is controlled from the NAV main display page. CHECKLIST:

1

The NAV radio is directly tuned from the NAV subdisplay on the top level page. The NAV can also be directly tuned from the NAV main display page.

1.1

Push the active (left side) NAV line select key to position the tune window around the active NAV frequency.

1.2

Set the desired frequency with the tuning knobs.

2

The NAV radio can be recall tuned from the NAV subdisplay on the top level page or the NAV main display page.

2.1

With the tune window around the NAV recall frequency, set the desired frequency with the tuning knobs.

2.2

Push the recall (right side) NAV line select key to swap the active and recall frequencies. If the tune window is not around the NAV recall frequency, push the recall NAV line select key two times, first to position the tune window around the NAV recall frequency and second to swap the active and recall frequencies.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

21-11

RTU OPERATION NAV Operation

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

NOTE N

There are two recall tuning modes: frequency tuning mode and preset tuning mode. When frequency tuning mode is selected, the frequency in the recall display can be manually tuned with the tuning knobs. When preset tuning mode is selected, the frequency in the recall display is selected from a list of presets. The tuning mode is selected from the preset page and remains until changed by the operator.

3

The FMS AUTOTUNE feature can tune the NAV (VOR and DME) radio through the RTU. The FMS is allowed to automatically tune the VOR receiver(s) whenever the NAV is not the active Nav Source and the associated DME is not in HOLD. The FMS autotune commands are preempted when the pilot tunes the radios with the RTU. Push the line select key adjacent to the DME-Hold frequency to position the tune window around DME-Hold frequency. Push the line select key adjacent to RMT TUNE ON/OFF (L2) to toggle FMS AUTOTUNE feature on and off.

4

Push the active (left side) NAV line select key two times to show the NAV main display page. Criptografia: Fred Mesquita

21-12

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

5

RTU OPERATION NAV Operation

Push the dedicated DME-Hold button on the RTU to select DME Hold (push-on/push-off). When the DME is in the hold state and independent DME tuning is enabled by the configuration, the DME hold frequency shows below the NAV active frequency.

5.1

Push the line select key adjacent to the active NAV frequency (L1) two times. The first push positions the tune window around the active Nav frequency and the second push moves the tune window to the DME hold frequency.

5.2

Set the desired frequency with the tuning knobs. When the DME hold frequency is invalid the display changes to DME – –.

6

Push the MKR SENS line select key to set the sensitivity level. The active state (LO or HI) shows in cyan and in large letters. When the sensitivity level is set to HIGH, MK-HI shows in cyan on the NAV top level subdisplay and the NAV preset pages.

7

Push the TEST line select key to activate the NAV/DME self-test. The NAV self-test is active for 10 seconds. When active, the TEST identifier shows in cyan and in large letters. If inhibited from entering test, INHIBITED shows below the TEST identifier and the TEST line select key is disabled.

8

Push the PRESET PAGE line select key to show the NAV preset page. Nineteen NAV presets are available for programming on five NAV preset pages.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

21-13

RTU OPERATION NAV Operation

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

8.1

If the tune window is not around the preset page number (R3), push the PAGE line select key to position the tune window around the preset page number.

8.2

Operate the tuning knobs to select the desired preset page (1-5).

9

Push the line select key adjacent to the desired preset (1-19) to position the tune window around the selected preset frequency.

10

Set the desired frequency with the tuning knobs.

11

Push the RETURN line select key to show the RTU top level page.

Criptografia: Fred Mesquita 21-14

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

RTU OPERATION ADF Operation

ADF OPERATION RATIONALE: The Automatic Direction Finder (ADF) subdisplay is located next to line select key R3 on the RTU top level page when TCAS is not installed. The ADF subdisplay is located on the RTU second top level page when TCAS is installed. The ADF subdisplay provides tuning functions for the on-side ADF receiver. Other ADF control functions are handled on the ADF main display page and ADF preset page. SUMMARY: The ADF subdisplay on the RTU top level page provides basic ADF receiver tuning control. When the ADF subdisplay is on the RTU second top level page active and recall frequency tuning is available. The active and recall frequency can be tuned from the ADF main display page. The ADF mode ADF or ANT, BFO feature, ADF self-test, and preset page access is controlled from the ADF main display page. CHECKLIST:

1

The ADF receiver is directly tuned from the ADF subdisplay. The ADF can also be directly tuned from the ADF main display page.

1.1

Push the NEXT PAGE line select key on the RTU top level page to show the second top level page.

1.2

Push the ADF line select key to position the tune window around the active ADF frequency.

1.3

Set the desired frequency with the tuning knobs.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

21-15

RTU OPERATION ADF Operation

2

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

The ADF radio is recall tuned from the ADF top level page when TCAS is installed and from the ADF main display page.

2.1

Push the ADF line select key two times on the RTU second top level page to show the ADF main display page.

2.2

Push the recall (right side) ADF line select key to swap the active and recall frequencies. If the tune window is not around the ADF recall frequency, push the recall ADF line select key two times, first to position the tune window around the ADF recall frequency and second to swap the active and recall frequencies.

Criptografia: Fred Mesquita 21-16

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

RTU OPERATION ADF Operation

NOTE N

There are two recall tuning modes: frequency tuning mode and preset tuning mode. When frequency tuning mode is selected, the frequency in the recall display can be manually tuned with the tuning knobs. When preset tuning mode is selected, the frequency in the recall display is selected from a list of presets. The tuning mode is selected from the preset page and remains until changed by the operator.

3

Push the active (left side) ADF line select key two times to show the ADF main display page.

4

Push the MODE line select key to set ADF or ANT mode. The active state (ANT or ADF) shows in cyan and in large letters. When ANT (antenna) mode is selected, the message ANT shows in cyan on the ADF subdisplay on the second top level page and on the ADF preset page.

5

Push the BFO line select key to set the Beat Frequency Oscillator feature to ON or OFF. The selected state shows in cyan and in large letters. When BFO is set to ON, the message BFO shows in cyan on the ADF subdisplay on the second top level page and the ADF preset page.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

21-17

RTU OPERATION ADF Operation

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

6

Push the TEST line select key to activate the ADF self-test. The ADF self-test is active for 10 seconds. When active, the message TEST shows in cyan and in large letters. For on-side radios a two digit hexadecimal diagnostic code and the message CODE show below the TEST message. If inhibited from entering test, the message INHIBITED shows below the TEST message the TEST line select key is disabled.

7

Push the PRESET PAGE line select key on the ADF main display page to show the ADF preset page. Twenty ADF presets are available for programming on five ADF preset pages.

NOTE N

7.1

In ADF installations with one of the extended ADF frequency ranges, preset 20 is permanently programmed to the emergency frequency of 2182.0 kHz. The emergency preset is identified by the message EMER.

If the tune window is not around the preset page number (R3), push the PAGE line select key to position the tune window around the preset page number. Criptografia: Fred Mesquita

21-18

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

7.2

RTU OPERATION HF Operation

Operate the tuning knobs to select the desired preset page (1-5).

8

Push the line select key adjacent to the desired preset (1-19) to position the tune window around the selected preset frequency.

9

Set the desired frequency with the tuning knobs.

10

Push the RETURN line select key to show the RTU top level page.

HF OPERATION RATIONALE: The HF subdisplay on the second top level page provides tuning functions for the on-side HF transceiver. Other HF control functions are handled on the HF main display page and HF preset page. SUMMARY: The HF subdisplay on the second top level page provides basic HF transceiver tuning control. The active and recall frequency can be tuned from the HF subdisplay on the second top level page. The active and recall frequency can also be tuned from the HF main display page. Simplex/Duplex mode, power level, and HF self-test functions are controlled from the HF main display page. Simplex or Duplex mode selection and the HF self-test feature is controlled from the HF preset page.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

21-19

RTU OPERATION HF Operation

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

CHECKLIST:

1

There are four HF tuning modes: frequency tuning mode, preset tuning mode, emergency tuning mode, and maritime tuning mode (optional). The tuning mode is set on HF preset page. To access the HF preset page:

1.1

Push the PRESET PAGE line select key on the HF main display page to show the HF preset page.

1.2

Push the TUNE line select key on the PRESET page to select the HF tuning mode. The active mode shows in cyan and in large letters.

1.3

Push the RETURN line select key to show the RTU top level page.

2

Perform the steps that follow to directly tuning an HF simplex frequency from the HF subdisplay on the second top level page.

2.1

Push the NEXT PAGE line select key on the top level page to show the second top level page.

2.2

Push the line select key next to the active HF frequency (L1) to position the tune window around the squelch setting.

Criptografia: Fred Mesquita 21-20

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

RTU OPERATION HF Operation

2.3

Set the HF squelch level with the small tuning knob.

2.4

Operate the large tuning knob clockwise to move the tune window from the squelch setting to the frequency digits. The tune window initially surrounds both the tens and ones of MHz digits and each individual digit thereafter.

2.5

Operate the small tuning knob to set the frequency. HF simplex (and half duplex) frequencies can be tuned in 100 Hz steps to values within the range of 2.0000 and 29.9999 MHz.

2.6

Operate the large tuning knob clockwise to move the tune window from the frequency to the emission mode.

2.7

Operate the small tuning knob to set the emission mode (UV, LV, or AM).

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

21-21

RTU OPERATION HF Operation

3

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Perform the steps that follow to recall tune a preset frequency from the HF subdisplay on the second top level page.

NOTE N

Preset tuning mode is identified by the presence of a preset number (1–20) below the frequency in the recall display (R1). Recall tuning involves setting the desired into the recall (right side) and then swapping the active and recall frequencies.

3.1

Set PRESET tuning mode on the HF preset page as described in step 1 of this checklist.

3.2

With the tune window around the recall preset, set the desired preset with the tuning knobs. If the tune window is not around the recall preset, push the recall (top right) line select key to position the tune window around the HF recall preset.

Criptografia: Fred Mesquita 21-22

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

3.3

4

RTU OPERATION HF Operation

When the frequency in the recall display is needed, push the recall (right side) HF line select key to swap the active and recall frequencies. If the tune window is not around the recall preset, push recall HF line select key two times. Once to position the tune window around the HF recall preset and twice to swap the active and recall frequencies. Perform the steps that follow to directly tune an HF emergency channel from the HF main display page.

4.1

Set EMER tuning mode on the HF preset page as described in step 1 of this checklist.

4.2

Push the active (left side) HF line select key two times to show the HF main display page.

4.3

Push the active (left side) HF line select key to position the tune window in active HF field. The tune window initially surrounds the squelch setting.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

21-23

RTU OPERATION HF Operation

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

4.4

Operate the small tuning knob to set the HF squelch level (SQ0, SQ1, SQ2, or SQ3).

4.5

Operate the large tune knob clockwise to move the tune window from the squelch setting to the emergency channel.

4.6

Operate the small tune knob to set the desired channel (1-6).

5

Perform the steps that follow to recall tune an HF Maritime (ITU) channel from the HF subdisplay on the top level page.

NOTE N

5.1

Maritime tuning mode may or may not be available depending on the installation.

Set MAR (maritime) tuning mode on the HF preset page as described in step 1 of this checklist.

Criptografia: Fred Mesquita 21-24

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

RTU OPERATION HF Operation

5.2

If the tune window is not around the HF preset channel, push the recall (top right) line select key to position the tune window around the recall ITU channel.

5.3

Operate the small tune knob to set the desired channel.

5.4

Operate the large tune knob to move the tune window through the channel digits. NOTE N

5.5

6

Channels are selected from the ranges that follow: 401-429, 601-608, 801-837, 1201-1241, 1601-1656, 1801-1815, 2201-2253, and 2501-2510.

Push the recall (top right) line select key to swap the active and recall channels. If the tune window is not around the HF recall channel, push the recall HF line select key two times, once to position the tune window around the recall channel and twice to swap the active and recall channels. Push the active (left side) HF line select key two times to show the HF main display page.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

21-25

RTU OPERATION HF Operation

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

6.1

Push the POWER line select key to set the HF power to LO, MED, or HIGH. The active state shows in cyan and in large letters.

6.2

Push the SIMPLEX/DUPLEX line select key to set Simplex or Half Duplex mode for the frequency surrounded by the tune window. The active state shows in cyan and in large letters.

6.3

Push the TEST line select key to initiate the HF self-test. When active, the message TEST shows in cyan and in large letters. The message IN TEST shows in place of the active HF frequency, and (for on-side radios) a six digit hexadecimal diagnostic code and CODE identifier show below the TEST message. When the HF test is active, no HF settings may be changed until the test is complete (approximately 40 seconds).

7

7.1

Perform the steps that follow to program an HF preset. Push the PRESET PAGE line select key on the HF main display page to show the HF preset page. Criptografia: Fred Mesquita

21-26

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

RTU OPERATION ATC Operation

7.2

If the tune window is not around the preset page number (R3), push the PAGE line select key to position the tune window around the preset page number.

7.3

Operate the tune knobs to select the desired preset page (1-7).

7.4

Push the line select key adjacent to the desired preset (1-20) to position the tune window around the selected preset frequency.

7.5

Push the SIMPLEX/DUPLEX line select key to set Simplex or Half Duplex mode for the frequency surrounded by the tune window. The active state shows in cyan and in large letters.

7.6

Operate the tune knobs to set the desired frequency.

7.7

Operate the large tune knob to set the desired emission mode (LV, UV, or AM).

8

Push the RETURN line select key to show the RTU top level page.

ATC OPERATION RATIONALE: The ATC subdisplay on the RTU top level page provides tuning functions for the active ATC Transponder. Other ATC control functions are handled on the ATC main display page.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

21-27

RTU OPERATION ATC Operation

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

SUMMARY: The ATC subdisplay on the RTU top level page provides control of the ATC code. When the optional Flight ID capable Transponder is installed, the Flight ID code shows on the RTU top level page. The active and recall ATC code can be set from the ATC main display page. The ATC ident code for the active transponder is set from the ATC subdisplay on the top level page. The same ATC transponder display (ATC1 or ATC2) shows on both RTUs. The ATC1/ATC2 and ON/STBY selections are set on the ATC main display page. Mode C operation and ATC self-test feature are controlled from the ATC main display page. When the optional Flight ID capable Transponder is installed, the Flight ID is set from the ATC main display page. CHECKLIST:

1

The ATC Ident code is set from the ATC subdisplay on the RTU top level page. NOTE N

The subdisplay for the active transponder shows on the pilot-side and copilot-side top level page. The main display page for the active transponder (ATC1 or ATC2) is available for display on the pilot side and copilot-side RTU.

Criptografia: Fred Mesquita 21-28

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

RTU OPERATION ATC Operation

1.1

Push the line select key adjacent to the ATC subdisplay on the RTU top level page (L3). This action positions the tune window around the active ATC ident code.

1.2

Operate the tuning knobs on the RTU to set the desired ATC ident code.

2

The standby/recall ATC IDENT code is set from the ATC main display page.

2.1

Push the ATC line select key two times on the RTU top level page to show the ATC main display page.

2.2

Push the recall ATC line select key to two times to swap the active and recall codes.

3

Push the line select key adjacent to the ATC1 ATC2 selection (L2) on the ATC main display page to set the desired state. The active transponder (ATC1 or ATC2) shows in larger cyan text on the ATC main display page.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

21-29

RTU OPERATION ATC Operation

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

4

Push the line select key adjacent to FLT ID to position the tune window. Operate the tuning knobs to set the desired FLT ID code. To swap the active and recall FLT ID codes, push the FLT ID line select key twice.

5

Push the line select key adjacent to the ALT ON/OFF selection (R2) on the ATC main display page to set the desired state. The active state (ON or OFF) shows in larger cyan text. When ALT reporting is set to ON, the four most significant digits of the altitude readout (to the nearest 100 feet) show on the ATC main display page. If the transponder is not reporting an altitude, the readout is dashed (ALT ----). When altitude reporting is set to OFF, the message ALT OFF shows in cyan on the ATC subdisplay.

6

Push the line select key adjacent to the ON STBY selection (L3) on the ATC main display page to set the desired state. The selected state shows in cyan and in large letters. When STBY is selected, the legend STBY shows in cyan on the ATC subdisplay on the top level page and the ATC code shows in white.

7

Push the line select key adjacent to the TEST selection (R3) on the ATC main display page to select the ATC self-test. The message TEST shows in cyan and in large letters when the ATC test is active. For on-side radios a two digit hexadecimal diagnostic code and CODE message show below the TEST message.

8

Push the IDENT function key on the RTU front panel to initiate the ATC ident feature. The message ID shows in cyan on ATC subdisplay and ATC main display page when the IDENT feature is active.

Criptografia: Fred Mesquita 21-30

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

RTU OPERATION TCAS II Operation

TCAS II OPERATION RATIONALE: The TCAS II mode is set from the TCAS subdisplay on the RTU top level page. Other TCAS II control functions are handled on the TCAS main display page. SUMMARY: The TCAS subdisplay on the RTU top level page provides control of the TCAS II mode. The TCAS II altitude mode, OT (other traffic) on/off, OT altitude volume, and TCAS II self-test functions are controlled from the TCAS main display page. Identical control selections are presented on both RTUs. CHECKLIST:

1

1.1

The TCAS II mode is set from the TCAS subdisplay on the RTU top level page. Push the line select key adjacent to the TCAS subdisplay on the RTU top level page (R3). This action positions the tune window around the TCAS II mode.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

21-31

RTU OPERATION TCAS II Operation

1.2

2

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Operate the tuning knob to set the desired TCAS II mode. The available modes are TA/RA, TA ONLY, and STBY. The active mode shows in cyan and in large letters. The TCAS II mode can also be set from the TCAS main display page.

2.1

Push the TCAS line select key two times on the RTU top level page to show the TCAS main display page.

2.2

Push the line select key adjacent to the TCAS mode (L1) to set the desired TCAS II mode. The available modes are TA/RA, TA ONLY, and STBY. The active mode shows in cyan and in large letters.

3

Push the ALT line select key on the TCAS main display page to set the desired altitude mode. The available modes are Relative (REL) and Absolute (ABS). The active mode shows in cyan and in large letters.

Criptografia: Fred Mesquita 21-32

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

RTU OPERATION TCAS II Operation

4

Push the TRAFFIC line select key on the TCAS main display page to set other traffic (non-threat traffic) to ON (all traffic) or OFF (threat traffic only). The active state shows in cyan and in large letters.

5

Push the ABOVE line select key (R1) to set the Other Traffic (OT) altitude window from 9900 feet above to 2700 feet below own airplane altitude (push-on/push-off). Push the BELOW line select key right to set the OT altitude window 9900 feet below to 2700 feet above own airplane altitude (push-on/push-off). NOTE N

NORMAL mode sets the OT (other traffic) altitude window from 2700 feet above to 2700 feet below own airplane altitude. NORMAL mode is selected when neither ABOVE or BELOW mode is selected. NOTE

N

6

With both the ABOVE and BELOW selected the OT altitude window is set from 9900 feet above to 9900 feet below own airplane altitude.

Push the TEST line select key on the TCAS main display page to activate the TCAS II self-test. The TCAS II self-test routine takes approximately 10 seconds to complete. During that time the TCAS-4000 self-test routine tests the following: • TCAS II receiver-transmitter • Mode S transponder(s) • TCAS II antennas • Radio altimeter input • Heading data input • TCAS II displays.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

21-33

RTU OPERATION Cross-side Tuning

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

During the self-test the MFD traffic display and PFD vertical speed scale display test patterns. The MFD test pattern includes the four types of traffic symbols. The messages TCAS TEST (white) and TCAS FAIL (yellow) also show on the MFD. Red and green vertical speed advisory bands show on the PFD vertical speed scale. The message TCAS TEST (white) shows in below the vertical speed scale. After successful completion of the test, the system returns to the selected operating modes and the audio message TCAS SYSTEM TEST OK is broadcast over the flight deck audio system. If the set operating mode is not STBY, TCAS II traffic and resolution advisories are available for display in approximately 5 seconds. If a fault is detected in the TCAS II self-test, the message TCAS FAIL shows in yellow on the PFD and MFD and the audio message TCAS SYSTEM TEST FAIL is broadcast over the flight deck audio system. NOTE N

Depending on the system installation, self-test operation may be prevented when the airplane is airborne.

CROSS-SIDE TUNING RATIONALE: Cross-side tuning is an alternative to the pilot reaching across the pedestal to operate the cross-side radio controller. SUMMARY: When both radio controllers (CDU and RTU) are operating normally, the on-side controller can be used to tune the cross-side radios. The dedicated 1/2 button on the RTU front panel is used to select control of the cross-side radio suite. Criptografia: Fred Mesquita 21-34

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

RTU OPERATION Reversionary Tuning

CHECKLIST:

1

Push the 1/2 button on the on-side RTU to select control of the cross-side radio suite. NOTE N

When both radio controllers attempt to command the same radio simultaneously, the pilot-side radio controller takes precedence.

POST CONDITIONS: The cross-side labels (COM1, NAV1, etc.) change color from green to yellow to denote cross-side.

REVERSIONARY TUNING RATIONALE: Reversionary tuning is used to recover full tuning control of the cross-side radio suite in the event of a cross-side radio controller failure. SUMMARY: Powering-down the CDU enables reversionary tuning by the RTU. In reversionary mode, the RTU has full tuning control of the cross-side (and on-side) radios suite. Powering-down the CDU in single-FMS installations will disable all FMS functions and control. CHECKLIST:

1

1.1

Perform the steps that follow to operate the cross-side radios when the cross-side radio controller is failed. Select RTU ONLY on the remote-mounted installer-supplied reversionary tuning switch.

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RTU OPERATION Pro Line 21 with Optional IFIS HSI Display and Back-Up Tuning (optional) Fred Mesquita Raytheon King Air Criptografia:

1.2

Use the dedicated 1/2 button the non-failed RTU to operate both the on-side and cross-side radios.

POST CONDITIONS: When operating the cross-side radios the cross-side radio labels (COM1, NAV1, etc.) show in yellow on the on-side to denote cross-side radios. Powering-down the CDU in single-FMS installations will disable all FMS functions and control.

HSI DISPLAY AND BACK-UP TUNING (OPTIONAL) RATIONALE: A backup HSI page is available for display on the left RTU. The pilot can tune the COM1, NAV1 and ATC1 transponder from the HSI page while navigating using the HSI. The HSI page is primarily used to continue navigating should this capability be lost by the EFIS. Only the pilot-side radios (COM1, NAV1, etc.) can be tuned via the HSI page. SUMMARY: The familiar HSI elements include the compass rose, course pointer, to/from pointer, lateral deviation bar and scale and vertical deviation pointer and scale. The course can be set on the HSI page similar to EFIS. The active frequency/channels for the on-side COM, NAV and ATC radios shows along with the HSI. Tuning control for the COM, NAV and ATC radios is similar to that on the top level page and main display pages. CHECKLIST:

1

Push the HSI line select key on the RTU second top level page to show the HSI page. A flight deck mounted HSI switch can also be used to show the HSI page.

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Pro Line 21 with Optional IFIS RTU OPERATION Raytheon King Air Criptografia: Fred HSI Display and Back-Up Tuning (optional) Mesquita

NOTE N

2

Refer to the RTU HSI section of the guide for additional information on the RTU HSI page.

Perform the steps that follow to tune the COM, NAV, or ATC transponder from the HSI page.

2.1

Push the line select key next to the desired radio to position the tune window.

2.2

Operate the tune knobs to set the desired frequency.

3

Perform the steps that follow to select the course.

3.1

Push the line select key next to the CRS readout to position the tune window.

3.2

Operate the tune knobs to set the desired course.

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RTU OPERATION

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MENUS AND DISPLAYS Table of Contents

TABLE OF CONTENTS Title

Page

Adaptive Flight Display ................................................................... 22-1 Cursor Control Panel ...................................................................... 22-3 Control Display Unit ...................................................................... 22-11 Display Control Panel ................................................................... 22-18 Flight Guidance Panel .................................................................. 22-22 Remote Switches ......................................................................... 22-26 PFD – Flight Guidance System Displays ..................................... 22-32 PFD – Airspeed ............................................................................ 22-45 PFD – Attitude .............................................................................. 22-59 PFD – Altitude .............................................................................. 22-63 PFD – Vertical Speed ................................................................... 22-77 PFD – TCAS II RA Fly-To Commands ......................................... 22-81 PFD – Preselect NAV Source (FMS Nav-to-Nav) ......................... 22-84 PFD – Time/Air Temp/COM/ATC .................................................. 22-87 PFD – References Menu .............................................................. 22-90 MFD – Engine Indicating System ................................................ 22-93 MFD – FMS Plan Map ................................................................ 22-110 MFD – GS/TAS/Air Temps .......................................................... 22-116 PFD/MFD – Bearing Pointers ..................................................... 22-118 PFD/MFD – Heading Displays ................................................... 22-123 PFD/MFD – Course Deviation & To/From .................................. 22-127 PFD/MFD – Navigation Source .................................................. 22-135 PFD/MFD – FMS PPOS Map ..................................................... 22-141 Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MENUS AND DISPLAYS Table of Contents

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Title

Page

PFD/MFD – Weather Radar Overlay .......................................... 22-150 PFD/MFD – Lightning Overlay ................................................... 22-164 PFD/MFD – TCAS Traffic Displays ............................................ 22-167 PFD/MFD – Terrain Overlay and Alerts ...................................... 22-180 PFD/MFD – Composite Display ................................................. 22-186

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MENUS AND DISPLAYS Adaptive Flight Display

MENUS AND DISPLAYS ADAPTIVE FLIGHT DISPLAY Figure 22-1 Adaptive Flight Display

Each Adaptive Flight Display (PFD and MFD) is equipped with Line Select Keys arranged on the left and right sides of the display to provide control and selection functions that may or may not be functional depending on the mode, format, or menu active on the display. SELECTIONS: Line Select Keys L1 thru L4

Four Line Select Keys are provided on the left side of each display for control and selection functions. These four keys are referred to (but not actually labeled) as L1 through L4 (top to bottom).

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MENUS AND DISPLAYS Adaptive Flight Display

Line Select Keys R1 thru R4

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Four Line Select Keys are provided on the right side of each display for control and selection functions. These four keys are referred to (but not actually labeled) as R1 through R4 (top to bottom).

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MENUS AND DISPLAYS Cursor Control Panel

CURSOR CONTROL PANEL Figure 22-2 Cursor Control Panel

The Cursor Control Panel (CCP) is used to select and control the optional Integrated Flight Information System (IFIS) functions via MFD onscreen menus and for checklist control. The IFIS functions include Electronic Charts, Enhanced Maps and Graphical Weather. Dedicated controls are provided for chart selection, a joystick for panning and zooming charts, quick MFD format access keys, and MFD menu controls. Three quick access keys are used to store and then recall display format configurations for the MFD. NOTE N

IFIS operation is not described in this operator’s guide. For information on the IFIS, refer to the IFIS-5000 Integrated Flight Information System Operator’s Guide (CPN 523-0806347) and the Corporate Datalink System CMU-4000/RIU-40X0 Operator’s Guide (CPN 523-0790499).

SELECTIONS: MENU ADV

Operate the Menu Advance (MENU ADV) knob to position the menu cursor around the desired shortcut, menu item, or alphanumeric entry field. Clockwise rotation of the knob moves the cursor down the page; counterclockwise rotation moves the cursor up the page. The MENU ADV knob is also used for checklist control. Criptografia: Fred Mesquita

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MENUS AND DISPLAYS Cursor Control Panel

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

PUSH SELECT

Push the PUSH SELECT button to select the item highlighted by the menu cursor. The PUSH SELECT button is also used for checklist control.

DATA

When data entry mode is active, operate the DATA knob to move forward through the characters. With a chart in view, operate the DATA knob to cycle through the list of linked charts associated with the airport identified by the chart in view.

MENU

The MENU button shows a context sensitive top-level menu or completely closes all active menus. • The optional Enhanced Maps (E-maps) features are available on the MFD PPOS Map and Plan Map include Geographic and Political (Geo-pol) Boundaries, Airspace, and Airways. The E-map features are controlled via a map menu on the MFD. With the FMS PPOS map or Plan map in view on the MFD push the MENU button on the CCP to show the MFD map menu. The MFD map menu legend is PPOS when the PPOS Map is the active format and PLAN when the FMS Plan map is the active format.

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MENUS AND DISPLAYS Cursor Control Panel

• The optional Electronic Charts (E-chart) format provides the capability to show an electronic chart on the MFD. The E-charts are selected automatically by the map source FMS (if compatible) when a flight plan is entered. The charts can also be selected manually by the pilot from the Chart Main Index. With no chart menus in view, push the MENU button on the CCP to show the Chart Main Index. • The optional Graphical Weather (GWX) format provides the capability to overlay a NEXRAD image onto the FMS Plan map. The NEXRAD overlay is selected for display on the Plan Map with a control located on the MFD PLAN map menu. With the Plan Map in view on the MFD, push the MENU button on the CCP to show the Plan map menu. • The optional Graphical Weather (GWX) format provides the capability to show graphical and textual weather information on the MFD. The desired graphical or textual weather information is selected for display from the Graphical Weather Main Menu. With a GWX image in view on the MFD, push the MENU button on the CCP to show the Graphical Weather Main Menu.

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MENUS AND DISPLAYS Cursor Control Panel

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

NOTE N

The E-map, E-chart, and GWX features are part of the Integrated Flight Information System (IFIS) upgrade. For information on the IFIS, refer to the IFIS-5000 Integrated Flight Information System Operator’s Guide (CPN 523-0806347) and the Corporate Datalink System CMU-4000/RIU-40X0 Operator’s Guide (CPN 523-0790499).

ESC

Each push of the Escape (ESC) ESC button backs up one level through the menu tree until the top level is reached on the display.

STAT

The Status (STAT) button is used to show a menu of certain MFD formats. The STAT menu can include the formats that follow. • Database Effectivity • Chart Subscription • FGS Diagnostics • Maintenance Main Menu • File Server Configuration.

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MEM

MENUS AND DISPLAYS Cursor Control Panel

Three Memory (MEM) quick-access buttons are used to store, then recall display format configurations for the MFD. Only combinations of split-display formats, such as Checklist and PPOS Map, are stored. To store the current MFD values/states, push one of the three quick access buttons for more than 3 seconds. The upper format, lower format, TERR/RDR/LX overlay state, and TFC overlay state are stored. The messages that follow are available for display on the MFD when a store is requested: • STORE FAULT shows when a fault is detected that prevents the system from storing the current MFD values/states. • STORE shows when a quick access button is pushed for more than 3 seconds. This message indicates to the pilot that the button should be released to complete the STORE action. • STORE COMPLETE shows when a quick access button is released and the current MFD display parameters have successfully been stored. NOTE N

Full-display formats (such as E-Charts and FMS Remote Test) are accessed with dedicated controls and cannot be stored.

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MENUS AND DISPLAYS Cursor Control Panel

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

A recall is requested when one of the quick access buttons on the CCP is pushed and released in less than 3 seconds. When a set of formats are recalled using the quick access buttons, any full formats that are currently in view are replaced with the appropriate split view (upper and lower formats). The messages that follow are available for display on the MFD when a recall is requested: • RECALL COMPLETE shows on the MFD when the recall action is complete. • RECALL FAULT shows on the MFD when the system attempts to recall a set of MFD display parameters and this cannot be achieved due to a fault. CHART

Push the CHART button on the CCP to show the last E-chart in view.

Orientation

When a new chart is selected, the orientation is set to the default orientation determined by the chart database. The first push of the Orientation button (located below the CHART button on the CCP) rotates the chart 90°. The second push rotates the chart back to its original orientation.

ZOOM

The ZOOM button is used to operate XM GWX and E-charts.

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MENUS AND DISPLAYS Cursor Control Panel

• For XM GWX, selecting the ZOOM button on the CCP cycles the zoom level between 1X, 4X, and 16X. Selecting the ZOOM button when the currently active zoom level is two selects zoom level zero. The zoom level selected when GWX format is reselected is the last commanded. The area of the image that is to be zoomed is contained within the pan indicator. • When a new chart is selected, the chart is initially scaled such that the width of the chart fills the display. When the chart is rotated to landscape, the chart is scaled again to allow the height of the chart to fill the display window. Operate the joystick to move the pan/zoom window to the area of the chart to be viewed with the zoom. The first push of the ZOOM button increases the size of the previously selected area inside the pan/zoom window. The second push of the ZOOM button returns the chart to full scale. NOTE N

The last viewed orientation, zoom and pan positions are recalled the next time each chart is selected for display.

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MENUS AND DISPLAYS Cursor Control Panel

Joystick

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

The joystick is used to operate the optional IFIS Electronic Charts. For the IFIS Electronic Charts, operate the joystick to move the pan/zoom window to the area of the chart to be enlarged. When zoomed in, operate the joystick to bring the area into view. The joystick is similarly used for pan/zoom indicator for the optional XM GWX format.

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MENUS AND DISPLAYS Control Display Unit

CONTROL DISPLAY UNIT Figure 22-3 Control Display Unit

The Control Display Unit (CDU) is a color, LCD-based display with an integrated keyboard. The display area supports 12 display lines plus a title line, a scratchpad line, and message line. The keyboard provides 16 function keys plus a full alphanumeric keypad. In addition, the CDU has 6 Line Select Keys located in the bezel on each side of the display. The CDU provides integrated control of several combinations of airplane communications and navigation radio subsystems to include the setting of radio frequencies, transponder beacon codes, and system Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MENUS AND DISPLAYS Control Display Unit

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

operating modes. The CDU provides single point control of both on-side and cross-side radios from the pilot or copilot position. The CDU also provides a backup display for GPS and engine data. NOTE N

The CDU also provides integrated control and interface with the Flight Management System (FMS). Refer to the FMS-3000 Flight Management System Pilot’s Guide (Collins Part Number 523-0790066) for information on the operation of the FMS.

SELECTIONS: Line Select Keys

There are 6 Line Select Keys located on each side of the display. Not every Line Select Key is active for every display or menu page. Line Select Keys mounted in the left bezel are generally referred to from top to bottom as L1 through L6, while those mounted in the right bezel are generally referred to from top to bottom as R1 through R6. Line Select Keys on the CDU are used in conjunction with the display and menu pages to: • Transfer data from the scratchpad to the appropriate data line • Copy data from a data line to the scratchpad • Select an option, mode, or state from a menu of available options.

MSG

The Message (MSG) key shows and removes the MESSAGES display page on the CDU. The MESSAGES page shows new and old FMS messages.

DIR

The Direct (DIR) key selects the DIRECT function of the FMS.

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MENUS AND DISPLAYS Control Display Unit

FPLN

The Flight Plan (FPLN) key shows the FMS FPLN pages.

LEGS

The LEGS key shows the FMS LEGS pages.

DEP ARR

The DEP ARR key shows one of the pages that follows, depending on the phase of flight: • DEPART page • ARRIVAL page • DEP/ARR INDEX page.

PERF

The Performance (PERF) key selects the FMS Performance function.

MFD MENU

The MFD MENU key is used to select one of two possible MFD options pages on the CDU. A Map Display options and Text Display options page can be selected to show. The options page that shows is determined by the format that is active on the MFD. The MAP DISPLAY menu shows when the FMS Plan Map or FMS PPOS Map is active on the MFD. The TEXT DISPLAY menu shows when a FMS Remote Text page is active on the MFD. • The MAP DISPLAY menu provides a list of various map background display items the operator may select for display on the FMS Plan or PPOS Map. The DISPLAY MFD/ PFD > Line Select Key on the MAP DISPLAY menu allows the operator to access either the PFD or MFD map background data selections without affecting the other AFD background items. Criptografia: Fred Mesquita

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MENUS AND DISPLAYS Control Display Unit

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

• The TEXT DISPLAY menu provides a list of various FMS text pages and reports available for display on the MFD. The DISPLAY MFD/ PFD > Line Select Key on the TEXT DISPLAY menu allows the operator to access the PFD map background data selections while the MFD displays remote text pages. MFD format changes made on EFIS format control (a DCP, CCP, or Line Select Key on the AFD) cancels the display of text pages on the on-side MFD. • For both the Map Display and Text Display options, the CDU Line Select Keys are used to select and deselect the display options. MFD ADV

The MFD ADV key is used to show a DISPLAY ADVANCE page on the CDU that is related to the active format on the MFD. The two possible states for the DISPLAY ADVANCE page correspond to MFD display of FMS Plan Map and FMS Remote Text format. • When the TEXT DISPLAY menu is in view on the CDU, push the MFD ADV key to show the TEXT DISPLAY page on the CDU. Use the Line Select Keys on this page to select the next page or previous page of the FMS Text display on the MFD. • When the MAP DISPLAY menu is in view on the CDU, push the MFD ADV key to show the ACT PLAN MAP CENTER page on the CDU. Use the Line Select Keys on this page to select a waypoint from the menu options as the FMS Plan Map center.

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MENUS AND DISPLAYS Control Display Unit

NOTE N

When map nor text data is in view on the MFD, the default DISPLAY ADVANCE is the FMS Plan Map center control.

MFD DATA

The MFD DATA key is used to show an FMS Remote Text format on the MFD (push-on/push-off). The FMS Remote Text format shows user selectable text information from the FMS. The last selected FMS Remote Text page is the page that shows when the FMS Remote Text format is selected. The FMS Remote Text page shows below the engine display in place of the normal MFD navigation format or FMS Map.

PREV

The Previous (PREV) key shows the previous page of a multi-page CDU display, such as the TUNE page. NOTE N

NEXT

When a CDU display page does not show a page number at the top right of the display, the PREV key is not active for that page.

The NEXT key shows the next page of a multi-page CDU display, such as the TUNE page. NOTE N

When a CDU display page does not show a page number at the top right of the display, the NEXT key is not active for that page.

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MENUS AND DISPLAYS Control Display Unit

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

EXEC

The Execute (EXEC) key acts as an Enter or Save function for some FMS flight plan edits and performance functions.

IDX

The Index (IDX) key shows the FMS INDEX pages. All FMS pages that do not have an associated function key are listed on one of the INDEX pages.

TUN

The Tune (TUN) key on the CDU shows the TUNE page for the radios. The TUNE page provides tuning and mode control for both the on-side and cross-side radios. NOTE N

CLR DEL

Depending on the equipment installed, there may be more than one TUNE page. The first TUNE page shows when the TUN button is pushed. Selecting the NEXT and PREV keys shows the second TUNE page.

The Clear Delete (CLR DEL) key is used to clear the scratchpad of data or to create a DELETE command that can be transferred to some data fields on CDU display pages. • With data in the scratchpad, this key functions as a backspace key, removing characters from the scratchpad from right to left. • Push and release the key to backspace one character at a time. • Push and hold the key to clear the entire scratchpad at once.

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MENUS AND DISPLAYS Control Display Unit

• With no data in the scratchpad, selecting the key enters a DELETE command into the scratchpad. To clear the DELETE command, push the CLR DEL key once. BRT DIM

The Bright Dim (BRT DIM) key is located on the CDU. This control works in conjunction with a remote-mounted installer-supplied dimming control to ensure to provide dimming control in the event of a failure of the remote dimming control. • Operate the remote dimming control to make the desired brightness level adjustment. • Operate the CDU BRT DIM key on the CDU to fine-tune the CDU brightness to suit lighting conditions and pilot preferences.

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MENUS AND DISPLAYS Display Control Panel

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

DISPLAY CONTROL PANEL Figure 22-4 Display Control Panel

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MENUS AND DISPLAYS Display Control Panel

The Display Control Panel (DCP), in conjunction with the bezel-mounted Line Select Keys on the PFDs and MFD, provide the primary pilot interface to control the AFDs. Control of engine data, weather radar operation, navigation sources, bearing pointers, speed references, and altitude references is via the DCP along with the flight display Line Select Keys. When a DCP menu button is pushed, the PFD shows the appropriate menu. While the menu is in view, the PFD Line Select Keys are active. Two DCPs are installed, one for the pilot-side system and one for the copilot-side system. SELECTIONS: BARO

The Barometric (BARO) knob is used to control the barometric pressure setting and to cancel the optional Flight Level 180 (FL180) alert. When descending, operate the BARO knob to cancel the FL180 Alert.

PUSH STD

The Push Standard (PUSH STD) button in the center of the BARO knob is used to set the standard BARO pressure setting (29.92 inHg or 1013 hPa) and to cancel the optional FL180 Alert.

REFS

The References (REFS) button selects and deselects the REFS menu on the PFD. Two REFS menu pages are available. The REFS 1/2 menu shows Vspeed reference values on the left side of the display and RA MIN, BARO MIN, and VREF settings on the right side of the display. Each of these value settings can be changed by the pilot and selected for display via the REFS menu. The REFS 2/2 page shows units of measurement, METRIC ALT (altitude) on/off, FL (flight level) alert on/off, and FLT DIR (Flight Director) style on the left side.

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MENUS AND DISPLAYS Display Control Panel

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

MENU ADV

The Menu Advance (MENU ADV) knob moves the cyan selection box between different controls/menus on the PFD. The Line Select Keys on the PFD can also be used to position the cyan selection box.

DATA

The DATA knob changes the state/value identified by the cyan selection box on the PFD.

PUSH SELECT

The PUSH SELECT button changes the state identified by the cyan selection box on the PFD.

NAV/BRG

The Navigation/Bearing (NAV/BRG) button selects and deselects the NAV SOURCE and BRG SOURCE menus on the PFD.

RADAR

The RADAR button selects and deselects the RADAR menu on the on-side PFD.

GCS

The Ground Clutter Suppression (GCS) button selects and deselects the weather radar Ground Clutter Suppression feature. The GCS feature is automatically timed out after 30 seconds.

TILT

The TILT knob (outer knob) controls the weather radar antenna tilt angle. Electronic stops limit the selected tilt angle.

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MENUS AND DISPLAYS Display Control Panel

RANGE

The RANGE knob (inner knob) controls the range for navigation and hazard avoidance maps on the PFD and MFD. The display ranges are: 10, 25, 50, 100, 200 and 300 nmi. An optional 600 nmi range is available. This range is not available when Weather Radar or optional Terrain is active on the PFD or MFD. If Weather Radar or Terrain is selected when the 600 nmi range is selected, the range is automatically decremented to 300 nmi. When TCAS is installed and the TCAS Only format is active, the available ranges are 5, 10, 25, and 50 nmi. Two Range values are tracked by the PFD, TCAS Only range and non-TCAS Only range (normal range). Refer to the PFD/MFD — TCAS Traffic Display section of this guide for more information on TCAS range.

PUSH AUTO TILT

The PUSH AUTO TILT button selects and deselects the weather radar automatic antenna tilt (Autotilt) feature.

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MENUS AND DISPLAYS Flight Guidance Panel

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

FLIGHT GUIDANCE PANEL Figure 22-5 Flight Guidance Panel

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MENUS AND DISPLAYS Flight Guidance Panel

The primary control for the Flight Guidance System (FGS) is the Flight Guidance Panel (FGP). Controls for the Autopilot (AP), Yaw Damper (YD), Flight Directors (FD), and the lateral and vertical modes of the FGS are located on the FGP. SELECTIONS: FD

The Flight Director (FD) buttons are used to select and deselect the on-side Flight Director. The left FD button is used to operate the pilot-side Flight Director, the right FD button is used to operate the copilot-side Flight Director.

CRS

The Course 1 (CRS1) and Course 2 (CRS2) knob are used to set the on-side active VOR or LOC course pointer. The CRS1 knob is used to set the pilot-side course arrow, the CRS2 knob is used to set the copilot-side course arrow.

NAV

The Navigation (NAV) button is used to select and deselect Navigation mode.

HDG

The Heading (HDG) button is used to select and deselect Heading Select mode. The HDG knob is used to set the selected heading reference (HDG bug). The integral PUSH SYNC button is used to set the HDG bug under the lubber line.

APPR

The Approach (APPR) button is used to select and deselect Approach mode.

1/2 BANK

The Half Bank (1/2 BANK) button is used to select and deselect Half Bank mode.

FLC

The Flight Level Change (FLC) button is used to select and deselect Flight Level Change mode. Criptografia: Fred Mesquita

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MENUS AND DISPLAYS Flight Guidance Panel

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

SPEED

The SPEED knob is used to set the selected airspeed reference bug (speed bug).

IAS/MACH

The Indicated Airspeed/Mach (IAS/MACH) button is used to set the speed reference unit of measurement to IAS or Mach.

VS

The Vertical Speed (VS) button is used to select and deselect Vertical Speed mode.

VNAV

The Vertical Navigation (VNAV) button is used to select and deselect Vertical Navigation function.

UP/DOWN

The Vertical Speed/Pitch (UP/DOWN) thumbwheel is used to: • Set the vertical speed reference when Vertical Speed mode is active • Set the pitch reference angle when Pitch Hold mode is active.

ALT

The Altitude (ALT) button is used to select and deselect Altitude Hold mode. The ALT knob is used to set the Preselect Altitude.

AP

The Autopilot (AP) button is used to engage and disengage the Autopilot and Yaw Damper.

YD

The Yaw Damper (YD) button is used to engage the Yaw Damper and to disengage the Autopilot and Yaw Damper.

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MENUS AND DISPLAYS Flight Guidance Panel

CPL

The Couple (CPL) button is used to select the pilot-side or copilot-side flight guidance channel, and the selected heading, vertical speed, and preselect altitude reference values.

YD/AP DISC

The Yaw Damper/Autopilot Disconnect (YD/AP DISC) bar is used to disengage the Autopilot and Yaw Damper by removing power to the servo clutches.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

22-25

MENUS AND DISPLAYS Remote Switches

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

REMOTE SWITCHES Figure 22-6 Remote Switches

The remote switches are remote-mounted, installer-supplied controls located on the flight deck. SELECTIONS: ADC Reversion Switch

The Air Data Computer (ADC) reversion switch is used to select the cross-side ADC as the source for on-side air data. Refer to the ADC Reversion section of this guide for additional information on ADC reversion.

AHS Reversion Switch

The Attitude and Heading System (AHS) reversion switch is used to select the cross-side Attitude Heading Computer (AHC) as the source for attitude and heading data. Refer to the AHS Reversion section of this guide for additional information on AHS reversion.

Criptografia: Fred Mesquita 22-26

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

MENUS AND DISPLAYS Remote Switches

NOTE N

AP/YD Disconnect Switch

An optional non-Rockwell Collins Laseref V Inertial Reference System (IRS) is available as a reversionary attitude source. Refer to the appropriate vendor documentation for specific details on the function and operation of the IRS.

The AP/YD DISC (Autopilot/Yaw Damper Disconnect) switch, located on each control wheel, is a two-level push button. • Operation of the AP/YD DISC switch to the first level disengages the Autopilot (AP) and Yaw Damper (YD). • Operation of the AP/YD DISC switch to the final level disables the electric pitch trim and Rudder Boost. Upon release of the switch, electric pitch and Rudder Boost goes back to the on condition.

ATC1/STBY/ATC2 Switch

The Air Traffic Control Transponder #1 / Standby / Air Traffic Control Transponder #2 (ATC1/STBY/ATC2) switch is used to select the active Air Traffic Control Transponder or to select standby on both transponders.

ATC Remote Ident Switch

The yoke-mounted Air Traffic Control Transponder Identification (ATC IDENT) switch is used to activate the ATC identification feature.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

22-27

MENUS AND DISPLAYS Remote Switches

CDU/RTU Reversion Switch

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

The Control Display Unit (CDU) loses tuning capability of the cross-side radios when the Radio Tuning Unit (RTU) fails. The RTU loses tuning capability of the cross-side radios when the CDU fails. The CDU/RTU Reversion switch is used to restore full tuning capability to the CDU or RTU after the cross-side controller has failed. • The CDU ONLY position is used to restore full tuning capability to the CDU. • The RTU ONLY position is used to restore full tuning capability to the RTU.

Checklist Enable Switch

The yoke-mounted Checklist Enable switch is used to select the display of checklist information on the MFD.

Checklist Line Advance Switch

The optional Checklist Line Advance switch is used to advance the focus indicator from one line item to the next line item on the Checklist Index, Checklist Menu, or Checklist page.

Pitch Trim Switches

The control wheel Pitch Trim switches are used to drive the manual (electric) pitch trim system. Operation of the manual Pitch Trim switch disengages the Autopilot.

DG/Slave Switch

The DG/SLAVE switch is used to select either the DG (directional gyro) mode or the slaved magnetic heading mode of the on-side AHS. Refer to the AHS Operation section of this guide for additional information.

Criptografia: Fred Mesquita 22-28

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

MENUS AND DISPLAYS Remote Switches

Display Reversion Switch

The Display Reversion switch is used to select a combined PFD/MFD format on the remaining display after a display failure.

Emergency Frequency Switch

The instrument panel mounted EMER FREQ switch is used to tune the COM1 radio to the emergency frequency 121.5.

Go Around Switch

The thrust lever-mounted Go Around (GA) switch is used to select FGS Go Around mode, disengage the Autopilot, and select both Flight Directors.

Ground COM Button

The Ground COM (communication) button is used to power-up the RTU and pilot-side VHF COM transceiver when the battery switch is set to off. When the battery switch is set to on, the Ground COM function is disabled.

MFD Reversion Switch

The MFD reversion switch is used to re configure the MFD to function as a combined PFD and MFD in the event of a pilot PFD failure. Refer to the MFD Reversion” section of this guide for additional information on MFD reversion.

Overspeed Test Switch (B300 only)

The Overspeed test switch is used to test the Overspeed warning horn. The Overspeed warning horn is provided in addition to the visual cues that show on the airspeed scale to alert the flight crew of that the maximum airspeed has been exceeded. The Overspeed test is functional with weight on wheels.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

22-29

MENUS AND DISPLAYS Remote Switches

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Remote Dimming Switch

The Remote Dimming switch is used to make normal brightness level adjustments. A local dimming trim control (referred to as the trimmer) is also located on each AFD. This control works in conjunction with the Remote Dimming switch, and it also ensures that the pilot can maintain adequate dimming control in the event of a failure of the Remote Dimming switch. Refer to the Display Dimming section of this guide for more information on brightness level adjustment.

Rudder Boost Arm Switch

The Rudder Boost Arm switch enables the Rudder Boost function that is part of the FGS (B300 only). Refer to the FGS Operation section of this guide for additional information of the Rudder Boost function.

Slew -/+ Switch

The Slew -/+ switch is used to slew the heading computations in the AHC (and the heading on the compass cards) toward the selected direction. The “-” position of the switch will move the compass card clockwise, the “+” position of the switch will move the compass card counterclockwise.

Synchronization Switch

When the Autopilot (AP) is not engaged, operation of the momentary yoke-mounted SYNC switch synchronizes compatible vertical and lateral references to the currently state. A white SYNC advisory shows on the PFD when SYNC is active.

Criptografia: Fred Mesquita 22-30

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

MENUS AND DISPLAYS Remote Switches

Terrain Test

The TERR TEST (Terrain Test) button is used to activate the Terrain self-test. The Terrain Test is not available when airborne. The Terrain overlay is automatically selected and remains active when self-test mode ends.

TCAS I ON/STBY Switch

The TCAS I ON/STBY switch is used to toggle between on and standby modes. When on mode is selected, ON shows in green.

TCAS I TEST/ALT Switch

The TCAS I TEST/ALT switch is used to select the self-test and/or change between the altitude modes that follow: Norm, Above, Below, Unrestricted.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

22-31

MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD – Flight Guidance System Criptografia: Displays Fred Mesquita Raytheon King Air

PFD – FLIGHT GUIDANCE SYSTEM DISPLAYS Figure 22-7 PFD Flight Guidance System Displays

The Flight Guidance System (FGS) displays that show on the PFD are the FGS mode/data fields and the Flight Director (FD) command bars. The mode messages and data show above the attitude ball on the PFD when either FD is selected or the Autopilot is engaged. The FD command bars show in magenta over or about the airplane symbol in the attitude ball.

Criptografia: Fred Mesquita 22-32

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred Mesquita PFD – Flight Guidance System Displays

SELECTIONS: Flight Director Modes

Two Flight Director modes are possible, dependent mode and independent mode. • The dependent mode is active whenever the independent mode is not active. For dependent mode operation, the coupled-side FGC drives the pilot-side and copilot-side command bars and the Autopilot. The pilot-side is the coupled-side FGC upon power-up. The copilot-side FGC can be selected with the Couple (CPL) button on the FGP. • The independent mode is active whenever the FGS Go Around mode is active and when the Approach mode is active with vertical capture in both FGCs. When the independent mode is active, the pilot-side FGC drives the pilot-side command bars and the copilot-side FGC drives the copilot-side command bars. The coupled-side FGC drives the Autopilot. The pilot-side is the coupled side FGC upon power-up. The copilot-side FGC can be selected with the CPL button on the FGP.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

22-33

MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD – Flight Guidance System Criptografia: Displays Fred Mesquita Raytheon King Air

FD Command Bars (Single-Cue)

The single-cue FD command bars show on the attitude ball as a pair of magenta V-bars. The V-bars present pitch and roll guidance information from the FGS. The V-bars move up and down to command a climb or descent, and move right and left to command a right or left bank. To satisfy FD steering commands, the miniature airplane symbol in the center of the attitude display is flown towards the V-bars so that the upper edge of the airplane symbol is flush with the bottom of the V-bars.

Criptografia: Fred Mesquita 22-34

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred Mesquita PFD – Flight Guidance System Displays

FD Command Bars (Split-Cue)

The split-cue FD command bars show on the attitude ball as a lateral and vertical magenta bar in the shape of a crosshair. Together, the bars of the crosshair pair present pitch and roll guidance information from the FGS. The horizontal bar represents pitch and the vertical bar represents roll. The command bars move up and down to command a climb or descent, and move right and left to command a right or left bank. To satisfy FD steering commands, the miniature airplane symbol in the center of the attitude display is flown towards the cross bars so that the bars are centered within the airplane symbol.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

22-35

MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD – Flight Guidance System Criptografia: Displays Fred Mesquita Raytheon King Air

Command Bars Cross-side Source Message

The message FD1 or FD2 shows in yellow to indicate that an independent-capable mode is active and the coupled-side FGC has achieved the status that triggers independence but the non-coupled side FGC has not achieved a similar status. This message shows in the top left of the attitude ball (below the Roll/Yaw Warning Field) on the non-coupled side PFD, and only appears when the FGCs are not in the independent mode. An FD1 or FD2 message indicates the Flight Director is sourced from the cross-side FGC as defined in the table that follows. The message is cleared when both FGCs are operating in the independent mode or the FGS is in a mode capable of independent operation. Cross-side Source Message Message

Meaning

FD1 (on PFD2)

Copilot-side command bars are driven by the pilot-side FGC.

FD2 (on PFD1)

Pilot-side command bars are driven by the copilot-side FGC.

Half Bank Mode Arc

A white arc is drawn above the roll scale index marks on the attitude display to indicate that the FGS Half Bank mode active. The arc extends out 15° either side of the 0 (zero)° triangle on the roll scale.

Pitch Warning Field

The pitch warning field provides messages and flags for abnormal airplane control surface pitch trim conditions. Criptografia: Fred Mesquita

22-36

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred Mesquita PFD – Flight Guidance System Displays

• TRIM (red) – FGS horizontal stabilizer trim fail (with Autopilot engaged) • E (yellow) – moderate elevator mistrim (arrow indicates direction of mistrim) •

Roll/Yaw Warn/APPR Active Field

E (red) – significant elevator mistrim (arrow indicates direction of mistrim).

The FGS display Roll/Yaw Warning and Approach active field provides messages and flags for abnormal airplane control surface roll and yaw trim conditions. The mistrim flags flash for 5 seconds and then shows steady; red has priority over yellow. This field also displays messages for Approach mode states, manual references synchronization, and FGS test. NOTE N

If the data that supports a particular mode message is missing or invalid, a yellow bar is drawn through the message text.

• A (yellow) – moderate aileron mistrim (arrow indicates direction of mistrim) • A (red) – significant aileron mistrim (arrow indicates direction of mistrim) • R (yellow) – moderate rudder mistrim (arrow indicates direction of mistrim) • R (red) – significant rudder mistrim (arrow indicates direction of mistrim) • SYNC (white) – manual lateral or vertical reference synchronization commanded from yoke-mounted SYNC switch. • APPR (white) – approach mode is armed (lower half of field).

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

22-37

MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD – Flight Guidance System Criptografia: Displays Fred Mesquita Raytheon King Air

• APPR (green) – approach mode is active (upper half of field). • TEST (yellow) – FGS is in Test mode. The Test mode removes all FGS messages except for Autopilot (AP) engaged/disengaged. Lateral Mode Field

The FGS lateral mode field is located immediately above the left-hand side of the attitude ball on the PFDs. The lateral mode field is split into an active mode field and an armed mode field. Active modes show in the top half of the field and armed modes show in the bottom half of the field. • When armed, the applicable navigation sensor (LNV, VOR, LOC, or TCN) shows in white in the lateral armed mode field, and ROLL or HDG shows in green on the lateral active mode field. All active lateral modes flash for 5 seconds and then show steady. • Once the lateral mode is captured, the navigation sensor shows in green in the active mode field, and the ROLL or HDG message is cleared. • During VOR NAV dead reckoning operation (DR), the message DR shows in small white letters next to the lateral capture message. • The FGS lateral mode messages and the associated function are as follows: NOTE N

If the data that supports a particular mode message is missing or invalid, a yellow bar is drawn through the message text.

Criptografia: Fred Mesquita 22-38

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred Mesquita PFD – Flight Guidance System Displays

• ROLL – Roll hold mode or Roll hold mode in Heading hold sub-mode • HDG – Heading select hold • GA – Lateral Go Around mode • FMS# – FMS capture/track • VOR# – VOR arm or capture/track • LOC# – LOC arm or capture/track • TCN# – TACAN arm or capture/track • B/C# – LOC Back Course arm or capture/track • APPR FMS# – FMS approach arm or capture/track • APPR VOR# – VOR approach arm or capture/track • APPR LOC# – LOC approach arm or capture/track • APPR B/C# – LOC Back Course arm or capture/track NOTE N

The “#” in the lateral active mode message can be “1” or “2” to indicate the NAV Source. A “1” indicates pilot-side source, a “2” indicates a copilot-side source. If no number is present, the input is from a single source. NOTE

N

If the data that supports a particular mode message is missing or invalid, a yellow bar is drawn through the message text.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD – Flight Guidance System Criptografia: Displays Fred Mesquita Raytheon King Air

Autopilot/Yaw Damper Field

The Autopilot/Yaw Damper field is split into the AP/YD engaged window and the couple arrow field. The Autopilot engage status shows in the top half of the field and couple arrow shows in the bottom half. • AP (green) — Autopilot engaged • AP (red) — Autopilot disengage • Flashes 1.5 seconds — Manual disengage • Flashes continuously (cancelable) — Automatic disengage • YD (green) — Yaw damper engaged • YD (yellow) — Yaw damper disengaged • Flashes 1.5 seconds — Manual disengage • Flashes continuously (cancelable) — Automatic disengage

FGC Coupled Indicator

The couple arrow shows in the bottom half on the AP/YD engage field. The couple arrow indicates which FGC is driving the Autopilot servos and pilot-side and copilot-side Flight Directors when the Autopilot is engaged (or would be driving the servos upon Autopilot engagement). The couple arrow shows in the same color as the AP engage/disengage message, when present, and flashes when the AP engage/disengage message flashes. When the AP engaged/disengaged message is not in view, the couple arrow shows in white and does not flash.

Criptografia: Fred Mesquita 22-40

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred Mesquita PFD – Flight Guidance System Displays

• Closed arrowhead pointing left — Pilot-side FGC is driving Autopilot servos and both Flight Directors. • Closed arrowhead pointing right — Copilot-side FGC is driving Autopilot servos and both Flight Directors. • Closed arrowhead pointing left with open arrowhead pointing right — Pilot-side FGC is driving Autopilot servos and pilot-side Flight Director. Copilot-side FGC is driving copilot-side Flight Director. • Closed arrowhead pointing right with open arrowhead pointing left — Copilot-side FGC is driving Autopilot servos and copilot-side Flight Director. Pilot-side FGC is driving pilot-side Flight Director. Vertical Mode Field

The FGS vertical mode field is located immediately above the right-hand side of the attitude ball on the PFDs. Active modes show in the top half of the field and armed modes show in the bottom half of the field. The lower armed field is divided into three fields: the Preselect Altitude (PSA) Flight Plan Target Altitude (FPTA) arm field, the FMS vertical arm field, and the approach vertical arm field. Active modes show in green in the upper field and armed modes show in white in the lower field. All active vertical modes flash for 5 seconds and then show steady. NOTE N

If the data that supports a particular mode message is missing or invalid, a yellow bar is drawn through the message text.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD – Flight Guidance System Criptografia: Displays Fred Mesquita Raytheon King Air

NOTE N

Only one active vertical FGS mode message can show at a time, however up to three vertical FGS modes can be armed.

• One active mode can show in the active mode field and up to two armed modes can show in the armed mode field.

Criptografia: Fred Mesquita 22-42

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred Mesquita PFD – Flight Guidance System Displays

• The FGS vertical mode messages and the associated function are as follows: • PTCH (green) — Pitch hold • ALT (green) — Altitude capture/track • ALTS or ALTV — Preselect (PSA) altitude or Flight Plan Target Altitude (FPTA) arm or capture/track • ALTS CAP or ALTV CAP — PSA or FPTA capture • ALTS or ALTV — PSA or FPTA track • VS / Icon NNNN↑ (green / cyan or magenta) — Vertical Speed acquisition/track. • GS or GP (white) — Vertical approach arm • GS or VGP (green) — Vertical approach capture/track • GA (green) — Pitch hold • FLC / Icon NNNN (green / cyan or magenta) — Flight Level Change IAS or Mach acquire/track. • V_ _ _ _ — FMS VNAV arm. The active mode (green) is preceded by green V • PATH, FLC, ALT, or PTCH — FMS VNAV arm • V_ _ _ _ — FMS VNAV arm preceded by a green V) • VPATH or VGP (green) — FMS VNAV capture/track • PATH (white) — FMS VNAV pitch arm • VPATH (green) — FMS VNAV pitch capture/track Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD – Flight Guidance System Criptografia: Displays Fred Mesquita Raytheon King Air

Half Bank Mode Arc

A white arc is drawn above the roll scale index marks to indicate Half Bank is active. The arc extends out 15° either side of the 0 (zero)° triangle on the roll scale.

Flight Director Synchronization

The message SYNC shows in white to the left of the lateral arm field when the Autopilot / Flight Director SYNC is active.

Criptografia: Fred Mesquita 22-44

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

MENUS AND DISPLAYS PFD – Airspeed

PFD – AIRSPEED Figure 22-8 PFD Airspeed Display

Indicated airspeed is represented on the PFD as a moving airspeed scale with a fixed-positioned pointer. Other information that shows on and about the airspeed scale are: • Digital Airspeed Readout • Airspeed Trend Vector • Impending Stall Speed (ISS) and Reference Approach Speed (RAS) Low Speed Cues • Overspeed Cue • Mach Readout (airborne only) • Acceleration Readout (ground only) • Vspeed References • Vspeed Reference Bugs Criptografia: Fred Mesquita 1st Edition 25 Aug 05

22-45

MENUS AND DISPLAYS PFD – Airspeed

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

• Airspeed Reference Bug (“Speed Bug”). SELECTIONS: Airspeed Scale

The airspeed scale is made up of a fixed pointer and a moving scale. The airspeed scale moves to always present the current airspeed at the airspeed pointer. The airspeed scale has gray short tick marks every 5 knots, gray long tick marks every 10 knots and white numerals every 20 knots. The maximum value is 400 knots and the minimum value is 40 knots.

Digital Airspeed Readout

A digital readout of indicated airspeed shows inside the airspeed pointer. Airspeed range is 40 to 999. When airspeed goes below 40 knots, two white dashes show within the airspeed pointer. The airspeed digital readout changes from white to yellow, flashes for 5 seconds and then shows steady when an overspeed pre-alert or low-speed cue pre-warn condition exists. The airspeed digital readout changes to red, flashes for 5 seconds and then shows steady when an overspeed or low-speed cue warn condition exists.

Criptografia: Fred Mesquita 22-46

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

MENUS AND DISPLAYS PFD – Airspeed

Airspeed Trend Vector

The airspeed trend vector provides an approximation of what the airspeed will be in 10 seconds at the present rate of acceleration. The airspeed trend vector is a thermometer-type display consisting of a magenta double-line-width line extending directly out from the airspeed pointer. The trend vector extends upward for increasing airspeed trend and down for decreasing airspeed trend. The airspeed trend vector does not appear until the airplane has been airborne for 3 seconds, and it is removed at all times on the ground. The airspeed trend vector is also removed during an unusual attitude declutter condition.

Low Speed Cues

An Impending Stall Speed (ISS) Low Speed Cue (LSC) marker shows on the airspeed scale when airborne. The LSC is advisory in nature and is not a substitute for a Stall Warning System. The ISS LSC marker is constantly positioned from the bottom of the Airspeed scale to the current ISS LSC value. The marker becomes emphasized and the airspeed digital readout shows in red when airspeed gets significantly below the ISS LSC value. The ISS LSC value is based on flap position as follows:

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

22-47

MENUS AND DISPLAYS PFD – Airspeed

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Low Speed Cues Airframe

Value in KIAS Flaps Up

Flaps Approach

Flaps Down

B200

99

85

75

B200 14K

105

87

77

B200 15K

100

90

79

B300

96

89

81

HW350-I

110

102

93

HW350-II

106

96

87

HW350-III

102

94

85

The ISS LSC pre-warn occurs when the airspeed trend vector goes below the ISS LSC for 5 seconds or more. ISS LSC pre-warn shows as follows: • The ISS LSC marker is emphasized by changing to a wider red and “red outlined black” checker board pattern. • The Airspeed digital readout changes color to yellow and flashes for 5 seconds, then shows steady. • When the MACH readout is in view, the readout changes to yellow and flashes for 5 seconds, then shows steady. • The pre-warn goes out of view when the airspeed trend vector is greater than or equal to the ISS LSC value.

Criptografia: Fred Mesquita 22-48

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

MENUS AND DISPLAYS PFD – Airspeed

ISS LSC Warn occurs when the current Airspeed becomes less than ISS LSC for 5 seconds or more. ISS LSC Warn shows as follows: • The ISS LSC marker is emphasized by changing to a wider red and “red outlined black” checker board pattern. The ISS LSC Pre-Warn will typically already have the checker board in view. • The Airspeed digital readout changes color to red and flashes for 5 seconds, then shows steady. • When the MACH readout is in view, the readout changes to red and flash for 5 seconds, then shows steady. • The ISS LSC goes out of view when the airspeed is greater than or equal to the ISS LSC value.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MENUS AND DISPLAYS PFD – Airspeed

Overspeed Cue

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

The Overspeed cue is a red vertical line on the airspeed scale that is constantly positioned from the top of the airspeed scale to a position corresponding to the current VMO/MMO. The Marker becomes emphasized and the Airspeed digital readout turns red when airspeed is significantly above VMO/MMO. The flight deck Overspeed warning horn sounds to alert the flight crew of VMO/MMO exceedance. The red vertical marker shows as a triple line width vertical line on the Airspeed scale, from the current VMO/MMO to the top of the Airspeed Scale. The bottom of the marker is positioned at VMO until the MMObecomes more restrictive. Then the Marker bottom is positioned at the airspeed that corresponds with the MMO for the current altitude. VMO/MMO. The Overspeed Cue has a pre-alert and an alert condition. • Overspeed Pre-Alert shows when the Airspeed Trend Vector exceeds the MMO by 3 knots for 5 seconds or more. The Pre-Alert ends when the Airspeed Trend Vector is less than or equal to MMO. The Overspeed Pre-Alert shows as follows: • The VMO/MMO Marker is emphasized by changing to a wider red and “red outlined black” checker board pattern. • The Airspeed digital readout changes color to yellow and flashes for 5 seconds, then shows steady. • When the MACH readout is in view, the readout changes to yellow and flashes for 5 seconds, then shows steady.

Criptografia: Fred Mesquita 22-50

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

MENUS AND DISPLAYS PFD – Airspeed

• Overspeed Alert occurs when the current Airspeed becomes greater than VMO/MMO by 3 knots for 5 seconds or more. Overspeed Alert shows as follows: • The flight deck Overspeed warning horn sounds. • The VMO/MMO Marker is emphasized by changing to a wider red and “red outlined black” checker board pattern. The overspeed pre-alert will typically already have the checker board in view. • The Airspeed digital readout changes color to red and flashes for 5 seconds, then shows steady. • When the MACH readout is in view, the readout changes to red and flashes for 5 seconds, then shows steady. • The Overspeed Alert goes out of view and the aural alert becomes inactive when the airspeed is less than or equal to VMO/MMO. Vfe

VFE approach and VFE down show on the airspeed scale as a white triangle-shaped pointer. VFE approach, the maximum airspeed with flaps in approach setting, is marked with APP in white. VFE down, the maximum airspeed with flaps in full down setting, is marked with DN in white.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MENUS AND DISPLAYS PFD – Airspeed

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Vfe Airspeed Reference Airframe

VFE Approach

VFE Down

B200*

200 KIAS

157 KIAS

B300

202 KIAS

158 KIAS

HW350-I

202 KIAS

158 KIAS

HW350-II

202 KIAS

158 KIAS

HW350-III

202 KIAS

158 KIAS

The B200 row applies to the B200, B200 14K, and B200 15K VYSE

VYSE, the one-engine-inoperative best rate-of-climb, is marked with a horizontal blue line extending to the right of the airspeed scale. Vyse Airspeed Reference Airframe

VYSE

B200*

121 KIAS

B300

125 KIAS

HW350-I

135 KIAS

HW350-II

135 KIAS

HW350-III

135 KIAS

The B200 row applies to the B200, B200 14K, and B200 15K VMCA

VMCA, the one-engine-inoperative minimum control speed, is marked with a red line extending to the right of the airspeed scale.

Criptografia: Fred Mesquita 22-52

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

MENUS AND DISPLAYS PFD – Airspeed

Vmca Airspeed Reference Airframe

VMCA

B200*

86 KIAS

B300

94 KIAS

HW350-I

101 KIAS

HW350-II

101 KIAS

HW350-III

103 KIAS

The B200 row applies to the B200, B200 14K, and B200 15K Mach Readout

When airborne, a Mach digital readout shows at the bottom of the airspeed scale. The Mach readout comes into view at .450 Mach and is removed when less than .400 Mach. The Mach readout changes to yellow, flashes for 5 seconds, and then shows steady when an overspeed pre-alert or low-speed pre-warn condition exists. The Mach readout changes to red, flashes for 5 seconds, then shows steady when an overspeed or low-speed cue warn condition exists. The Mach readout is replaced with a red decimal point and 3 red dashes when Mach airspeed data from the on-side ADC is missing or invalid. NOTE N

The Mach and Acceleration readouts share the same display field, so only one can show at a time.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MENUS AND DISPLAYS PFD – Airspeed

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Acceleration Readout

While on the ground, a magenta readout of longitudinal acceleration shows at the bottom of the airspeed scale. Range is .00 to ±.99g. The acceleration readout is replaced with a red decimal point and 2 red dashes when longitudinal acceleration data from the on-side AHS is missing or invalid.

Vspeed References

The Vspeed references V1, VR, V2, VT and VREF are show on the PFD after initialization on the pilot (on the ground). The Vspeed reference values show on the airspeed scale, on the speed reference table, and on the PFD REFS 1/2 menu. When the pilot selects a Vspeed value, the value shows as a digital readout in the speed reference table at the bottom of the airspeed scale. Setting a Vspeed value also activates the associated reference bug for display at the appropriate speed on the airspeed scale. Vspeed reference values that are set to OFF show on the REFS 1/2 menu in small white characters. Upon power-up on the ground, the Vspeed references are set to OFF and to the default (minimum) value. Upon power-up in-air, the Vspeed references are set to the last set value and state. The REFS 1/2 menu Vspeed values and Vspeed bugs show in larger cyan characters when set to ON.

Criptografia: Fred Mesquita 22-54

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

Vspeed Bugs

MENUS AND DISPLAYS PFD – Airspeed

The Vspeed values show as bugs on the airspeed scale when selected to ON. The Vspeed bugs are set to ON after they are manually adjusted via the PFD REFS 1/2 menu. See the PFD — Set Vspeeds section of this guide for additional information. The Vspeed bugs that follow are available for display on the airspeed scale: • V1 - V1 is the takeoff decision speed. The V1 bug shows on the airspeed scale as a horizontal cyan line and V1 text. The V1 bug is automatically removed at 150 knots. • VR - VR is the rotation speed. The VRbug shows on the airspeed scale as a horizontal cyan line and VR text. The VR bug is automatically removed at 150 knots. • V2 - V2 is the takeoff safety speed. The V2 bug shows on the airspeed scale as a horizontal cyan line and V2 text. The V2 bug is automatically removed at 150 knots. • VT - VT is a general purpose target speed. The VT bug shows on the airspeed scale as a horizontal line with and VT text. • VREF - VREF is the landing reference speed. The VREF bug shows on the airspeed scale as a horizontal cyan line and REF text. The VREF bug is automatically removed when airspeed drops below 50 knots for 5 seconds.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MENUS AND DISPLAYS PFD – Airspeed

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Vspeed Speed Reference Table

V1, VR, and V2 show below the airspeed scale when the airplane is on the ground. As airspeed increases above 40 knots, the Vspeed scroll off of the bottom of the airspeed scale.

PFD REFS Menu Vspeed Readouts

Push the REFS button on the DCP to show the REFS 1/2 menu on the PFD. When the REFS 1/2 menu appears, the default Vspeed values show in small white digits below the associated legend, and no Vspeed values show on the airspeed scale. NOTE N

Speed Bug

Refer to the PFD/MFD Operation section of this guide for additional information on Vspeed value operation.

The speed bug is a general-purpose speed reference when it is not in use as the IAS/Mach speed reference for FGS Flight Level Change (FLC) mode. The speed bug shows on the airspeed scale and as an icon and digital readout above the airspeed scale. A miniature speed bug icon and digital readout also show in the FGS vertical active mode/data field when FLC is the active FGS vertical mode. • The speed bug can be set with the SPEED knob on the FGP. The speed bug, readout, and icon show in cyan when set with the SPEED knob. Manual operation of the speed bug with the SPEED knob has priority over control from the FMS and FGS.

Criptografia: Fred Mesquita 22-56

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

MENUS AND DISPLAYS PFD – Airspeed

• The FGS syncs the speed bug reference to the current airspeed when FLC mode becomes active. The speed bug, readout, and icon show in cyan when the speed reference is set by the FGS. • The FMS can set the speed bug reference when the FMS Vertical Navigation (VNAV) function is active In this case. The speed bug, readout, and icon show in magenta when the speed reference is set by the FGS. • The speed bug reference is automatically changed from IAS to Mach when climbing through the airspeed/Mach transition altitude. The Speed Reference is automatically changed from Mach to IAS when descending through the airspeed/Mach transition altitude. When MACH is active, the Icon, letter M, and a two digit display of the Mach value show. Airspeed/Mach Reference Transition Altitude Airframe

Altitude

B300

20 450 Feet

B200

15 292 Feet

B200 14k

13 528 Feet

B200 15k

13 528 Feet

HW350-I

13 528 Feet

HW350-II

13 528 Feet

HW350-III

13 528 Feet

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MENUS AND DISPLAYS PFD – Airspeed

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

NOTE N

Refer to the FMS-3000 Flight Management System Pilot’s Guide (Collins Part Number 523-0790066) for information on the operation of the FMS.

Criptografia: Fred Mesquita 22-58

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

MENUS AND DISPLAYS PFD – Attitude

PFD – ATTITUDE Figure 22-9 PFD Attitude Display

The attitude display is a blue sky and brown earth depiction separated by a white horizon line. A phased single-cue airplane symbol shows in the center of the attitude ball. The attitude display includes a roll scale, a pitch scale, and slip/skid scale. Red pitch up/pitch down chevrons come into view on the pitch scale for excessive pitch angles. The display is decluttered when the airplane is flown in an unusual attitude. A remote-mounted installer-supplied AHS reversion switch selects which AHS sensor is the on-side attitude/heading source. An optional non-Rockwell Collins Laseref V Inertial Reference System (IRS) is available as a reversionary attitude source. When the attitude/heading data from the selected AHS is flagged, the attitude display is removed and replaced by a red boxed ATT flag. SELECTIONS: Roll Scale

The roll scale and roll pointer indicate the current roll attitude. The roll scale rotates left and right under the roll pointer. The roll pointer is centered with its apex at the current roll value. White tick marks indicate 10°, 20°, 30°, and 60° of roll. Filled white triangles indicate 0 (zero)° and 45° of roll.

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MENUS AND DISPLAYS PFD – Attitude

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Pitch Scale

The pitch scale and horizon line indicate the current pitch attitude. The horizon line moves vertically with respect to the pitch scale. The pitch scale has increments of 2.5° up to ±30° of pitch. When the attitude exceeds ±30° of pitch, the scale expands to ±90° of pitch. Red pitch up/pitch down chevrons show when pitch exceeds +30° (nose up), or –20° (nose down) and the PFD is decluttered. Pitch down chevrons appear at +30° and slide out at +25°. Pitch up chevrons appear at –20° and slide out at –15°. The entire pitch scale rotates in roll.

Airplane Symbol

An airplane symbol shows in the center of the attitude ball. The symbol is black with a white border and differs in shape depending on which style of Flight Director command bars are selected. The style of command bars can be either a single-cue V-Bar or a split-cue crosshair. Refer to the PFD – Flight Guidance System Displays section of this guide for additional information on Flight Director command bar style selection.

Criptografia: Fred Mesquita 22-60

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

Flight Director Command Bars

MENUS AND DISPLAYS PFD – Attitude

Flight Director command bars show on the attitude display when a Flight Director is providing pitch and roll guidance. The command bars move up and down to command a climb and descent and move left or right to command a right and left bank. The style of command bars can be either a single-cue V-Bar or a split-cue crosshair. Refer to the PFD – Flight Guidance System Displays section of this guide for additional information. • The on-side FGC normally provides Flight Director steering and pitch commands. This allows each pilot to independently select the Flight Director. In the on-side FGC fails, the cross-side FGC provides steering commands to the Flight Director. • The Flight director command bars are removed from the attitude display when either the pitch or roll steering inputs are missing or invalid.

Horizon Line

A white horizon line separates the sky and ground fields. The horizon line is part of the pitch scale, and pivots in roll around the airplane symbol. For pitch values other than zero, an imaginary vertical line through the center of the airplane symbol establishes the pivot point. The horizon line extends across the attitude ball and normally ends at the airspeed indicator and the altimeter. The horizon line moves out of view for pitch angles in excess of 18°.

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MENUS AND DISPLAYS PFD – Attitude

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Sky/Ground Fill

The area of the attitude ball representing the sky (above the horizon line in level flight) is filled cyan. The area of the attitude ball representing the ground (below the horizon line in level flight) is filled brown. At least 6° of sky/ground is in view for pitch angles in excess of 18°.

Slip/Skid Indicator

The white rectangular slip/skid indicator at the base of the roll pointer is used to indicate a slip or skid attitude. The slip/skid indicator uses the base of the roll pointer as its reference and moves laterally from the roll pointer proportional to lateral acceleration. A displacement the width of the rectangle from the base of the roll pointer is approximately equivalent to one ball displacement of a conventional inclinometer. The slip/skid indicator rotates with the roll pointer in a bank.

Unusual Attitude Indication

The PFD is decluttered to ensure the pilot recognizes and corrects an unusual attitude. When the pitch angle is greater than 30° nose up or 20° nose down, or roll angle exceeds 65°, nonessential information is removed from the PFD (the display is decluttered) and warning chevrons show on the pitch scale. All information except attitude, airspeed, altitude, vertical speed, compass, slip/skid, trim fail, mistrim, YD disengage, and AP engage/disengage is removed from the PFD. The display returns to normal when pitch angle is less than or equal to 25° nose up or 15° nose down, or roll angle is less than or equal to 60°.

Criptografia: Fred Mesquita 22-62

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

MENUS AND DISPLAYS PFD – Altitude

PFD – ALTITUDE Figure 22-10 PFD Altitude Display

Barometric altitude shows as a moving altitude scale with a fixed position pointer on the PFD. Preselect Altitude shows as an analog reference and digital readout on the barometric altitude scale. Barometric pressure setting, FL180 Alert, Preselect Altitude (PSA) Alert, FMS Flight Plan Target Altitude (FPTA), and RA/BARO MIN readout also show on the PFD. Barometric altitude data is provided from the on-side Air Data Computer (ADC). A remote-mounted installer-supplied ADC reversion switch is used to select which ADC sensor is the on-side barometric altitude data source. Radio altitude shows on the PFD. A radio altitude digital readout, analog reference, and the RA MIN alert are functions of radio altitude.

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MENUS AND DISPLAYS PFD – Altitude

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

SELECTIONS: Altitude Display

The barometric altitude display is made up of a coarse and a fine moving scale. The scale moves so as to always present the current altitude at the altitude pointer. The scale moves down for increasing altitude and up for decreasing altitude. The fine altitude scale contains a total of 1000 feet of altitude, with 450 feet of altitude in view at a time. The fine scale presents the low-order three digits of altitude at even 100-foot increments. The coarse altitude scale is made up of large ten-thousand and thousand digits. The altitude display range is from –1000 to 55 000 feet. Current barometric altitude shows inside a rolling drum inside the altitude pointer. The tens units are presented together on a single drum in 20-foot increments. The hundreds, thousand, and ten thousand digits each have their own drum. Green-striped shutters cover the ten thousands and thousands digits when a leading zero digit would be in view, except for negative altitudes. Negative altitudes are indicated with a small white vertically-positioned NEG legend in the ten thousands digit place.

Criptografia: Fred Mesquita 22-64

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

MENUS AND DISPLAYS PFD – Altitude

The CPL button on the FGP is used to select which PFD is providing the preselect altitude. When CPL is selected left, the pilot PFD is the source of the preselect altitude. When CPL is selected right, the copilot PFD is the source of the preselect altitude. NOTE N

Metric Altitude

If one PFD is displaying meters and the other is displaying feet, the coupled PFD will cause the preselect altitude readout on the non-coupled PFD to move in increments associated with the resolution (feet or meters) of the coupled PFD.

The Metric Altitude selection is used to select the display of metric altitude and metric preselect altitude. When set to on, the display of metric altitude is in addition to the display of altitude in feet. The white, up-to-5-digit display of metric altitude is contained in a gray box with a gray “M” to the right of the digits, located above the altitude scale. The display of metric preselect altitude replaces the display of preselect altitude in feet. The display of metric preselect altitude is followed by the letter M. The References (REFS) menu 2/2 on the PFD is used to select metric altitude.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MENUS AND DISPLAYS PFD – Altitude

Barometric Pressure Setting

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

The Barometric Pressure setting and units of measurement legend shows in cyan below the altitude scale on the PFD. The BARO knob on the DCP is used to set the Barometric Pressure. The PUSH STD button within the BARO knob is used to automatically set the sea level Barometric Pressure setting standard value of 29.92 inHg/1013 hPa. When the STD value is selected, the barometric setting readout is replaced by a STD legend. • The References (REFS) menu 2/2 on the PFD is used to select the unit of measurement for the barometric pressure setting. The unit of measurement can be set to inHg (inches of Mercury) or hPa (hectoPascals). • Each “detent” of the BARO knob changes the setting by .01 inHg or 1 hPa. Clockwise rotation of the BARO knob increases the setting; counterclockwise rotation decreases the setting. The BARO knob is rate-aided so that faster rotation of the knob causes progressively larger changes in the setting. Electronic stops are provided at each end of the setting adjustment range so further rotation of the BARO knob past the stop does not change the setting value.

Criptografia: Fred Mesquita 22-66

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

MENUS AND DISPLAYS PFD – Altitude

• When the pressure settings for the pilot-side and copilot-side are different by more than 0.02 inHg, a yellow line shows beneath the barometric pressure setting digits/legend. A yellow line is also shown beneath the preselect altitude readout on the non-coupled side PFD. • Range for the barometric pressure setting is 22.00 to 32.50 inHg or 745 to 1100 hPa. • At power-up in the air, the previous setting is restored and shows in cyan. Flight Level 180 Alert

The Flight Level 180 Alert reminds the pilot when climbing into or descending out of the flight levels. When the alert is active, climbing or descending through FL180 causes the barometric pressure setting to flash, reminding the pilot to check/reset the barometric pressure setting. • When climbing, the FL180 alert shows when the airplane enters FL180 from below 17 800 feet and the pressure setting is not 29.92 inHg. • When descending, the FL180 alert shows when the airplane enters FL180 from above 18 500 feet and the pressure setting is 29.92 inHg. • The FL180 alert is cancelled by selecting the PUSH STD button (when ascending through FL180) or rotating the BARO knob (when descending through FL180). (Manually setting the value to 29.92 when ascending instead of using the PUSH STD button does not cancel the FL180 alert.)

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MENUS AND DISPLAYS PFD – Altitude

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

• The References (REFS) menu 2/2 on the PFD is used to set the FL180 Alert to on or off. Preselect Altitude

The Preselect Altitude (PSA) setting shows in two places, digitally above the barometric altitude and as a preselect altitude bug on the altitude scale. Automatic changing of the digital preselect altitude display to flashing, or yellow, or yellow underline provides visual messages of altitude alert or failure conditions. An optional Meters/Feet selector switch provides the ability to choose the metric value of preselect altitude to show in place of the display in feet.

Criptografia: Fred Mesquita 22-68

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

MENUS AND DISPLAYS PFD – Altitude

• The ALT knob on the FGP is used to set the preselect altitude. When the ALT knob is in the normal out position, the knob’s adjustment increments are 1000 feet or 100 meters per detent. When the ALT knob is pushed in, the knob’s adjustment increments are 100 feet or 10 meters. With the knob pushed in, the knob is also rate-aided (faster rotation of the knob causes larger changes in the value). When BARO MIN is ON, the preselect altitude can be set at the value of BARO MIN by rotating the ALT knob (BARO MIN can be set to increments of 10 feet). • The digital preselect altitude readout shows in cyan above the barometric altitude scale. When the barometric pressure setting is not standard, the readout shows in up to 5 digits. When is set to STD, the readout shows as a 3-digit flight level preceded by an “FL” legend. • When selected, the metric preselect altitude shows in place of the readout of preselect altitude in feet above the barometric altitude scale. The metric preselect altitude readout is followed by the letter “M”. The optional Meters/Feet (M/Ft) select switch selects and deselect the display of metric preselect altitude. A metric preselect altitude readout does not permit the “FL” readout.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MENUS AND DISPLAYS PFD – Altitude

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

• The preselect altitude bug is placed on the coarse altitude scale and/or on the fine altitude scale. When it shows on the left-hand side of the scale, the bug appears as a miniature version of the bug used on the fine scale. This smaller bug rolls into view when the preselect altitude is within 1000 feet of the barometric altitude. The smaller bug moves out of view behind the altitude pointer in conjunction with the larger bug moving onto the fine scale. When the preselect altitude is within 250 feet of the current barometric altitude, the larger preselect altitude bug rolls into view on the fine altitude scale. This larger bug moves towards the center of the scale, and “brackets” the altitude pointer when the preselect altitude is equal to the barometric altitude. Shortly after the entire larger bug is in view on the fine altitude scale, the smaller bug is completely removed from the coarse altitude scale. Preselect Altitude Alert

The Preselect Altitude (PSA) alert notifies the pilot that the airplane barometric altitude is approaching the PSA. The PSA readout flashes and the flight deck aural warning chime sounds when the barometric altitude is within the acquisition limit. The readout stops flashing when the barometric altitude is within the deviation limit. • The PSA readout changes to flashing cyan and the flight deck aural warning sounds when the airplane barometric altitude closes to within ±1000 feet of the PSA.

Criptografia: Fred Mesquita 22-70

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

MENUS AND DISPLAYS PFD – Altitude

• The PSA readout stops flashing when airplane barometric altitude closes to within ±200 feet of the PSA. • The PSA readout changes color to flashing yellow and the flight deck aural warning sounds when the airplane barometric altitude exceeds ±200 feet of the PSA after it has been within ±200 the PSA. The readout shows in cyan when the airplane barometric altitude returns to within ±200 of the PSA, if a new PSA is selected, or if the ALT knob on the FGP is pushed. • When the airplane barometric altitude closes to within ±1000 feet of the PSA, but does not cross within ±200 feet of the PSA, then deviates more than ±1000 from the PSA, the flashing readout changes color to flashing yellow. The readout returns to flashing cyan when the airplane barometric altitude again closes to within ±1000 the PSA. The flashing continues until the airplane altitude returns to within ±200 the PSA, a new PSA is selected, or the ALT knob on the FGP is pushed. • The aural warning sounds momentarily each time the ±1000 feet of the PSA threshold is crossed, whether entering or exiting. • The PSA visual and aural alerts are automatically inhibited during vertical approach modes which are in the capture state.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MENUS AND DISPLAYS PFD – Altitude

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

FMS Flight Plan Target Altitude (FPTA)

A readout of the FMS-provided Flight Plan Target Altitude (FPTA) shows part-time in magenta to the right of the preselect altitude readout above the altitude scale. The FPTA shows when the FMS is the active NAV Source and represents the next vertical constraint in the current flight plan. The FPTA readout is always in feet (no metric display option is available for FPTA).

Radio Altitude

A digital readout of Radio Altitude shows at the bottom of the pitch scale on the attitude display. This readout provides the airplane’s Above Ground Level (AGL) altitude when the airplane is within 2500 feet of ground level. An analog radio altitude display is also shown in the altitude scale area to improve ground awareness. • A white “0 (zero) foot” tick mark is added to the left of the barometric altitude pointer whenever the digital radio altitude readout is in view. • The analog radio altitude display shows as a brown scale, with a gray separation line on top, which comes into view at the bottom of the barometric altitude scale when radio altitude is approximately 225 feet. The brown scale moves up to meet the “0 (zero) foot” tick mark when the radio altitude is 0 (zero) feet.

Criptografia: Fred Mesquita 22-72

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

MENUS AND DISPLAYS PFD – Altitude

• The digital radio altitude readout shows when the airplane is within 2500 feet AGL. The 4-digit radio altitude readout normally shows in green. When the RA MIN alert is active, the readout changes to yellow. Range resolution of the radio altitude readout is: • 5 foot increments from 0 (zero) to 199 feet • 10 foot increments from 200 to 999 feet • 50 foot increments from 1000 to 2500 feet. • If radio altitude data becomes invalid, the radio altitude readout is removed and replaced by a red boxed RA flag that flashes for 5 seconds and then shows steady.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MENUS AND DISPLAYS PFD – Altitude

RA/BARO MIN

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Either the radio-altitude-based Decision Height (DH, referred to as RA MIN) altitude or the barometric-altitude-based Minimum Descent Altitude (MDA, referred to as BARO MIN) is active on an approach. The RA MIN function (DH) alerts the pilots that the airplane has descended to the selected RA Decision Height. RA MIN is a function of radio altimeter altitude and all references to RA MIN are AGL. The BARO MIN function alerts the pilot that the airplane has descended to the selected Minimum Descent Altitude. BARO MIN is a function of barometric altitude and all references to BARO MIN are with respect to the pilot-side altimeter display. Analog indications next to the altitude scale are used to cue the pilots that the airplane is approaching the RA MIN or BARO MIN setting. The RA MIN or BARO MIN altitude setting shows on the PFD below the altitude scale. These values are set under the PFD REFS 1/2 menu. When the active minimum altitude setting is reached, a yellow MIN alert shows on the PFD to the right of the pitch scale. The MIN alert flashes for 5 seconds and then shows steady. Refer to the PFD/MFD Operation section of this guide for additional information. • The RA MIN and BARO MIN functions are mutually exclusive. Selecting RA deselects BARO, selecting BARO deselects RA.

Criptografia: Fred Mesquita 22-74

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

MENUS AND DISPLAYS PFD – Altitude

• RA “NNN” MIN shows when RA is selected on the REFS 1/2 menu and the airplane radio altitude is at or below 2500 feet AGL. “NNN” is the selected DH. Range for the RA MIN readout is 5 to 999 feet in increments of 1 foot. • The BARO “NNNNN” MIN shows when BARO is selected on the REFS 1/2 menu and the airplane barometric altitude within 2500 feet MSL of the selected value. Range for BARO MIN readout is 10 to 15 000 feet in increments of 10 feet. • The RA/BARO MIN readout shows when the REFS 1/2 menu is in view on the PFD and the selection box is around the RA or BARO value. The RA or BARO analog reference shows on the altitude display at the value set for the RA BARO MIN. The RA BARO analog reference is only shown when the RA BARO MIN readout shows on the PFD. • The RA analog reference is a cyan rectangle, with a black background, which is drawn from the altitude ground awareness separation line up to the “0 (zero) foot” tick mark. When the altitude ground awareness separation line is in line with the “0 (zero) foot” tick mark, the Radio Altitude is 0 (zero) feet. The analog reference extends up toward the radio altitude “0 (zero) foot tick mark” as the radio altitude decreases.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MENUS AND DISPLAYS PFD – Altitude

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

• The BARO MIN analog reference is a cyan triangular shape with a protruding extension line that shows on the fine altitude scale at the selected BARO MIN (MDA). The bug moves up the altitude scale as the barometric altitude decreases. RA/BARO MIN Alert

The MIN alert shows to alert the pilots that the airplane has reached the selected RA or BARO MIN setting. An flight deck aural warning horn sounds at the selected RA or BARO MIN setting. • The MIN alert occurs when the airplane radio or barometric altitude is equal to or below the RA/BARO MIN setting. • AT RA or BARO MIN alert, the message MIN shows boxed and in yellow to the right of the pitch scale on the attitude ball. In addition, the MIN setting field and MIN bug both change color from cyan to yellow. All three references flash for 5 seconds, then shows steady. • The MIN alert function is inhibited on the ground and disabled until the airplane climbs higher than 50 feet above the RA/BARO MIN setting. • The MIN alert is removed when the RA/BARO MIN is changed to a value more than 50 feet below the current airplane altitude or the airplane altitude is more than 50 feet above the current MIN setting.

Criptografia: Fred Mesquita 22-76

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

MENUS AND DISPLAYS PFD – Vertical Speed

PFD – VERTICAL SPEED Figure 22-11 PFD Vertical Speed Display

The Vertical Speed (VS) display shows immediately to the right of the altitude display. The VS display is made up of a vertical analog scale and pointer with a green drag line. A part-time digital readout of VS is also provided. A selected vertical speed bug and FMS VS Required (VSR) advisory pointer also show on the VS scale. Vertical speed data is provided from the on-side Air Data Computer (ADC). A remote-mounted installer-supplied ADC reversion switch is used to select which ADC sensor is the on-side vertical speed data source.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MENUS AND DISPLAYS PFD – Vertical Speed

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

SELECTIONS: VS Scale and Pointer

The vertical speed scale is nonlinear with one expansion between ±2000 to ±1000 fpm and a larger expansion between +1000 and –1000 fpm to increase readability during approach maneuvers. The scale range is ±4000 fpm. The present value of VS is indicated with a green pointer. As the pointer departs from the center of the scale, it drags a green vertical line. The normally-green VS pointer and drag line change to red when the pointer moves into a red portion of a TCAS fly-to vertical speed Resolution Advisory (RA). See the PFD — TCAS II RA Fly To Commands section of this guide for additional information on TCAS VS RAs.

VS Digital Readout

A part-time digital readout of vertical speed shows in green either above or below the vertical speed scale. When the airplane is climbing greater than 300 feet/minute, the readout shows at the top of the VS scale. When the airplane is descending greater than 300 feet/minute, the readout shows at the bottom of the VS scale. The readout is removed when the ascent/descent rate decreases below 100 feet/minute. The vertical speed digital readout range is from ±100 fpm to ±15 000 fpm in 100-foot increments.

Criptografia: Fred Mesquita 22-78

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

Selected VS Display

MENUS AND DISPLAYS PFD – Vertical Speed

Selected Vertical Speed (VS) is a reference value used by the FGS when Vertical Speed mode is active. Selected VS shows in two places; on the VS scale as a reference bug, and as a digital readout on the FGS vertical mode field. Selected VS shows when VS mode is active. The VS/Pitch thumbwheel on the FGP is used to set the selected VS. When VS mode is selected, the VS readout shows in the FGS vertical mode field. It is preceded by a VS bug icon and followed by an arrow. The VS bug shows on the vertical speed scale as a right-pointing cyan arrowhead. The cyan arrowhead points upward for a selected climb and downward for a selected descent. No arrow shows for a selected vertical speed of 0 (zero). The VS bug icon, readout, and arrow remain in view as long as the VS mode is active. The VS bug icon, readout, and arrow show in cyan when commanded by the VS/Pitch thumbwheel. The VS bug icon, readout, and arrow show in magenta when commanded by the FMS Vertical Navigation (VNAV) function.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MENUS AND DISPLAYS PFD – Vertical Speed

FMS Vertical Speed Required (VSR) Advisory Pointer

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

The FMS Vertical Speed Required (VSR) Advisory Pointer shows part-time on the vertical speed scale when commanded by the FMS. The specific conditions under which the pointer shows are controlled by the FMS. The pointer is an open magenta circle. The pointer indicates the minimum average vertical speed required to climb (or descend) from the present position to the next climb (or descent) altitude constraint. When the commanded vertical speed is greater than ±4000 fpm, the VSR advisory pointer park at the maximum position on the vertical speed scale.

Criptografia: Fred Mesquita 22-80

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred Mesquita PFD – TCAS II RA Fly-To Commands

PFD – TCAS II RA FLY-TO COMMANDS Figure 22-12 PFD TCAS II RA Fly-To Commands

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

22-81

MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD – TCAS II RA Fly-To Commands Criptografia: Fred Mesquita Raytheon King Air

TCAS II Resolution Advisory (RA) vertical speed fly-to commands show on the PFD when the optional TCAS II is installed. The fly-to commands show as red and green bands on the vertical speed scale. To comply with a TCAS RA, avoid flying vertical speeds within the forbidden (red-band) areas and do fly the vertical speeds within the acceptable (green-band) areas. RAs are intended to increase the separation between intruding airplane and own airplane and are generated by the TCAS computer when a potential threat to own airplane requires immediate pilot action. NOTE N

RA vertical speed fly-to commands available only when TCAS II is installed. SELECTIONS:

RA Fly-To Commands

Preventive and Corrective fly-to commands show on the PFD. • Preventive RAs are issued for threat traffic for which the TCAS computer has determined current vertical speed will resolve the threat situation. The vertical speed range to avoid shows on the PFD vertical speed scale. • Corrective RAs are issued for threat traffic for which the TCAS computer has determined that corrective action needs to be taken to avoid the traffic. The vertical speed range to seek and avoid shows on the PFD vertical speed scale. Aural commands are issued over the flight deck audio system. Refer to the TCAS Aurals section of this guide for additional information on the TCAS II aural commands. • When TCAS is operating in the TA ONLY mode, fly-to commands do not show on the vertical speed scale.

Criptografia: Fred Mesquita 22-82

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred Mesquita PFD – TCAS II RA Fly-To Commands

NOTE N

Refer to the PFD/MFD — TCAS Traffic Displays section of this guide for additional information on TCAS II operation. TECH DETAIL The message TRAFFIC shows in red to the right of the heading readout on the PFD when the system detects RA traffic. The message shows in yellow below the vertical speed scale when the system detects Traffic Advisory (TA) traffic. The message flashes for 5 seconds and then shows steady when it first appears and when a TA is upgraded to an RA.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

22-83

MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD – Preselect NAV Source (FMS Nav-to-Nav) Criptografia: Fred Mesquita Raytheon King Air

PFD – PRESELECT NAV SOURCE (FMS NAV-TO-NAV) Figure 22-13 PFD Preselect NAV Source Display

Nav-to-Nav captures allow an ILS to be selected as the approach guidance for the airplane at the end of an FMS flight plan. With the on-side FMS as the active NAV Source, Nav-to-Nav captures are enabled on the CDU, and the FMS commands a Preselect NAV Source of the on-side ILS to show on the PFD. With FGS in the Approach mode, the system continues to fly the FMS as the active NAV Source until the FGS determines LOC capture. At that point, the FMS is automatically deselected as the active NAV Source and is replaced by the captured LOC source.

Criptografia: Fred Mesquita 22-84

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: PFD – Preselect Fred Mesquita NAV Source (FMS Nav-to-Nav)

SELECTIONS: Preselect NAV Source

When armed, the preselect NAV Source and frequency, preselect course pointer/lateral deviation bar, and vertical deviation scale show on the PFD. A message shows to inform the pilot that the NAV will be tuned. This allows the pilot to hold DME if desired. • The preselect NAV Source and frequency show below the active NAV Source information. The preselect NAV Source and frequency show in cyan. • The preselect lateral deviation bar is the center portion of the preselect course pointer. The bar moves left or right of the preselect course pointer to indicate airplane position relative to the preselect course. The preselect information is drawn under the active information and can be seen when the two sets of data are coincident. The preselect lateral deviation bar uses the active NAV Source deviation scale. • The expanded preselect lateral deviation scale uses the active NAV Source lateral deviation scale. The scale comes into view automatically if the preselect NAV Source becomes active and the scale was not in view. The deviation pointer is a cyan diamond.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

22-85

MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD – Preselect NAV Source (FMS Nav-to-Nav) Criptografia: Fred Mesquita Raytheon King Air

• The expanded preselect vertical deviation scale uses the active NAV Source vertical deviation scale. The scale comes into view automatically if the preselect NAV Source becomes active and the scale was not in view. The deviation pointer is a cyan diamond. Arm Conditions

The conditions that follow are required to arm the preselect NAV Source: • FMS is the active NAV Source. • An ILS approach is in the flight plan. • The airport is within 30 nmi.

Criptografia: Fred Mesquita 22-86

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred MesquitaPFD – Time/Air Temp/COM/ATC

PFD – TIME/AIR TEMP/COM/ATC Figure 22-14 PFD Time/Air Temp/VHF COM/ATC Displays

Elapsed Time (ET), VHF COM 1 frequency, the active transponder ID code, Universal Coordinated Time (UTC) , Ram Air Temperature (RAT), and the VHF COM 2 frequency are all shown along the bottom of the PFD. SELECTIONS: ET (Elapsed Time)

When selected, an elapsed time readout shows in the left-hand corner of the PFD above the COM1 legend. Elapsed time shows in white in minutes and seconds up to 59:59 and then in hours and minutes up to H9:59. Line Select Key L4 is used to control the elapsed timer. A cyan side-facing caret (<) points at the Line Select Key to indicate it is active. An ET legend shows next to the cyan caret. White elapsed time digits show beside the ET legend. The elapsed time digits are blank when the timer is reset either with the Line Select Key or at power-up. When elapsed time is less than 1 hour, the readout format is MM:SS. When elapsed time is greater than 1 hour, the readout format is H:MM preceded with a white “H”. The elapsed time readout is replaced with four white dashes for an elapsed time of 10 hours or more. To operate the timer:

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

22-87

MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD – Time/Air Temp/COM/ATCCriptografia: Fred Mesquita Raytheon King Air

1. First push - The readout digits come into view and the timer starts. The ET legend shows enlarged and in cyan. 2. Second push - The timer stops. 3. Third push - The timer is reset, the readout digits are removed, and the ET legend shows smaller and in white. UTC (Universal Coordinated Time)

Universal Coordinated Time (UTC) shows in white along the bottom of the PFD. The UTC readout is preceded by a gray UTC legend. The UTC value is provided from the sources that follow (in the order listed): GPS1, GPS2 (optional), MDC, FMS1, FMS2 (optional), DCU1, or DCU2. Source selection is automatic.

RAT (Ram Air Temperature)

Ram Air Temperature (RAT) shows in white along the bottom of the PFD preceded by the legend RAT. The readout shows in degrees Celsius. The source of RAT data is the currently-selected Air Data Computer. NOTE N

VHF COM1 and COM2

TAT data from the ADCs is used for RAT display. TAT probe heating may affect the RAT readout when there is insufficient airflow over the TAT probe (i.e., while on the ground).

The current VHF communications radio frequency for the COM1 and COM2 radios show in green along the bottom of the PFD. When the VHF COM is transmitting, a sky blue window is drawn behind the respective COM1 or COM2 legend.

Criptografia: Fred Mesquita 22-88

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred MesquitaPFD – Time/Air Temp/COM/ATC

• For 25-kHz radios, the frequency display is a 5-digit readout of the echoed radio frequency setting. • For 8.33-kHz radios, the frequency display is a 6-digit channel identifier. ATC1/2 Ident Code

The active Air Traffic Control Transponder (ATC1 or ATC2) shows followed by a normally-green ATC ID code. When the ATC Ident feature is active, a sky-blue window is drawn behind the ATC legend for the duration of the Ident pulse. The Ident Code is changed to a white boxed STBY legend and the ATC1 or ATC2 is changed to ATC when the active transponder is set to STBY. If the transponder reports a failure, a yellow “F” is added at the end of the transponder ID code readout.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

22-89

MENUS AND DISPLAYS PFD – References Menu

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

PFD – REFERENCES MENU Figure 22-15 PFD References Menu

Push the REFS button on the DCP to show the REFS menu on the PFD. Two REFS pages are available. The REFS 1/2 menu shows Vspeed reference values on the left side of the display and RA MIN, BARO MIN, and VREF settings on the right side of the display. Each of these value settings can be changed by the pilot and selected for display via the REFS menu. The REFS 2/2 page shows units of measurement, METRIC ALT (altitude) on/off, FL (flight level) alert on/off, and FLT DIR (Flight Director) style on the left side. A movable selection box shows around the value of a specific item on the menu. The MENU ADV knob, DATA knob, PUSH SELECT button on the DCP and the Line Select Keys on the PFD are used to operate the REFS menu.

Criptografia: Fred Mesquita 22-90

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

MENUS AND DISPLAYS PFD – References Menu

NOTE N

Refer to the PFD/MFD Operation section of this guide for additional information on the REFS menu operation.

SELECTIONS: Vspeed References

Refer to the PFD – Airspeed section of this guide for information on Vspeed References operation.

BARO MIN (MDA)

The REFS menu is used to activate the BARO MIN altitude display and visual alert on the PFD, and to set the BARO MIN value to the desired altitude. The BARO MIN value is used to alert the crew when the airplane has descended to the Minimum Descent Altitude (MDA) during a non-precision approach.

RA MIN (DH)

The REFS menu is used to activate the RA MIN altitude display and visual alert on the PFD and to set the RA MIN value to the desired altitude. The RA MIN value is used to alert the crew when the airplane has descended to the Decision Height (DH) altitude during a precision approach. NOTE N

VREF

The RA MIN and BARO MIN values are synchronized. When either pilot adjusts an on-side value, the same value is set on both PFDs.

Refer to the PFD – Airspeed section of this guide for information on VREF.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

22-91

MENUS AND DISPLAYS PFD – References Menu

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

PRESSURE

The PRESSURE HPA IN selection is used to set inHg or hPa for the units of measure for the barometric pressure setting. The selected unit of measure shows in large cyan text.

METRIC ALT

The METRIC ALT (altitude) selection is used to select the display of metric altitude and metric preselect altitude. When set to on, the display of metric altitude is in addition to the display of altitude in feet. The display of metric preselect altitude replaces the display of preselect altitude in feet. The display of Metric preselect altitude is followed by the letter M. The selected state shows in large cyan text.

FL ALERT

The FL180 ALERT selection is used to enable/disable the Flight Level 180 Alert function. When enabled, the FL180 Alert causes the display to Flash when entering FL180 from below 17 800 feet when the setting is not STD. Also when descending through FL180 from above 18 500 feet and the barometric setting is STD.

FLT DIR

The Flight Director (FLT DIR) selection is used to select the single cue (V bar) or split cue (cross pointer) Flight Director command bars for the PFDs.

Criptografia: Fred Mesquita 22-92

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred MesquitaMFD – Engine Indicating System

MFD – ENGINE INDICATING SYSTEM Figure 22-16 MFD Engine Display

The Engine Indicating System (EIS) display is made up of ITT and Torque on a shared analog gauge, N1 and Propeller RPM on individual smaller analog gauges, and an analog synchroscope scale. Digital displays for Fuel Flow (FF), Oil Pressure, and Oil Temperature also show within the EIS window. Engine information normally shows only on the MFD. When a pilot display is reverted so the combined PFD/MFD display is active, engine information shows on the combined PFD/MFD display. SELECTIONS: Engine Fan RPM (N1)

The N1 display is a standardized display of engine turbine RPM measured against a fixed 100 percent value. The display is made up of an analog scale and pointer, and a digital readout for each engine. N1 shows in white when within the normal limit region. N1 shows in yellow when within the transient limit region. N1 shows in red when within the redline limit region.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

22-93

MENUS AND DISPLAYS Pro Line 21 with Optional IFIS MFD – Engine Indicating System Criptografia: Fred Mesquita Raytheon King Air

• For the B300 the N1 normal limit, yellowline transient limit, and redline limit are as follows: • N1 engine start normal limit: N1 ≤ 104%. • N1 engine running limit: 62 ≤ N1 ≤ 104%. • N1 engine running transient limit (yellowline): N1 < 62%. • N1 engine starting/running redline limit: N1 > 104%. An N1 redline marker shows on the scale with its leading edge at redline. • For the B200 and B200 with Raisbeck modification the N1 normal limit, yellowline transient limit, and redline limit are as follows: • N1 engine starting normal limit region: N1 ≤ 101.5%. • N1 engine running normal limit region: 60 ≤ N1 ≤ 101.5%. • N1 engine starting yellowline transient limit: 101.5 < N1 < 102.6% for 10 seconds or less. • N1 engine running yellowline transient limit: 101.5 < N1 < 102.6% for 10 seconds or less or N1 < 60%. • N1 engine starting/running redline limit: 101.5 < N1 < 102.6% for more than 10 seconds or N1 > 102.6%. An N1 redline marker shows on the analog scale with its leading edge at redline. • Four yellow dashes and a decimal point show when all sources of N1 are failed. The N1 pointer is removed when the N1 digital readout is dashed.

Criptografia: Fred Mesquita 22-94

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred MesquitaMFD – Engine Indicating System

Propeller RPM

The Propeller RPM display is made up of an analog scale and pointer, and a digital readout for each engine. Propeller RPM shows in green when within the normal limit region. Propeller RPM shows in yellow when within the transient limit region. When Propeller RPM exceeds the transient limit time or if Propeller RPM goes into the redline region, Propeller RPM shows in red. • B300 Propeller RPM normal limit, transient limit, and redline limit for engine starting and engine running conditions are as follows: • Propeller RPM engine starting normal limit: Propeller RPM ≤ 1700 RPM or 1700 < Propeller RPM ≤ 1730 for 5 minutes or less. • Propeller RPM engine running normal limit: 1050 ≤ Propeller RPM ≤ 1700 RPM or 1700 < Propeller RPM ≤ 1730 RPM for 5 minutes or less. A white tick mark shows on the outside of the Propeller scale at 1600 RPM. • Propeller RPM engine starting transient limit: 1700 < Propeller RPM ≤ 1730 RPM for more than 5 minutes and less than or equal to 7 minutes or 1730 < Propeller RPM ≤ 1870 for 20 seconds or less.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

22-95

MENUS AND DISPLAYS Pro Line 21 with Optional IFIS MFD – Engine Indicating System Criptografia: Fred Mesquita Raytheon King Air

• Propeller RPM engine running transient limit: Propeller RPM < 1050 or 1700 < Propeller RPM ≤ 1730 for more than 5 minutes and less than or equal to 7 minutes or 1730 < Propeller RPM ≤ 1870 for 20 seconds or less. • Propeller RPM engine starting redline limit: 1700 < Propeller RPM ≤ 1730 RPM for more than 7 minutes or 1730 < Propeller RPM ≤ 1870 for more than 20 seconds or Propeller RPM > 1870. • Propeller RPM engine running redline limit: 1700 < Propeller RPM ≤ 1730 for more than 7 minutes or 1730 < Propeller RPM ≤ 1870 for more than 20 seconds or Propeller RPM > 1870. The Propeller RPM scale is extended whenever Propeller RPM is greater than the transient limit.

Criptografia: Fred Mesquita 22-96

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred MesquitaMFD – Engine Indicating System

• B200 Propeller RPM normal limit, transient limit, and redline limit for engine starting and engine running conditions are as follows: • Propeller RPM engine starting normal limit: Propeller RPM ≤ 2000 RPM or 2000 < Propeller RPM ≤ 2040 for 5 minutes or less. • Propeller RPM engine running normal limit: 1180 ≤ Propeller RPM ≤ 2000 RPM or 2000 < Propeller RPM ≤ 2040 for 5 minutes or less. A white tick shows on the scale at 1900 RPM. • Propeller RPM engine starting transient limit: 2000 < Propeller RPM ≤ 2040 RPM for more than 5 minutes and less than or equal to 7 minutes or 2040 < Propeller RPM ≤ 2200 for 5 seconds or less. • Propeller RPM engine running transient limit: Propeller RPM < 1180 RPM or 2000 < Propeller RPM ≤ 2040 for more than 5 minutes and less than or equal to 7 minutes or 2040 < Propeller RPM ≤ 2200 for 5 seconds or less. The Propeller RPM scale is extended whenever Propeller RPM is greater than the transient limit. • Propeller RPM engine starting redline limit: 2000 < Propeller RPM ≤ 2040 RPM for more than 7 minutes or 2040 < Propeller RPM ≤ 2200 for more than 5 seconds or Propeller RPM > 2200.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

22-97

MENUS AND DISPLAYS Pro Line 21 with Optional IFIS MFD – Engine Indicating System Criptografia: Fred Mesquita Raytheon King Air

• Propeller RPM engine running redline limit: 2000< Propeller RPM ≤ 2040 for more than 7 minutes or 2040 < Propeller RPM ≤ 2200 for more than 5 seconds or Propeller RPM > 2200. A Propeller RPM redline shows on the scale at 2000 RPM.

Criptografia: Fred Mesquita 22-98

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred MesquitaMFD – Engine Indicating System

• B200 with the Raisbeck modification Propeller RPM normal limit, transient limit, and redline limit for engine starting and engine running conditions are as follows: • Propeller RPM engine starting normal limit: Propeller RPM ≤ 2000 RPM or 2000 < Propeller RPM ≤ 2040 for 5 minutes or less. • Propeller RPM engine running normal limit: 1150 ≤ Propeller RPM ≤ 2000 RPM or 2000 < Propeller RPM ≤ 2040 for 5 minutes or less. A white tick shows on the scale at 1900 RPM. • Propeller RPM engine starting transient limit: 2000 < Propeller RPM ≤ 2040 RPM for more than 5 minutes and less than or equal to 7 minutes or 2040 < Propeller RPM ≤ 2200 for 5 seconds or less. • Propeller RPM engine running transient limit: Propeller RPM < 1150 RPM or 2000 < Propeller RPM ≤ 2040 for more than 5 minutes and less than or equal to 7 minutes or 2040 < Propeller RPM ≤ 2200 for 5 seconds or less. The Propeller RPM scale is extended whenever Propeller RPM is greater than the transient limit. • Propeller RPM engine starting redline limit: 2000 < Propeller RPM ≤ 2040 RPM for more than 7 minutes or 2040 < Propeller RPM ≤ 2200 for more than 5 seconds or Propeller RPM > 2200.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

22-99

MENUS AND DISPLAYS Pro Line 21 with Optional IFIS MFD – Engine Indicating System Criptografia: Fred Mesquita Raytheon King Air

• Propeller RPM engine running redline limit: 2000< Propeller RPM ≤ 2040 for more than 7 minutes or 2040 < Propeller RPM ≤ 2200 for more than 5 seconds or Propeller RPM > 2200. A Propeller RPM redline shows on the scale at 2000 RPM. • Four yellow dashes show when all sources of Propeller RPM are failed. The Propeller RPM pointer is removed when the Propeller RPM digital readout is dashed. Interstage Turbine Temperature (ITT)

ITT is a measure of temperature between specific stages of the engine. The ITT display is made up of an analog pointer and digital readout for each engine. The ITT scale, with radial tick marks, is shared with the TORQ scale for the same engine.

Criptografia: Fred Mesquita 22-100

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred MesquitaMFD – Engine Indicating System

• For the B300, the ITT pointer shows when ITT is above 300°C. Grey tick marks on the scale represent 300°, 400°, 500°, 600 and 700°C for the B300. ITT shows in white when within the normal limit region, yellow when within the transient limit region, and red when ITT exceeds the transient limit time or ITT is equal to or greater than ITT start redline mark. The ITT normal limit, transient limit, and redline limit are as follows for the B300: • ITT engine running normal limit region: ITT ≤ 820°C. • ITT engine running transient limit region: 820° < ITT ≤ 850° for 20 seconds or less. • ITT engine starting redline limit: ITT ≤ 820° or 820° < ITT ≤ 850° for 20 seconds or less or 850° < ITT ≤1000° for 5 seconds or less. During engine starts the ITT start scale is extended to 1100°C to accommodate the higher temporary temperatures associated with engine starts. An ITT start limit mark is positioned on the scale extension at the start limit. During engine start, the start limit mark steps to each start redline limit in the timeframe. • ITT engine running transient limit region is: 820° < ITT ≤ 850° for 20 seconds or less. The ITT start scale is extended to 1100°C whenever ITT is greater than the ITT normal limit.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

22-101

MENUS AND DISPLAYS Pro Line 21 with Optional IFIS MFD – Engine Indicating System Criptografia: Fred Mesquita Raytheon King Air

• For the B200 and the B200 with the Raisebeck modification, the ITT pointer shows when ITT is above 250°C. Grey tick marks on the scale represent 250°, 300°, 400°, 500°, 600° and 700°C. ITT shows in white when within the normal limit region, yellow when within the transient limit region, and red when ITT exceeds the transient limit time or when ITT is equal to or greater than ITT start redline mark. The ITT normal limit, transient limit, and redline limit are as follows for the B200: • ITT engine running normal limit: ITT ≤ 800°C. • ITT engine running transient limit region: 800° < ITT ≤ 850° for 5 seconds or less. • ITT engine starting redline limit: ITT ≤ 800° or 800° < ITT ≤ 850° for 20 seconds or less or 850° < ITT ≤ 1000° for 5 seconds or less. The ITT scale is extended to 1100°C during engine starts to accommodate the higher temporary temperatures associated with engine starts. During engine start, the start limit mark steps to each start redline limit in the timeframe. • ITT engine running redline limit is: 800° < ITT ≤ 850° for more than 5 seconds or ITT > 850°. The ITT scale is extended to 1100°C whenever ITT is greater than the ITT normal limit.

Criptografia: Fred Mesquita 22-102

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred MesquitaMFD – Engine Indicating System

• Four yellow dashes show in place of the ITT digital readout when all ITT sources are failed. The ITT pointer is removed when the ITT digital readout is dashed. Torque

The torque displays is made up of an analog pointer and digital readout for each engine. The torque scale, with radial tick marks, is shared with the ITT scale for the same engine. Torque shows in green when within the normal limit region, yellow when within the transient limit, and red when within the redline limit region. A torque over limit scale shows whenever torque is greater than the torque transient limit.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

22-103

MENUS AND DISPLAYS Pro Line 21 with Optional IFIS MFD – Engine Indicating System Criptografia: Fred Mesquita Raytheon King Air

• B300 — The grey tick marks represent 0%, 20%, 40%, 60%, and 80% torque for the B300. • B300 normal limit when Propeller RPM ≥ 1000 RPM: TORQ ≤ 100% or 100% < TORQ≤ 102% for 5 minutes or less. • B300 normal limit when Propeller RPM< 1000 RPM: TORQ ≤ 62%. • B300 transient limit when Propeller RPM ≥ 1000 RPM: 100 < TORQ ≤ 102% for more than 5 minutes and less than or equal to 7 minutes or 102 < TORQ ≤ 156% for 20 seconds or less. • B300 transient limit when Propeller RPM < 1000 RPM: 62 < TORQ ≤ 156% for 20 seconds or less. • B300 redline limit when Propeller RPM ≥ 1000 RPM: 100 < TORQ ≤ 102% for more than 7 minutes or 102% < TORQ ≤ 156% for more than 20 seconds or TORQ > 156%. • B300 redline limit when Propeller RPM< 1000 RPM: 62% < TORQ ≤ 156% for more than 20 seconds or TORQ > 156%.

Criptografia: Fred Mesquita 22-104

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred MesquitaMFD – Engine Indicating System

• B200 and B200 with Raisbeck modification — The grey tick marks represent 0, 200, 600, 1000, 1400 and 1800 foot pounds (ft-lbs) torque for the B200. • B200 normal limit when Propeller RPM< 1600 RPM: TORQ ≤ 1100 ft-lbs. • B200 normal limit when Propeller RPM ≥ 1600 RPM: TORQ ≤ 2230 ft-lbs or 2230 < TORQ ≤ 2270 for 5 minutes or less. • B200 transient limit when Propeller RPM ≥ 1600 RPM: 2230 < TORQ ≤ 2270 ft-lbs for more than 5 minutes and less than or equal to 7 minutes or 2270 < TORQ ≤ 2750 for 5 seconds or less. • B200 transient limit when Propeller RPM < 1600 RPM: 1100 < TORQ ≤ 2750 for 5 seconds or less. • B200 redline limit when Propeller RPM≥ 1600 RPM: 2230 < TORQ ≤ 2270 for more than 7 minutes or 2270 < TORQ ≤ 2750 ft-lbs for more than 5 seconds or TORQ > 2750. • B200 redline limit when Propeller RPM < 1600 RPM: 1100 < TORQ ≤ 2750 ft-lbs for more than 5 seconds or TORQ > 2750. • The torque pointer is removed and four yellow dashes show if all sources of torque are failed.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MENUS AND DISPLAYS Pro Line 21 with Optional IFIS MFD – Engine Indicating System Criptografia: Fred Mesquita Raytheon King Air

Fuel Flow

A digital readout of Fuel Flow shows for each engine. Fuel Flow is normally in Pounds Per Hour (PPH). Optionally, Kilograms Per Hour (KPH) can show. Three yellow dashes show when Fuel Flow from all sources is failed.

Oil Pressure

A digital readout of oil pressure shows for each engine. Oil pressure shows in green when within the normal limit region. Oil pressure shows in yellow when within the transient limit region. Oil pressure shows in red when within the redline limit region. • B300 oil pressure normal, transient, and redline limit regions are as follow: • Normal limit: 90 ≤ OP ≤ 135 psig. • Transient limit: 60 ≤ OP < 90 and 135 < OP < 200 psig. • Redline limit region: OP ≥ 200 and OP < 60 psig. • B200 and B200 with the Raisbeck modification oil pressure normal, transient, and redline limit regions are as follow: • Normal limit: 100 ≤ OP ≤ 135 psig. • Transient limit region: 60 ≤ OP <100 and 135< OP < 200 psig. • Redline limit region: OP ≥ 200 and OP < 60 psig. • Three yellow dashes show when oil pressure from all sources is failed.

Criptografia: Fred Mesquita 22-106

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred MesquitaMFD – Engine Indicating System

Oil Temperature

A digital readout of oil temperature shows for each engine. Two sets of normal, transient, and redline oil pressure limit regions exist, one set for engine start and one set for engine running. Oil temperature is green when within the normal limit region. Oil temperature is yellow when within the transient limit region when the transient limit conditions have not been exceeded. Oil temperature is red if in the transient limit region after the limit condition is exceeded, or if within the redline limit region. • B300 oil temperature limit regions for engine start are as follow: • Normal oil temp limit: –40 ≤ OT ≤ 99 °C. • Transient oil temp limit: 99 < OT ≤ 110°C for 10 minutes or less. • Redline oil temp limit: OT > 110 or 99 < OT ≤ 110 for more than 10 minutes or OT < -40. • B300 oil temp limit regions for engine running are as follow: • Normal oil temp limit: 0° ≤ OT ≤ 99°C. • Transient oil temp limit: 99° < OT ≤ 110°C for 10 minutes or less or OT < 0°. • Redline oil temp limit: OT > 110° or 99° < OT ≤ 110° for more than 10 minutes.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MENUS AND DISPLAYS Pro Line 21 with Optional IFIS MFD – Engine Indicating System Criptografia: Fred Mesquita Raytheon King Air

• B200 oil temperature limit regions for engine start are as follow: • Normal oil temp limit: –40° ≤ OT ≤ 99 °C. • Transient oil temp limit: 99° < OT ≤ 104°C for 10 minutes or less. • Redline oil temp limit: OT > 104° or 99° < OT ≤ 104 for more than 10 minutes or OT < -40°. • B200 oil temperature limit regions engine running are as follow: • Normal oil temp limit: 0 ≤ OT ≤ 99°C. • Transient oil temp limit: 99 < OT ≤ 104°C for 10 minutes or less or OT < 0. • Redline oil temp limit: OT > 104 or 99 < OT ≤ 104 for more than 10 minutes. • Three yellow dashes show when oil temperature from all sources is failed. Fire Warning

A warning message FIRE shows in the lower center of applicable analog torque/ITT scale when the an engine fire indication is received. The warning message flashes for 5 seconds and then shows steady The FIRE warning has priority over the AFX message.

Criptografia: Fred Mesquita 22-108

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred MesquitaMFD – Engine Indicating System

Propeller Synchronization

The propeller synchronization display, called the propeller synchroscope, shows as a moving string of squares below the left and right engine oil temperature. The squares move left or right towards the engine that has the higher propeller RPM. Operation is inhibited when N1 from either engine is less than 40 percent or when N1 from either engine is failed. The propeller synchronization display is removed when the left or right propeller RPM inputs are invalid.

Autofeather Display

The autofeather message AFX shows in green in the lower center of the ITT/TORQ gauge when the autofeather system on the applicable side is armed. The AFX message does not show when the fire warning message is in view.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MENUS AND DISPLAYS MFD – FMS Plan Map

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

MFD – FMS PLAN MAP Figure 22-17 MFD FMS Plan Map Display

The FMS Plan Map is a fixed, true north-up stationary map that graphically depicts the active FMS flight plan. The active flight plan is represented by flight plan waypoints and flight plan legs. Background Navaid symbology is available for display. A moving airplane symbol is positioned geographically on the map. The map center is initially set by the FMS but can be changed per input from the operator. The map radius is selected with the RANGE knob on the DCP. The FORMAT Line Select Key R1 on the MFD is used to select the FMS Plan Map. In dual FMS installations, the map source (FMS1 or FMS2) is pilot-selectable from the MFD map menu. The FMS Text Window and Extended FMS Map are sub-modes available on the FMS Plan Map. The optional Integrated Flight Information System (IFIS) adds Enhanced map (E-map) and Graphical Weather (GWX) features to the FMS Plan map. NOTE N

For information on the IFIS, refer to the IFIS-5000 Integrated Flight Information System Operator’s Guide (CPN 523-0806347) and the Corporate Datalink System CMU-4000/RIU-40X0 Operator’s Guide (CPN 523-0790499).

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

MENUS AND DISPLAYS MFD – FMS Plan Map

NOTE N

Refer to the FMS-3000 Flight Management System Pilot’s Guide (Collins Part Number 523-0790066) for information on the operation of the FMS. SELECTIONS:

FMS Text Window Sub-mode

The FMS Text Window sub-mode provides a window above the navigation display for up to 7 lines of text messages provided by the FMS. The FMS Text Window typically displays data for current and upcoming flight legs and can display information associated with both lateral and vertical waypoints. Text data, color, size, and display state (flashing or steady on) are controlled by the FMS that is currently selected as the map source.

Extended FMS Map Sub-mode

The Extended FMS Map sub-mode provides a navigation map display with 50 percent more forward range.

Airplane Symbol

The moving airplane symbol is positioned geographically on the map and is oriented to the airplane heading. The airplane symbol is a swept-wing unfilled airplane symbol (the same as the PPOS Map airplane symbol).

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MENUS AND DISPLAYS MFD – FMS Plan Map

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Range Ring

A full-range ring provides north-up and range information. North-up is indicated by an “N” at the top of the full-range ring. A readout of the selected range shows in a cutout in the full-range ring. The RANGE knob on the DCP is used to select the display range. Available display ranges are 5 (optional), 10, 25, 50, 100, 200, 300, and 600 (optional) nmi.

Map Source

A map source legend shows above Line Select Key L1 on the left side of the display. The map source legend reflects the map source selection, FMS, FMS1, or FMS2. When the map source matches the active NAV Source (selected on the PFD), the map source legend color follows the active NAV Source color; green for an on-side source and yellow for a cross-side source. When the map source is not the same as the active NAV Source, the map source legend shows in cyan.

Map Center

When the FMS Plan Map is initially selected, the next (to) waypoint is the map center. Thereafter, the flight plan center can be centered about a position or waypoint selected by the pilot using the FMS.

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

Map Background Symbology

MENUS AND DISPLAYS MFD – FMS Plan Map

The Map background data is made up of map symbols that show geometrically correct on the map. Selection of background data is controlled from the FMS CDU MAP DISPLAY menu. A Line Select Key on the MAP DISPLAY menu allows the operator to access either the PFD or MFD map background data selections without affecting the other AFD background items. When a Collins FMS is installed, modifications to the active flight plan, alternative flight plan information, and a second flight plan can show. Modified and alternative flight plan information shows as white dashes. The second flight plan information shows in cyan. When a Collins FMS is installed and a parallel offset exists, the offset shows as a dashed line parallel to the flight plan path. If no parallel offset exists for an active flight plan, an offset that is part of a modified flight plan shows as a white dashed line. When the offset is part of the active flight plan, it shows as a magenta dashed line. Only one parallel offset can show, with the active flight plan offset taking precedence.

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MENUS AND DISPLAYS MFD – FMS Plan Map

Enhanced Maps (option)

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

The optional Integrated Flight Information System (IFIS) adds Enhanced map (E-map) features to the FMS Plan map. E-map symbology includes Geographic and Political (Geo-pol) boundaries, Airspace, and Airways. The map menu on the MFD allows selection of the E-maps. With the Plan map in view on the MFD push the MENU button on the CCP to show the MFD map menu. Push the Line Select Key on the MFD adjacent to the desired E-map feature or use the CCP MENU ADV and DATA knobs to select that feature for display on the Plan map (push-on/push-off). NOTE N

For information on the IFIS, refer to the IFIS-5000 Integrated Flight Information System Operator’s Guide (CPN 523-0806347) and the Corporate Datalink System CMU-4000/RIU-40X0 Operator’s Guide (CPN 523-0790499).

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

Graphical Weather (option)

MENUS AND DISPLAYS MFD – FMS Plan Map

The optional Integrated Flight Information System (IFIS) adds the NEXRAD feature to the FMS Plan map. The MFD map menu contains controls for the Graphical Weather (GWX). The NEXRAD feature allows an uplinked NEXRAD digital image to be overlaid on the Plan map. With the Plan map in view on the MFD push the MENU button on the CCP to show the MFD PLAN map menu. Push the GWX Line Select Key R3 on the MFD or use the CCP MENU ADV and DATA knobs to select the NEXRAD digital image to be overlayed on the Plan map (push-on/push-off). The status of the GWX image shows on the MFD when the GWX overlay is active on the Plan map. The status shows above Line Select Key R1. NOTE N

For information on the IFIS, refer to the IFIS-5000 Integrated Flight Information System Operator’s Guide (CPN 523-0806347) and the Corporate Datalink System CMU-4000/RIU-40X0 Operator’s Guide (CPN 523-0790499).

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MENUS AND DISPLAYS MFD – GS/TAS/Air Temps

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

MFD – GS/TAS/AIR TEMPS Figure 22-18 MFD GS/TAS/Air Temp Displays

Ground Speed (GS), True Airspeed (TAS), Static Air Temperature (SAT), and International Standard Atmosphere Delta (ISA) show along the bottom of the MFD. SELECTIONS: GS (Ground Speed)

Ground Speed (GS) in knots shows along the bottom of the MFD. The GS readout is preceded by a gray GS legend. The source of GS data is the on-side FMS unless the cross-side FMS is selected as the active NAV Source for the on-side PFD. When only a single FMS is installed, that FMS is the source of GS data. The color of the GS readout is green if from the on-side FMS and yellow if from the cross-side FMS.

TAS (True Airspeed)

True Airspeed (TAS) in knots shows in white along the bottom of the MFD preceded by a gray TAS legend. The source of TAS data is the currently-selected ADC.

SAT (Static Air Temperature)

Static Air Temperature (SAT) in degrees Celsius shows in white along the bottom of the MFD. The SAT readout is preceded by a gray SAT legend and followed by a gray °C legend. The source of SAT data is the currently-selected ADC.

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

ISA (International Standard Atmosphere Delta)

MENUS AND DISPLAYS MFD – GS/TAS/Air Temps

International Standard Atmosphere (ISA) delta in degrees Celsius shows in white along the bottom of the MFD. The ISA readout is preceded by a gray ISA legend and followed by a gray °C legend. ISA delta is the difference between the ISA temperature and SAT. ISA temperature is a sea level temperature of 15°C adjusted for altitude at a rate of 2°C for every +1000 feet. The source of ISA data is the currently-selected Air Data Computer.

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MENUS AND DISPLAYS PFD/MFD – Bearing Pointers

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

PFD/MFD – BEARING POINTERS Figure 22-19 PFD & MFD Bearing Pointers

Two bearing pointers are available for display, a pilot-side-sourced pointer and a copilot-side-sourced pointer. The pilot-side pointer is a magenta single-lined pointer. The copilot-side pointer is a cyan double-lined pointer. Both pointers are available for display on the PFD and MFD Rose, Arc, and PPOS Map formats. A bearing pointer data field shows in the lower left corner of the PFD when a bearing pointer is selected for display and the Bearing Source (BRG SOURCE) menu is not in view.

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

MENUS AND DISPLAYS PFD/MFD – Bearing Pointers

SELECTIONS: Bearing Source Menu

The BRG SOURCE menu on the PFD is used to select and deselect the display of the pilot- and copilot-side bearing pointers as well as the source for each pointer. Two bearing pointers can be selected for display, one from the available pilot-side NAV Sources (magenta single-bar pointer icon) and one from the available copilot-side NAV Sources (cyan double-bar pointer icon). The selections made on the BRG SOURCE menu affect the bearing pointers that show on both the on-side PFD and on the MFD. The NAV/BRG button on the DCP is used to select the BRG SOURCE menu. When selected, the BRG SOURCE menu shows vertically along the right side of the PFD.

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MENUS AND DISPLAYS PFD/MFD – Bearing Pointers

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

The pilot-side menu shows next to the cyan single bar pointer, and the copilot-side menu shows next to the cyan double bar pointer. The active source shows in large cyan text. Other bearing sources show in small white text. The MENU ADV knob, DATA knob and PUSH SELECT button on the DCP are used to make the bearing source selection. Refer to the Display Control Panel section of this guide for additional information on DCP operation. The bearing source can also be set with the Line Select Keys on the PFD. Refer to the PFD/MFD Operation section of this guide for additional information on the BRG SOURCE menu operation. Bearing Pointer Data Field

A bearing pointer data field shows in the lower left corner of the PFD when a bearing pointer is selected for display and the BRG SOURCE menu is not in view. Bearing source, bearing distance, and a bearing identifier for the pilot- and copilot-side bearing pointer shows in the bearing pointer data field.

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

MENUS AND DISPLAYS PFD/MFD – Bearing Pointers

Bearing Source and Icon

The bearing source shows on the top line of the bearing pointer data field. The bearing source is “F” for FMS, “V” for VOR, “A” for ADF, and “T” for TACAN. The bearing source is numbered to indicate a pilot-side (1) or copilot-side (2) side source when more than one source of each type is installed. The bearing source is blank when the BRG source selection is OFF. The pilot-side source shows in magenta. The copilot-side source shows in cyan. A bearing pointer icon follows the bearing source. The bearing pointer icon is a miniature representation of the bearing pointers that are used to identify the actively selected bearing pointer. The icon for pilot-side sensors is a magenta single bar arrow. The icon for copilot-side sensors is a cyan double bar arrow.

Bearing Distance

When available, bearing distance shows to the right of the bearing icon in the same color as the bearing pointer. Bearing distance is blank when: • The bearing source is also the active NAV Source. • The bearing source is VOR and DME Hold is selected.

Bearing ID

When available, the bearing identification (ID) shows below the bearing source and distance in the same color as the bearing pointer. • The ID for ADF is the ADF frequency. Bearing ID does not show when the selected bearing is also the active NAV Source.

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MENUS AND DISPLAYS PFD/MFD – Bearing Pointers

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

• For FMS, the ID is the next (to) waypoint identifier. • For VOR, the ID is station frequency or the station ID. • The station frequency shows for approximately 10 seconds when a VOR bearing is first selected or a new frequency is selected. Thereafter, the station ID shows. The station frequency remains in view and the ID does not show when the DME is not decoding the ID, or when DME Hold is active. • For TACAN, the ID is the station ID. If the station ID is not available then the station channel is displayed.

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred Mesquita PFD/MFD – Heading Displays

PFD/MFD – HEADING DISPLAYS Figure 22-20 PFD & MFD Heading Displays

Either a full compass rose or a partial compass arc shows full-time below the attitude ball on the PFD. A Rose or Arc shows in the lower portion of the MFD for all display formats except Plan Map, FMS Remote Text, E-chart, GWX, and Maintenance. The heading symbology varies for different formats, but is similar to the PFD display. Current heading is read opposite the lubber line. A pilot-controllable selected heading bug shows on the Arc and Rose. A dashed heading vector extends out from the airplane symbol to the selected heading when the bug is not in view.

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MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD/MFD – Heading Displays Criptografia: Fred Mesquita Raytheon King Air

SELECTIONS: Lubber Line

The lubber line shows at the top of the Rose and arc. The lubber line is a downward pointing arrow that contains a readout of the current heading. The lubber line arrow points to the current heading on the Rose or Arc.

Compass Rose

A full compass rose shows for the Rose format. The full compass rose is a 360° compass card. Heading numbers show every 30° and letters (“N”, “S”, “E”, and “W”) show at the cardinal points. White tic marks show every 5°. White tic marks show outside the rose at 90, 180, and 270° from the lubber line. White triangular pointers show outside the rose, pointing to the rose, at ±45° and ±135° from the lubber line. Current heading is read opposite the lubber line.

TCAS Only

The TCAS Only format is a 360° compass card with white tic marks every 30°. Current heading is read opposite the lubber line.

Compass Arc

The compass arc shows 125° of heading in view. White tic marks show every 5°. A white arc connects the tic marks. Current heading is read opposite the lubber line.

Heading Readout

A white 3-digit heading readout shows inside the lubber line box at the top of the compass rose.

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred Mesquita PFD/MFD – Heading Displays

Heading Source

The source of heading data is normally the on-side AHS (AHS1 or AHS2). Heading data from the cross-side AHS is available via reversionary switching. A flight deck-mounted installer-supplied AHS reversion switch is used to select AHS reversion. When AHS reversion is selected, an AHS reversion message (AHS1 or AHS2) shows on the PFD to the left of the airspeed display. An optional non-Rockwell Collins Laseref V Inertial Reference System (IRS) is available as a reversionary attitude source.

Heading Type

Heading is normally magnetic (slaved). DG (directional gyro) mode can be selected with the remote-mounted installer-supplied DG/SLAVE switch. The message DG in white shows to the right of the heading readout when the heading type is DG. No message shows when the heading type is magnetic.

Heading Bug

The heading bug is a dual, filled rectangular cyan bug that is positioned on the periphery of the compass rose/arc. The HDG knob on the FGP is used to set the heading bug to the desired selected heading. The SYNC button on the HDG knob is used to set the heading bug under the lubber line. A dashed cyan heading vector shows when the heading bug is off scale, while the HDG rotary knob is in operation, and for 5 seconds after the last HDG knob change.

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MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD/MFD – Heading Displays Criptografia: Fred Mesquita Raytheon King Air

Selected Heading Readout

A cyan 3-digit readout of the selected heading shows to the left of the heading readout. The selected heading readout is preceded by a cyan HDG legend. The legend and readout show when the selected heading is changing and for 5 seconds after the value stops changing. The readout shows full time when the heading vector is in view because the heading bug is off scale (arc only).

Track Pointer

The Track Pointer is an open circle symbol that is positioned on the Rose or Arc at the current airplane track over the earth. The difference between the position of the track pointer and the lubber line is the drift angle. The track pointer shows in green when the on-side FMS is the source and in yellow when the cross-side FMS is the source.

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred Mesquita PFD/MFD – Course Deviation & To/From

PFD/MFD – COURSE DEVIATION & TO/FROM Figure 22-21 PFD & MFD Course Deviation & To/From

The familiar course, course deviation, and to/from information shows on the Horizontal Situation Indicator (HSI). An additional lateral deviation scale shows part-time on the PFD above the HSI in the attitude indicator. A marker beacon indicator shows on the left side of the attitude indicator on the PFD.

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MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD/MFD – Course Deviation &Criptografia: To/From Fred Mesquita Raytheon King Air

SELECTIONS: Course Arrow

The course arrow turns with the compass card to provide a continuous display of selected course with respect to airplane heading. The CRS knob on the FGP is used to set the course when a VOR or LOC is the active NAV Source. The left CRS knob sets the pilot-side course and the right CRS knob sets the copilot-side course. The PUSH DIRECT button in the center of the CRS knob selects a course directly to the on-side VOR station when VOR is the active NAV Source.

Course Readout

A 3-digit readout of the selected course/desired track shows to the left of the HSI, below the active NAV Source identifier. The course readout is preceded by a 3-character type identifier, which is defined in the table that follows: Course Legend Nomenclature NAV Source

Nomenclature

VOR, LOC, or TCN

CRS

LOC back course

B/C

FMS true desired track

DTK

NOTE N

When FMS is the active NAV Source, the associated CRS knob is inactive. NOTE

N

The DTK value is adjusted for magnetic variation (provided by the FMS) when the heading type is magnetic.

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred Mesquita PFD/MFD – Course Deviation & To/From

To/From Pointer

The to/from pointer is an open triangle that appears on the head side of the lateral deviation bar pointing toward the head of the course pointer to indicate ‘to’ and toward the tail to indicate ‘from’.

Lateral/Crosstrack Deviation Bar

The center portion of the course/desired-track arrow is the lateral/crosstrack deviation bar, which represents the center line of the airway, localizer, or FMS desired-track. This bar moves left or right from the course/desired-track arrow to indicate lateral deviation from the airway, localizer, or FMS desired-track. The amount of deviation is read against the deviation scale, which is made up of four dots perpendicular to the lateral deviation bar. The amount of deviation that is indicated is dependent on the active NAV Source, as follows: • For VOR and TCN, each dot represents 5° of deviation. • For LOC, each dot represents 1° of deviation. • For FMS, a 2-dot deviation represents: • 1.25° or 1.0° in the terminal area. • 0.3 nmi in GPS approach mode. • 5.0 nmi en route.

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MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD/MFD – Course Deviation &Criptografia: To/From Fred Mesquita Raytheon King Air

Attitude Display Lateral Deviation Scale

A lateral deviation scale and pointer show part time in a cut-out section of the attitude display on the PFD. The pointer is an FMS waypoint symbol when FMS is the NAV Source. The lateral deviation pointer is a diamond-shaped for all other NAV Sources. The pointer is color-coded to indicate the sensor side for the NAV Source; green for an on-side sensor or yellow for a cross-side sensor. When the scale is indicating deviation from a NAV-to-NAV capture preselect course, the diamond pointer shows in cyan. The lateral deviation pointer is automatically reversed for localizer Back Course approaches. The scale has two grey dots on either side of a grey center line. The scale comes into view when:

• LOC is the active NAV Source • FMS is the active NAV Source • The difference between airplane heading and FMS desired-track is less than 105° • When a NAV-to-NAV capture has occurred.

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred Mesquita PFD/MFD – Course Deviation & To/From

Wind Speed and Direction

Wind speed and direction shows full-time to the left of the heading readout on the PFD. Wind speed and direction shows to the left of the heading readout on the MFD Rose, Arc, and PPOS Map formats. The wind direction arrow represents the wind direction relative to the airplane (the arrow points in the direction the wind is blowing to). Wind speed and direction shows in green when the on-side FMS is the source and in yellow when cross-side FMS is the source. The on-side FMS is the source unless the cross-side FMS is the active NAV Source; then the cross-side FMS is the source. On the MFD, when Map is active the wind speed source is the FMS Map source.

TECH DETAIL The wind speed and direction display does not show until wind speed is greater than 7 knots and is removed if wind speed falls below 5 knots.

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MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD/MFD – Course Deviation &Criptografia: To/From Fred Mesquita Raytheon King Air

Vertical Deviation Scale

A vertical deviation scale and pointer show part time in a cutout section at the far right of the attitude display on the PFD. The vertical deviation scale is made up of two dots above and two dots below a center index mark. Glideslope and/or VNAV deviation can show on the scale. The pointer shows in green the source is from the on-side and in yellow when the sensor is from the cross-side. When the scale is indicating deviation from a NAV-to-NAV capture preselect course, the pointer shows in cyan.

For GS deviation, each of the inner scale dots represents approximately 1/4° displacement and the outer dots represent approximately 1/2° displacement. The GS vertical deviation pointer is diamond-shaped. GS deviation shows when: • LOC is the NAV Source or preselect NAV Source • A valid Localizer is tuned.

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Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred Mesquita PFD/MFD – Course Deviation & To/From

NOTE N

The vertical deviation pointer is automatically removed when an LOC Back Course is detected.

For FMS vertical navigation deviation, the FMS can command a variable vertical scaling. The vertical deviation pointer is an FMS waypoint symbol pointer for VNAV deviation. When nonstandard scaling is active, the message APPR shows in the FMS Status field on the PFD. The VNAV pointer is a waypoint symbol. The VNAV vertical deviation pointer can show concurrently with the Glideslope vertical deviation pointer. Marker Beacon Indicator(s)

The marker beacon indicator shows under the conditions that follow: • The outer marker indicator is a cyan, boxed OM message that flashes on and off when the airplane is passing over an outer marker beacon. • The middle marker indicator is a yellow, boxed MM message that flashes on and off when the airplane is passing over a middle marker beacon. • The inner marker indicator is a white, boxed IM message that flashes on and off when the airplane is passing over an inner marker beacon. • When more than one marker beacon is active at the same time, the indicator alternates between the active markers.

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MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD/MFD – Course Deviation &Criptografia: To/From Fred Mesquita Raytheon King Air

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Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred Mesquita PFD/MFD – Navigation Source

PFD/MFD – NAVIGATION SOURCE Figure 22-22 PFD & MFD Navigation Source Data Field

The Navigation (NAV) Source field shows information associated with the active NAV Source. The data field shows full-time to the left of the HSI on the PFD and MFD. SELECTIONS: NAV SOURCE Menu

The PFD NAV SOURCE menu is used to select from any of the available navigation sources as the active source for both the PFD and MFD navigation displays. The selections made on the NAV SOURCE menu affect the NAV Source data that shows on both the on-side PFD and on the MFD. The NAV/BRG button on the DCP is used to select the NAV SOURCE menu. When selected, the NAV SOURCE menu shows vertically along the right side of the PFD. NOTE N

Refer to the PFD/MFD Operation section of this guide for additional information on NAV SOURCE menu operation.

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MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD/MFD – Navigation Source Criptografia: Fred Mesquita Raytheon King Air

NAV Source Legend

The active NAV Source of VOR1, VOR2, LOC1, LOC2, FMS, FMS1, FMS2, TCN, TCN1, or TCN2 shows in green, yellow, or cyan on the top line of the NAV Source field. The numeral 1 identifies a pilot-side source and the numeral 2 identifies a copilot-side source. The 1 or 2 numeral is omitted for the active NAV Source when a single NAV Source type (e.g., single FMS) is installed. The NAV Source selected at power-up is the last selected. The NAV Source legend color code is a follows: • The color is green for an on-side source. • The color is yellow for a cross-side source. • For the MFD FMS Maps format, the color is cyan when the map source is not the same as the active NAV Source (e.g., map source is FMS1 and the active NAV Source is LOC1). NOTE N

When an FMS map format is active on the MFD, the map source may be different than the active NAV Source on the PFD (e.g., PFD NAV Source is set to LOC1 and the MFD map source is set to FMS1).

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred Mesquita PFD/MFD – Navigation Source

NAV Source Frequency (PFD)

When a valid LOC or VOR is selected as the active NAV Source, the 5-digit NAV Source frequency, with decimal point, shows to the right of the active NAV Source ID legend in the top line of the NAV Source field on the PFD. The NAV Source frequency shows in the same color as the active NAV Source.

NAV Source Channel

When a valid TCN is selected as the active NAV Source, the four digit TCN channel shows to the right of the active NAV Source ID legend in the top line of the NAV Source field on the PFD. The TCN channel shows in the same color as the active NAV Source.

Course/Desired-Track

The course/desired-track readout shows below the active NAV Source identifier in the second line of the NAV Source field. The course/desired-track readout is a 3-digit readout of the selected course (same value as the course/desired track pointer) preceded by an identifier. The readout and identifier show in the same color as the active NAV Source identifier. The identifier shows as CRS, B/C, DTK, or HDG, as follows: • The identifier is CRS when the active NAV Source is a VOR, LOC, or TCN. • The identifier is B/C when a localizer frequency is tuned and the active NAV Source is LOC, and the difference between airplane heading and the course pointer arrow exceeds 110°. • The identifier is DTK when the active NAV Source is FMS. • The identifier is HDG FMS when the active NAV Source is FMS and the heading leg is active. Criptografia: Fred Mesquita

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MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD/MFD – Navigation Source Criptografia: Fred Mesquita Raytheon King Air

Station/Waypoint ID

The station or waypoint ID shows below the course/desired-track readout in the third line of the NAV Source field. The station or waypoint ID shows in the same color as the active NAV Source. The station does not show when DME Hold is selected and the active NAV Source is VOR or LOC. The waypoint ID flashes when the active NAV Source is FMS and a lateral navigation alert is active. The waypoint ID flashes when the active NAV Source is TCN, the station ID is available, and a lateral navigation alert is active.

Time To Go (MFD only)

Time To Go (TTG) shows on the MFD below the station/waypoint ID in the fourth line of the NAV Source data field. TTG shows in hours and minutes (HH:MM).

Time To Station (MFD only)

Time To Station (TTS) shows on the MFD below the station/waypoint ID in the fourth line of the NAV Source data field when TACAN is the active NAV source. TTS shows in hours and minutes (HH:MM).

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Pro Line 21 with Optional IFIS MENUS AND DISPLAYS Raytheon King Air Criptografia: Fred Mesquita PFD/MFD – Navigation Source

Distance

Distance (in nmi) shows below TTG in the fifth line of the NAV Source data field on the MFD or below Station/Waypoint ID in the fourth line of the NAV Source data field on the PFD. The distance readout provides distance to the next waypoint for FMS, distance to the VOR station for VOR, distance to the TCN station for TACAN, and distance to the runway for LOC. The distance readout is followed by a cyan H in place of the legend NM when DME Hold is selected and the active NAV Source is VOR or LOC. The distance readout flashes when the active NAV Source is FMS and a lateral navigation alert is active.

Preset NAV Source

The preset NAV Source provides a second way to set the NAV Source without using the NAV and Bearing Source menu page. To use the preset NAV Source function, the pilot sets a standby NAV Source in advance, and then swaps the standby and NAV Source. The preset function is only active when no PFD menus are in view, and the FMS has not armed a Preselect NAV Source. The preset NAV Source shows below the PRESET legend inside a cyan selection box next to L2 on the PFD. Perform the steps that follow to select a preset NAV Source and to swap the active and preset NAV Source: 1. With no menus active, operate the DATA knob on the DCP to scroll through the list of available preset NAV Sources. The current NAV Source is not repeated in the list of preset NAV Sources.

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2. Push the PRESET Line Select Key on the PFD or the PUSH SELECT button on the DCP to swap the NAV Source with the preset NAV Source.

NOTE N

Preset NAV and Preselect NAV (NAV to NAV capture) are mutually exclusive. Preselect NAV always takes precedence over Preset NAV.

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MENUS AND DISPLAYS PFD/MFD – FMS PPOS Map

PFD/MFD – FMS PPOS MAP Figure 22-23 PFD & MFD FMS PPOS Map Display

The FMS PPOS Map format is a heading-up 360° moving map that shows FMS-supplied flight plan and background navigation aids which are located in the area surrounding the airplane. The active flight plan is represented by flight plan waypoints connected by flight plan legs. The waypoint symbols may be accompanied by identifier data. Background Navaid symbology is available for display. An airplane symbol shows in the center of the map. The map center is the airplane present position. The map radius is selected with the RANGE knob on the DCP. The FORMAT Line Select Key R1 on the PFD is used to select the FMS PPOS Map. In dual FMS installations, the map (FMS1 or FMS2) is selected from the NAV SOURCE menu on the PFD. The FMS Text Window and Extended FMS Map are sub-modes available on the FMS PPOS Map. Weather radar, optional LDS, optional Terrain, and TCAS overlays can show on the PPOS Map. The optional Integrated Flight Information System (IFIS) adds Enhanced map (E-map) features to the FMS Plan map (MFD only).

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Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

NOTE N

Refer to the FMS-3000 Flight Management System Pilot’s Guide (Collins Part Number 523-0790066) for information on the operation of the FMS. NOTE

N

For information on the IFIS, refer to the IFIS-5000 Integrated Flight Information System Operator’s Guide (CPN 523-0806347) and the Corporate Datalink System CMU-4000/RIU-40X0 Operator’s Guide (CPN 523-0790499).

SELECTIONS: FMS Text Window Sub-Mode

The FMS Text Window sub-mode provides a display window above the navigation for up to seven lines of text messages provided by the FMS that is currently selected as the map source. The FMS Text Window typically displays data for current and upcoming flight legs and can display information associated with both lateral and vertical waypoints. Color, size, and display state (flashing or steady on) are controlled by the source FMS.

Extended FMS Map Sub-Mode

The Extended FMS Map sub-mode provides a navigation map display of approximately 50 percent more forward range.

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Map Background Symbology

MENUS AND DISPLAYS PFD/MFD – FMS PPOS Map

The Map background data is made up of map symbols that show geometrically correct on the map. Selection of background data is controlled from the FMS CDU MAP DISPLAY menu. A Line Select Key on the MAP DISPLAY menu allows the operator to access either the PFD or MFD map background data selections without affecting the other AFD background items. When a Collins FMS is installed, modifications to the active flight plan, alternative flight plan information, and a second flight plan can show. Modified and alternative flight plan information shows as white dashes. The second flight plan information shows in cyan. When a Collins FMS is installed and a parallel offset exists, the offset shows as a dashed line parallel to the flight plan path. If no parallel offset exists for an active flight plan, an offset that is part of a modified flight plan shows as a white dashed line. When the offset is part of the active flight plan, it shows as a magenta dashed line. Only one parallel offset can show, with the active flight plan offset taking precedence.

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MENUS AND DISPLAYS PFD/MFD – FMS PPOS Map

PFD Map Source

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

The PFD map source is the active NAV Source. For the map to show, the NAV Source must be an FMS. The NAV Source is selected from the NAV SOURCE menu on the PFD. The Map source legend shows above Line Select Key L1 on the left side of the map. The map source legend shows as FMS, FMS1, or FMS2. The color is green for an on-side source and yellow for a cross-side source. Information associated with the Nav/map source (desired-track, waypoint ID, and distance) shows below the Nav/map source legend. TIP When any NAV Source other than an FMS is selected, or if an automatic transition of preselect course to active course occurs during a Nav-to-Nav capture, the PPOS Map is removed and replaced by the Arc format.

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MFD Map Source

MENUS AND DISPLAYS PFD/MFD – FMS PPOS Map

The map source is the source of all PPOS Map, Plan Map and FMS Text data that shows on the MFD. The map source is the FMS, and when dual FMSs are installed may be set to FMS1 or FMS2. The map source selection is made from the Map menu. When a single FMS is installed, the map source legend is FMS and no source selection is provided. A map source legend shows above Line Select Key L1 on the MFD. The legend is FMS, FMS1, or FMS2. When the map source matches the active NAV Source selected on the PFD, the color of the map source legend follows the active NAV Source color: green for an on-side source and yellow for a cross-side source. When the map source is not the active NAV Source, the color of the map source legend is cyan. The PPOS Map also presents a limited amount of active NAV Source information (desired-track, waypoint ID, Time-To-Go (TTG), and distance) when the active NAV Source and the map source are the same FMS.

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MENUS AND DISPLAYS PFD/MFD – FMS PPOS Map

Flight Plan Symbology

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

If there is a flight plan in FMS, the flight plan legs show as solid lines connecting the flight plan waypoints. Flight plan waypoints are identified with a string of up to seven characters. Waypoint symbology includes waypoints, user waypoints, runway thresholds, holding patterns and procedure turns. The active flight plan leg and the next (to) waypoint are green, yellow, or white and follow the Map source color. The flight plan legs and waypoints other than the active leg/waypoint are white. When a Rockwell Collins FMS is installed, modifications to the active flight plan, alternative flight plan information, and a second flight plan can show on the PPOS Map. Modified and alternative flight plan information shows as white dashes. The second flight plan information shows in cyan. When a Rockwell Collins FMS is installed and a parallel offset exists, the offset shows as a dashed line parallel to the flight plan path. If no parallel offset exists for an active flight plan, an offset that is part of a modified flight plan shows as a white dashed line. When the offset is part of the active flight plan, it shows as magenta dashed line. Only one parallel offset shows graphically, with the active flight plan offset taking precedence. TIP When the FMS declares waypoint alert, the next (to) waypoint symbology on the map flashes until the LNAV Alert condition is terminated.

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MENUS AND DISPLAYS PFD/MFD – FMS PPOS Map

Altitude Intercept Arc

The Altitude Intercept Arc is a white icon that shows on the map, positioned along the current FMS track, which depicts the range to altitude intercept for the current VNAV leg.

Airplane Symbol

An airplane symbol shows in the center of the map. For the PPOS Map, the airplane symbol is an outline shape.

Range Symbology

Range symbology includes a full-range arc, a full-range readout, a half-range ring, and a half-range readout. The full-range arc is made up of 125° of the outside of the compass arc and includes heading information similar to the Arc format. A readout of the full range shows in the 10 o’clock position inside the full-range arc. The half-range ring is a circle encompassing the airplane symbol. The half-range readout shows in a cutout in the half-range ring. The RANGE knob on the DCP is used to select the display range.

FMS Message Field

The FMS Message field is two lines of text that shows above the active NAV Source legend on the PFD. The message field shows various FMS messages from the FMS that is the that is the active Nav/Map source.

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NOTE N

FMS Status Field

Refer to the FMS-3000 Flight Management System Pilot’s Guide (Collins Part Number 523-0790066) for information on the operation of the FMS.

The FMS status field is one line of text that shows along the right side of the AFD. The status field shows various status messages from the FMS that is the active Nav/Map source. The status field only shows when an FMS map is the active PFD mode.

NOTE N

Refer to the FMS-3000 Flight Management System Pilot’s Guide (Collins Part Number 523-0790066) for information on the operation of the FMS.

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Enhanced Maps (option)

MENUS AND DISPLAYS PFD/MFD – FMS PPOS Map

The optional Integrated Flight Information System (IFIS) adds Enhanced map (E-map) features to the MFD FMS PPOS map. E-map symbology includes Geographic and Political (Geo-pol) boundaries, Airspace, and Airways. The map menu on the MFD allows selection of the E-maps. To select a E-map feature for display on the PPOS Map, perform the steps that follow: 1. With the PPOS map in view on the MFD push the MENU button on the CCP to show the MFD map menu. 2. Push the Line Select Key on the MFD adjacent to the desired E-map feature or use the MENU ADV, DATA knob, and PUSH SELECT button on the CCP to select the desired feature for display on the PPOS map. (push-on/push-off). NOTE N

For information on the IFIS, refer to the IFIS-5000 Integrated Flight Information System Operator’s Guide (CPN 523-0806347) and the Corporate Datalink System CMU-4000/RIU-40X0 Operator’s Guide (CPN 523-0790499).

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MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD/MFD – Weather Radar Overlay Criptografia: Fred Mesquita Raytheon King Air

PFD/MFD – WEATHER RADAR OVERLAY Figure 22-24 PFD & MFD Weather Radar Overlay

The Weather Radar System (WXR) detects and locates precipitation for the purpose of navigating around weather hazards. The optional Turbulence Weather Radar System (TWR) detects and locates precipitation and precipitation-related turbulence targets. The weather radar will indicate the bearing, range, and precipitation rate of all detectable precipitation within the scan area and display range. Ground mapping returns can also show. The system functions like two independent radars. Each pilot-side display is controlled by the on-side DCP/PFD and is updated on alternate sweeps of the antenna. The weather radar overlay is available for display on the PFDs and on the MFD when the Arc or PPOS Map formats are active. The PFDs and MFD contain the RDR Line Select Key R2 to select the weather radar overlay. The DCPs provide the controls for radar mode menu selection, range selection, antenna tilt angle, Autotilt, and Ground Clutter Suppression (GCS).

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SELECTIONS: Weather Radar Colors

Detectable weather shows in four colors: green, yellow, red, and magenta. The lowest precipitation rates show in green. The highest precipitation rates and turbulence (TWR only) show in magenta. Display Colors and Precipitation Rate Display Color

Precipitation Rate

No display

Less than 0.03 in/hr

Green

0.03 to 0.07 in/hr

Yellow

0.07 to 0.20 in/hr

Red

0.20 to 0.52 in/hr

Magenta

0.52 in/hr and greater

NOTE: Turbulence is also shown in magenta (TWR only). RDR Legend

The RDR Line Select Key R2 is used to select the weather radar overlay. A cyan caret (>) shows next to Line Select Key R2 when the Arc or PPOS format is active to indicate the key is active. When the display is not in the Arc or PPOS format, the caret does not show and the key is not active. See the PFD/MFD operation section of this guide for more information.

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PFD Weather Radar Data Field

The weather radar data field shows below Line Select Key R2 on the PFD. The data field is two lines of text below a RDR legend. When the weather radar overlay is active on the PFD or MFD, the data shows in cyan. When the weather radar overlay is not active, the data shows in white. The radar data lines do not show when TERR is the selected overlay.

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• The first line of the data field shows the radar mode in cyan and, when other than NORM, the receiver gain setting. The mode can be STBY, WX, WX+T, TURB, MAP, and TEST. The message GCS shows in place of the mode message when Ground Clutter Suppression (GCS) is active. WX+T mode is active out to 50 nmi. When the display range is set to more than 50 nmi, the “+T” portion of the mode message changes color to white, flashes for 5 seconds, then shows steady. Receiver gain shows by the letter “G” with a plus/minus sign and 1, 2, or 3. The advisory message RDR OFF shows in white in place of the radar mode message when no radar operating mode is received by the weather radar receiver/transmitter/antenna (RTA). The RDR OFF advisory flashes for 5 seconds, then shows steady. • The second line of the data field shows the antenna tilt angle readout and or the USTB message. The tilt angle readout is made up of the letter “T” followed by a “+” or “-” sign and up to three digits for the readout, except when 0.0 (zero). The readout is followed by the letter “A” when the Autotilt feature is enabled (TWR only). The alert message USTB (unstabilized) shows in place of the tilt angle readout when antenna stabilization is set to off.

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Weather Radar Controls

The DCP, in conjunction with the PFD RADAR menu, provides control of the weather radar mode and feature controls and settings. The DCP provides the radar mode menu selection, RANGE select knob, TILT knob and GCS button. The MENU ADV knob on the DCP is used to move the cyan selection box on the PFD. The Line Select Keys on the PFD can also be used to move the cyan selection box. The DATA knob and SELECT button are used to change the active mode or state. The PFD RADAR menu provides the control of the weather radar mode. The PFD and MFD both provide the RDR Line Select Key to select or de-select the radar display (on or off). NOTE N

STBY (Standby) Mode

Each pilot’s weather radar display is controlled by the on-side DCP and PFD and is updated on alternate sweeps of the antenna.

The STBY weather radar mode is the power-up mode. In the STBY mode, the weather radar system is on but not transmitting. STBY mode is automatically selected 60 seconds after air/ground transition to ground. Selecting STBY on either side causes both sides to go to STBY. When both sides are in STBY and one side selects an active operational mode, then both sides will go to that operational mode (i.e., if STBY is active and the copilot selects WX, WX would be the current radar mode on both sides of the flight deck). Independent radar modes may then be selected by each pilot, but either pilot selecting STBY will again force both sides to STBY. Criptografia: Fred Mesquita

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WX (Weather Only) Mode

The WX weather radar mode is recommended as the normal operating mode. In the WX mode, the weather radar system is optimized to detect precipitation. Detectable precipitation shows as one of four colors: green, yellow, red, or magenta (least to greatest precipitation rate).

WX+T (Weather Plus Turbulence) Mode

The WX+T weather radar mode is available only when a Turbulence Weather Radar system (TWR) is installed. The WX+T mode is used to detect precipitation and precipitation-related turbulence targets. Detectable precipitation shows as one of four colors: green, yellow, red, or magenta (least to greatest precipitation rate). The highest precipitation rates and turbulence show in magenta. The WX+T mode is only active out to a range of 50 nmi. When a display range of greater than 50 nmi is selected, the WX (Weather Only) mode is automatically selected. NOTE N

Doppler turbulence detection techniques used in the Turbulence Weather Radar system rely on the presence of at least light moist precipitation. The Turbulence Weather Radar system cannot detect clear air turbulence.

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TURB (Turbulence Only) Mode

The TURB weather radar mode is available only when a Turbulence Weather Radar system (TWR) is installed. The TURB mode shows precipitation-related turbulence targets only. This is useful for closely analyzing areas of precipitation-related turbulence that have been detected while in the WX+T mode. The TURB mode is automatically deselected after a 30-second time-out and is replaced with the WX+T (Weather Plus Turbulence) mode. Like the WX+T mode, the TURB mode is only active out to a range of 50 nmi.

MAP (Ground Mapping) Mode

The MAP weather radar mode provides the most detailed ground returns and should be used while purposely mapping the terrain. Signal processing and target colors are changed to accentuate ground features in the MAP mode. Ground targets show in cyan, green, yellow, and magenta (least reflective to most reflective).

TEST (Self Test) Mode

The primary function of the TEST weather radar mode is to ensure the displays are able to display the necessary weather radar return colors. A test pattern made up of six colored arcs in a rainbow-like pattern that shows on the display when the TEST mode is active. The rainbow-like pattern is made up of the colors green, yellow, red, and magenta. The fifth arc changes between red and magenta on alternate scans. Normal radar returns do not show when the Test mode is active.

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GAIN (Receiver Gain Setting)

A variety of gain settings allow the crew to increase or decrease the receiver gain to analyze radar returns. Normally, receiver gain is set to normal (0 (zero)) position. Six other positions, including three of increased gain for the utmost in sensitivity, are available for analyzing the details of the returns. The higher settings are useful in identifying the lightest levels of precipitation, while the lower settings are useful for more in-depth studies of the most intense weather targets. Each of the minus gain settings (–1, –2, and –3) reduces the sensitivity of the radar system by approximately one color level. This results in a total reduction of three color levels when operating with the GAIN set to the –3 position. Therefore, if a target was magenta in NORM, the same target at –3 is almost totally removed from the display. Because of this effect, the weather radar system should not be operated in one of the reduced gain settings for an extended period of time. Refer to the PFD/MFD Operations section of this guide additional information.

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NOTE N

SEC (Sector Scan Feature)

The gain setting should always be returned to the NORM position when the display analysis is complete. Failure to do so may result in missing significant targets when the radar is operating in one of the minus gain settings.

The Sector Scan feature is available only when a Turbulence Weather Radar system (TWR) is installed. This feature reduces the antenna scan angle from the normal ±60° sweep (120° total) to a ±30° sweep (60° total). By reducing the antenna scan angle, the amount of time needed for the antenna to complete its sweep is also reduced. This effectively increases the weather radar update rate. Selecting sector scan on one display affects all flight deck displays. NOTE N

TGT (Target Alert Feature)

When Target Alert is active on either side, the SEC SCAN function is removed from the RADAR menu.

The Target Alert feature is available only when a Turbulence Weather Radar system (TWR-850) is installed. This feature provides an alert to the pilot when a radar precipitation or turbulence target is detected and all on-side radar displays are off. When the Target Alert feature is armed, the radar searches the returns from a ±15° sector in front of the airplane within a range of from 7 to 200 nmi. The messages and alerts that show for the Target Alert feature are as follows:

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• The message TGT shows in cyan to the right of the digital heading readout when the Target Alert feature is armed and the weather radar overlay is not selected on the on-side PFD or MFD. • The message TGT shows in white when the Target Alert feature is armed but no target alerts will show because the terrain overlay is active on both PFDs. Target alerts occur only when the terrain overlay is not in view on at least one PFD. When the terrain overlay is in view on both PFDs, no TGT/TRB alert occurs even if the function is armed. • The alert TGT shows in yellow when a precipitation target is detected between 7 and 200 nmi. The TGT alert flashes for 5 seconds, then shows steady as long as a target is detected. • The alert TRB (turbulence) shows in yellow when a turbulence target is detected between 7 and 50 nmi. The TRB alert flashes for 5 seconds, then shows steady as long as a target is detected. NOTE N

The TGT and TRB alerts share the same display location. When the TGT and TRB alerts are both active, they alternate every 2 seconds.

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NOTE N

Because selection of the terrain overlay automatically deselects the weather radar overlay, selection of the terrain overlay causes the Target Alert feature to become active if the Target Alert feature had been armed and other Target Alert arming conditions are met. Target alerts TGT/TRB occur only when the terrain overlay is not in view on at least one PFD. When the terrain overlay is in view on both PFDs, no TGT/TRB alert occurs even if the function is armed. NOTE

N

The on-side Target Alert feature is suspended when the weather radar overlay is selected for display.

GCS (Ground Clutter Suppression Feature)

The Ground Clutter Suppression feature reduces the intensity of ground returns in the WX (Weather Only), WX+T (Weather Plus Turbulence), and TURB (Turbulence Only) modes This feature assists the flight crew in the interpretation of rainfall rates. The Ground Clutter Suppression feature automatically times out after 30 seconds. Refer to the PFD/MFD Operations section of this guide for additional information.

Antenna Stabilization

The antenna stabilization feature uses inputs from the Attitude Heading System (AHS) to eliminate the effects of airplane pitch and roll in order to maintain a horizontal scan. Antenna stabilization is normally set to ON. An AHS failure may cause erratic antenna movement and will result in a yellow USTB message. Criptografia: Fred Mesquita

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Antenna Tilt

Adjusting the antenna tilt allows the operator to achieve the best picture of storm cell size, height, and relative direction of movement. The tilt range is ±15°. When other than normal (0 zero)), the tilt angle readout shows temporarily between Line Select Key R2 and Line Select Key R3 on the RADAR menu. When other than normal (0 zero)), the tilt angle readout shows full time in the weather radar data field. The tilt angle readout is made up of a “T” followed by a “+” or “-” sign and up to three digits for the angle. When the Autotilt feature is active (TWR only), the readout is suffixed with an “A”. The radar data field TILT readout shares the same location as the USTB alert. With the USTB alert in view, if the TILT angle is changed the USTB alert is replaced by the tilt readout, which remains for 5 seconds after the tilt setting has stopped changing. The display then reverts to the USTB alert. Refer to the PFD/MFD Operations Refer to the PFD/MFD Operations section of this guide for additional information. NOTE N

The TILT knob is functional when the Autotilt feature is active, which enables the crew to manually change the tilt/range ratio.

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TIP Maximum rainfall rates in a thunderstorm usually occur about mid-level in the storm. This is normally the area that produces the strongest returns. If the airplane is above or below that altitude, some antenna tilt up or down is needed. The amount of TILT needed varies with the estimated distance to the storm - the closer the storm, the more TILT required. In either instance, it is good practice to periodically operate the TILT knob throughout its range to reduce the possibility of missing close-in targets. Autotilt Feature

The Autotilt feature is available only when a Turbulence Weather Radar system (TWR) is installed. The Autotilt feature automatically adjusts the antenna tilt angle to attempt to keep the radar in the same region of space when the airplane climbs and descends. Autotilt is designed to reduce the number of times it is necessary to manually adjust the TILT control whenever the airplane altitude or the radar range setting changes. When selected, the letter A shows after the tilt readout. The manual TILT control knob remains operational to allow changing the tilt/range ratio. NOTE N

The Autotilt feature may be continuously enabled as the system always uses the current manual tilt setting as the starting point.

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Radar Range

Radar targets can show on the PFD and MFD out to a range of 300 nmi. The RANGE knob on the DCP is used to set the display range on both the on-side PFD and the MFD. NOTE N

Extending outward from the airplane symbol is a blanked range area. The size of this blanked range area equals one-eighth of the selected range. Depending on the selected range, the blanked area can extend as far as 37 nmi out in front of the airplane. The blanked range does not display any weather radar targets. NOTE

N

Radar targets can show out to a range of up to 300 nmi. When weather radar is selected, display ranges greater than 300 nmi are not available.

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MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD/MFD – Lightning Overlay Criptografia: Fred Mesquita Raytheon King Air

PFD/MFD – LIGHTNING OVERLAY Figure 22-25 PFD & MFD Lightning Overlay

The optional, non-Rockwell Collins Lightning Detection System (LDS) detects levels of lightning activity and processes that information for display on the AFDs. Lightning symbology is in the form of lightning bolt icons shown at the relative bearing and range from the airplane. NOTE N

The crew should be aware that LDS is a non-Rockwell Collins avionics unit. Since LDS information is not generated by Rockwell Collins avionics units, it is subject to change by the vendor without notification to Rockwell Collins. The Rockwell Collins avionics units described in this operator’s guide show typical operation and capabilities. The non-Rockwell Collins avionics units may or may not cause typical operation. Refer to the appropriate vendor documentation for specific details on the function and operation of the LDS.

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SELECTIONS: Lightning Bolt Icons

Detectable lightning within approximately 100 nmi shows as lightning bolt icons. The lightning bolt icons show above weather radar data and below TCAS data if the corresponding overlays are also active. The lightning bolt icons are color-coded to identify different levels of lightning intensity as follows: Display Colors and Lightning Intensity Icon Color

Lightning Intensity

Yellow

Light (average of 8 strikes/minute in the last 36 seconds)

Red

Medium (average of 9 to 25 strikes/minute in the last 36 seconds)

Magenta

Heavy (average of 26 or more strikes/minute in the last 36 seconds)

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LX Legend

Lightning data from the LDS can show on the Arc and PPOS Map formats. A cyan caret (>) shows next to Line Select Key R2 when the Arc or PPOS format is active to indicate the key is active. The lightning overlay is selected with the LX/RDR Line Select Key R2. When lightning is selected for display, the LX/ portion of the legend shows enlarged and in cyan. When the display is not in the Arc or PPOS format, the caret does not show and the key is not active. If an LDS fault is reported while the lightning overlay is active on the display, the LX/ legend changes color to yellow. Lightning and terrain overlays cannot show at the same time on a single display. Selection of the lightning overlay automatically deselects the terrain overlay. Similarly, manual or automatic selection of the terrain overlay automatically deselects the lightning overlay. Refer to the PFD/MFD operation Refer to the PFD/MFD Operations section of this guide for additional information.

Lightning Range

The LDS limits lightning detection to a range of approximately 100 nmi from the airplane. The RANGE knob on the DCP is used to set the display range.

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PFD/MFD – TCAS TRAFFIC DISPLAYS Figure 22-26 PFD & MFD TCAS Traffic Displays

The optional Traffic Alert and Collision Avoidance System (TCAS) detects threat and non-threat aircraft that reply to ATC interrogations within the area surrounding the airplane and processes that information for display on the AFDs. The relative bearing, range, vertical speed and direction, and threat level of nearby transponder-equipped aircraft that reply to TCAS interrogations is available for display on the AFDs. A TCAS Only format and a TCAS Traffic overlay are available for display on the AFDs. A Rockwell Collins TCAS II system or a non-Rockwell Collins TCAS I system may be installed. The differences between the two systems will be noted in the text (i.e., “TCAS II only”). NOTE N

The flight crew should be aware that the TCAS I is a non-Rockwell Collins avionics system. Since LDS information is not generated by Rockwell Collins avionics units, it is subject to change by the vendor without notification to Rockwell Collins. The Rockwell Collins avionics units described in this operator’s guide show typical operation and capabilities. The non-Rockwell Collins avionics units may or may not cause typical operation. Refer to the appropriate vendor documentation for specific details on the function and operation of the TCAS I

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SELECTIONS: TFC Line Select Key

The TFC (traffic) Line Select Key R3 is used to select the TCAS Only traffic format and the TCAS traffic overlay on the AFD. The TFC legend shows next to Line Select Key R3 on the MFD and PFD. The TFC legend is cyan when a compatible format is active on the AFD. The legend is white when a compatible form at is not active on the AFD (Plan). Refer to the PFD/MFD Operation section of this guide for additional information.

TCAS Only Format (MFD only)

The TCAS Only format is a heading-up, present-position moving-map that replaces all other navigation and hazard avoidance displays when selected. The TCAS Only format is available on the MFD only. The TCAS Only format shows the bearing, range, altitude, and vertical direction of all nearby transponder-equipped aircraft that reply to TCAS interrogations. A maximum of 30 targets can show at a range of up to 50 nmi.

TCAS Traffic Overlay

The TCAS Traffic overlay is a heading-up, present-position moving-map that can be overlaid on the Arc, Rose, and PPOS Map formats. The TCAS Traffic overlay is available on both the PFD and MFD.

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TCAS II Traffic Symbols

The TCAS II computer classifies nearby aircraft into one of four types: Other Traffic (OT), Proximate Traffic (PT), Traffic Advisory (TA), and Resolution Advisory (RA). Four different traffic shapes and colors are provided to represent aircraft of different threat levels. Up to 30 intruders can show on the AFD at one time.

TCAS I Traffic Symbols

The TCAS I computer classifies nearby aircraft into one of three types: Other Traffic (OT), Proximate Traffic (PT), and Traffic Advisory (TA). Three different traffic shapes and colors are provided to represent aircraft of different threat levels.

OT (Other Traffic)

The OT symbol is a hollow cyan diamond. OT is intruder traffic that does not yet pose a threat to own aircraft. OT is intruder traffic with a relative altitude of greater than 1200 feet or a range of greater than 6 nmi. The display of OT can be set to on or off from the CDU or RTU TCAS CONTROL page.

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PT (Proximate Traffic)

The PT symbol is a solid cyan diamond. PT is also intruder traffic that does not yet pose a threat to your airplane. PT is intruder traffic with a relative altitude of 1200 feet or less and a range of within 6 nmi. PT cannot be deselected, and always shows on the traffic display as an aid to the pilots when visually acquiring TAs and RAs.

TA (Traffic Advisory)

The TA traffic symbol is a solid yellow circle. TAs represent potential threat aircraft that should be monitored because, depending upon their continued flight path, they may become RA traffic. TAs show on the MFD starting 20 to 48 seconds before the calculated closest point of approach (based on own airplane altitude). The alert message TRAFFIC shows in yellow on the PFDs and aural commands are broadcast over the flight deck audio system when TA traffic is detected.

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The TCAS can be set to the TA ONLY mode via the CDU or RTU TCAS CONTROL page. When the TA ONLY mode is set, RA traffic shows as TA traffic. A white TA ONLY legend shows below the TFC Line Select Key R3 on the PFD when the system is operating in TA ONLY mode. This legend changes color to yellow when the system is operating in TA ONLY mode and TA traffic is detected.

RA (Resolution Advisory)

RA traffic is available when the optional TCAS II system is installed. The RA traffic symbol is a solid red square. RA traffic is traffic that the TCAS computer has determined to be a potential threat and that requires immediate pilot action. In addition to the RA traffic symbology shown on the AFD, vertical “fly to” speed commands show on the PFD vertical speed scale. The alert message TRAFFIC shows in red on the PFDs below the altitude scale and aural commands are broadcast over the flight deck audio system when RA traffic is detected. NOTE N

RA traffic is available when the optional TCAS II system is installed.

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Traffic Altitude

The traffic altitude readout accompanies the intruder symbol and gives the relative or absolute altitude of the intruder in a format that matches the TCAS altitude message. When an intruder aircraft is at a higher altitude, the readout shows above the associated TCAS symbol. When an intruder aircraft is at a lower altitude, the readout shows below the associated TCAS symbol. The altitude shows in relative or absolute intruder altitude in hundreds of feet. The readout is the same color as the TCAS intruder symbol it is accompanying. The altitude format (relative or absolute) is controlled from the CDU or RTU TCAS CONTROL page. NOTE N

Altitude data does not show for intruder aircraft that are not reporting Mode C (altitude) data.

Traffic Vertical Direction

An arrow representing the vertical direction of the intruder shows to the right of each traffic symbol when the actual (not relative) vertical speed of the intruder is equal to or greater than ±500 feet/min. An upward-pointing arrow shows for climbing traffic, and a downward-pointing arrow shows for descending traffic.

Out of Range Traffic

TA or RA traffic outside the selected display range show at the correct bearing and at the maximum selected range with only half of the symbol in view.

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TCAS Range

TCAS targets show out to a maximum range of 50 nmi. The RANGE knob on the DCP is used to select the display range. • When the TCAS Only format is active, the selectable range is 5, 10, 25, or 50 nmi. A full range ring and a half range ring show in the TCAS Only format. The full range value shows in white in the full range ring near the 10 o’clock position. A half range ring shows similar to the Rose/TCAS format but no half range value shows. No half range ring shows when the full range is 5 nmi. • When the TCAS Traffic overlay is active the range is selectable out to the 300 nmi. The range symbology for the TCAS Traffic overlay is made up of the range symbology of the format it is overlaid on. A 3 nmi range ring shows when the full range is 5, 10, or 25 nmi. TIP Two Range values are tracked by the PFD, TCAS Only range and non-TCAS Only range (normal range). For example: If the pilot has an Arc range of 100 nmi, then pushes TFC for more than 1 second, the Rose/TCAS format shows at 10 nmi. Adjusting the Range to 50 nmi, and then selecting the PPOS MAP format with the lower format Line Select Key R1. The range would be 100 nmi. If lower format Line Select Key R1 is used to re-select Rose/TCAS, the range would be 50 nmi.

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TCAS II Status/Mode

The TCAS II status or mode shows below the TFC legend on the right side of the AFD. Only one TCAS status or mode can show at a time. No message shows when TA/RA mode is active. The possible messages are listed below in order of priority: • TCAS FAIL shows in yellow on the PFDs and MFD when a TCAS fault is detected. No TCAS traffic symbols or range information shows on the PFD or MFD and no RAs show on the PFD vertical speed scale. • NO VSI RA (TCAS II only shows in yellow on the PFD only when the TCAS II vertical resolution advisory function is failed or when vertical speed is not available for display on the PFD. • TCAS TEST shows in cyan on the PFDs and MFD when the TCAS self-test is active. • TCAS OFF shows in cyan on the PFDs and MFD when the TCAS system is in standby mode and the TCAS traffic display is selected. This message also shows when altitude reporting is set to off. • TA ONLY (TCAS II only) shows in white on the PFDs and MFD when TA ONLY mode is selected. This message shows in yellow and flashes when a TA is present.

TCAS I Status/Mode

The TCAS I status or mode shows below the TFC legend on the right side of the AFD. Only one TCAS status or mode can show at a time. The possible messages are listed below in order of priority: Criptografia: Fred Mesquita

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• TCAS TEST shows in cyan on the PFD when the TCAS self-test is active and the TCAS Traffic display is active. This message shows in white when the test is selected and the Traffic display is not active. • TCAS OFF shows in cyan on the PFD when the TCAS system is in standby mode and the TCAS traffic display is active. This message shows in white when the system is in standby mode and the Traffic display is not active. No Bearing Traffic

The two most threatening TA or RA intruders for which TCAS cannot calculate a bearing show on the right side of the MFD or PFD. The intruder type (TA or RA), distance (nmi), and altitude (when available) is listed in the table. An upward or downward-pointing arrow shows to the right of the altitude data to indicate the vertical direction of the traffic. The entire row of data shows in yellow for TA intruders or in red for RA intruders.

TCAS II Data Field

The TCAS data field is two lines of white and cyan text shown above Line Select Key R1 on the TCAS Only display. It shows own-airplane altitude in the same format as the TCAS traffic altitude, the OTHER TRAFFIC altitude window settings when not in NORMAL, and the OTHER TRAFFIC OFF icon if applicable.

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NOTE N

The TCAS Data Field is also shown at the “4 o’clock” position on a compressed PFD/MFD display when display reversion is selected.

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TCAS Altitude Readout

The TCAS altitude readout shows in the TCAS data field to help the pilot compare own airplane altitude with intruder altitude. Therefore, the TCAS altitude shows in a form consistent with the intruder altitude readout. TCAS altitude display is pressure altitude, same as used by the transponder. Above 18 000 feet, the barometric correction is required to be the standard pressure (29.92 IN), therefore the altitude shown on the PFD is the same as the TCAS altitude. Below 18 000 feet, different aircraft may be applying different barometric corrections, therefore absolute altitudes cannot be used for comparison with intruders and the TCAS altitude readout should not be in view. When the TCAS ABS altitude mode is selected, ALT XXX shows on two lines of white text to the left of the location for the ABOVE/BELOW message. XXX uses Own airplane Altitude received from the TCAS. When ABS altitude is active below 18 000 feet, there is a 15-second maximum display for the TCAS altitude. After 15 seconds, the display changes to “ABS INOP” in white characters. NOTE N

ABS Altitude should be deselected.

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ABOVE/BELOW Message

The message ABOVE/BELOW shows in white in the TCAS data field when the ABOVE, BELOW or both ABOVE and BELOW altitude window modes are selected. This message indicates that the altitude “window” for monitoring OT (Other Traffic) is expanded to 9900 feet ABOVE, or 9900 feet BELOW, or both. When the OT altitude window is in the NORMAL mode, only OT traffic within ±2700 feet of own airplane shows on a TCAS display.

Other Traffic Off Message

When the display of non-threat traffic is set to OFF, the open-diamond-shaped Other Traffic symbol followed by a “-OFF” legend shows in cyan.

TCAS II Self-Test

The TCAS II self-test is selected from the CDU or RTU TCAS CONTROL page. The TCAS self-test routine takes approximately 10 seconds to complete. During that time the self-test routine tests the items that follow: • TCAS receiver-transmitter • Mode S transponder(s) • TCAS antennas • Radio altimeter input • Heading data input • TCAS displays.

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During the self-test, the MFD traffic display and PFD vertical speed scale display test patterns. The MFD test pattern includes the four types of traffic symbols. The messages TCAS TEST in white and TCAS FAIL in yellow show on the MFD. Red and green advisory bands show on the PFD vertical speed scale. The message TCAS TEST shows in white on the PFD. After successful completion of the test, the system returns to the selected operating modes, and the audio message TCAS SYSTEM TEST OK is broadcast over the flight deck audio system. When the set operating mode is not STBY, TCAS traffic and resolution advisories are available for display in approximately 5 seconds. If a fault is detected in the TCAS self-test, the message TCAS FAIL shows in yellow on the PFDs and MFD, and the audio message TCAS SYSTEM TEST FAIL is broadcast over the flight deck audio system. NOTE N

The ATC transponders are also placed into a self-test mode when the TCAS self test is initiated.

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MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD/MFD – Terrain Overlay andCriptografia: Alerts Fred Mesquita Raytheon King Air

PFD/MFD – TERRAIN OVERLAY AND ALERTS Figure 22-27 PFD & MFD Terrain Overlay

The optional, non-Collins Terrain Awareness and Warning System (TAWS) provides predictive warnings based on the airplane’s present position and the TAWS projection of the airplane’s flight path. The TAWS provides visual warnings to alert the crew when it detects a hazardous condition. Graphical terrain elevation data is available for display on the PFD and MFD. System messages and warnings show on the Adaptive Flight Displays (AFDs). The optional Peaks operation shows elevation values on the AFDs. The optional Terrain Pop-Up feature allows automatic display of Terrain data on the MFD when a terrain hazard is detected. TAWS terrain alerts and fail flags show on the PFDs. Terrain-associated mode messages show on the PFDs and MFD. The TAWS also provides visual windshear condition caution and warning alerts on the PFDs.

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NOTE N

The crew should be aware that the TAWS is a non-Rockwell Collins avionics unit. Since TAWS information is not generated by Rockwell Collins Avionics units, it is subject to change by the vendor without notification to Rockwell Collins Avionics. The Rockwell Collins Avionics units described in this guide show typical operation and capabilities. The non-Rockwell Collins Avionics units may or may not cause typical operation. Refer to the appropriate vendor documentation for specific details on the non-Rockwell Collins Avionics units. NOTE

N

Terrain data and weather radar returns cannot show at the same time on a single display. Manual or automatic selection of the terrain overlay automatically deselects the weather radar (and/or lightning, if installed) overlay(s). Similarly, selection of the weather radar (and/or lightning, if installed) overlay(s) automatically deselects the terrain overlay.

SELECTIONS: Display Terrain Colors

The display colors represent various terrain elevations with respect to airplane altitude. Refer to the TAWS Colors section of this guide for additional information on terrain colors.

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Peaks Operation

The optional Peaks feature provides display capability of terrain for all phases of flight. Standard operation results in a black display when all terrain within the display range is more than 2000 feet below the airplane altitude. Peaks operation results in various green patterns (and possibly cyan or blue to indicate water) and up to two elevation numbers in view when the airplane is more than 2000 feet above the highest terrain within the display range. According to the manufacturer, this display results in better situational awareness. The top elevation number is the highest elevation of the graphical display range. The bottom elevation number is the lowest elevation of the graphical display range. The highest and lowest elevation values show in the same color as the highest and lowest terrain color pattern on the display, or dashes when there is unknown terrain in the display area, or one elevation may be blanked when the highest and lowest elevation are the same. Different elevation ranges can show on each side of the flight deck because the range selected can be different on each side. The elevation numbers range is -99 to 511 (hundreds) of feet.

TERR LX/RDR Legend

When the Terrain option is installed, a TERR legend shows next to Line Select Key R2. Line Select Key R2 is used to select the TERR overlay when the Arc or PPOS Map format is active.

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NOTE N

When the terrain overlay is not active and the Terrain Pop-Up feature is not enabled and the TAWS computer declares a terrain awareness warning (red PULL UP) or caution (yellow GND PROX), an inverse video cyan box shows around the white TERR legend and the cyan caret (>) shows to indicate that operation of Line Select Key R2 will cause an immediate response. The first momentary push of the Line Select Key R2 selects the terrain overlay and Arc format at the 10-nmi range. NOTE

N

Terrain Data Field

Terrain data and weather radar returns cannot show at the same time on a single display. Manual or automatic selection of the terrain overlay automatically deselects the weather radar (and/or lightning, if installed) overlay(s).

When the terrain overlay is active a terrain data field shows in place of the radar data field next to Line Select Key R2. A terrain mode or status message shows in cyan in the terrain data field. When an MFD format that is not compatible with terrain is active the TERR legend and the terrain mode/status message show in white. • The advisory message TERRAIN shows to indicate that the mode is set to Terrain.

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• The advisory message TERR INHB (terrain inhibit) shows when terrain is inhibited. The terrain overlay is removed from the display when this message is active. • The advisory message TERR TEST shows when terrain is selected for display and the TAWS is in self test. When the self test is active, each of the TAWS failure messages are sequentially activated and a graphical terrain test pattern is generated. Terrain Pop-Up (MFD only)

The optional Terrain Pop-Up feature causes graphical terrain data to be selected automatically when the system detects a terrain hazard. The terrain overlay is added to the current MFD display format when the Terrain overlay is not already in view on the on-side PFD and when the MFD format is compatible with the terrain overlay. When the current MFD format is incompatible with the terrain overlay, the format is changed automatically to PPOS Map at the 10-nmi range with the terrain overlay.

TAWS Alerts (PFD only)

The TAWS alerts overwrite the pitch scale in PFD attitude display. The alerts flash for 5 seconds then show steady. One alert can show at a time. The alerts that follow are presented in order of display priority:

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• The alert WINDSHEAR shows in red for a windshear warning situation. • The alert PULL UP shows in red for a GPWS warning situation. • The alert GNP PROX shows in yellow for a GPWS alert (caution) situation. • The alert WINDSHEAR shows in yellow for a windshear alert (caution) situation. Terrain Display Range

Terrain data is available with at ranges of up to 300 nmi. If the display range is at a value greater than 300 nmi when the terrain overlay is selected, the display range will automatically be reduced to 300 nmi. The RANGE knob on the DCP is used to set the display range.

Terrain Test

Dedicated TAWS alerts and failure messages shows during the test cycle as commanded by the TAWS computer. The graphical terrain test pattern shows on at least one display per side. The terrain test is not available when airborne. If the Terrain overlay was not previously selected, it is automatically selected and remains active when the test mode ends.

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MENUS AND DISPLAYS Pro Line 21 with Optional IFIS PFD/MFD – Composite Display Criptografia: Fred Mesquita Raytheon King Air

PFD/MFD – COMPOSITE DISPLAY Figure 22-28 PFD & MFD Composite Display

In the event of a PFD or MFD failure, display reversion powers-down the failed flight display and enables a combined PFD/MFD format to show on the remaining flight display. Refer to the PFD/MFD Operation section of this guide for additional information on PFD and MFD display reversion.

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NOTE N

PFD reversion applies to the pilot-side PFD only. The MFD cannot be reverted to show a combined PFD/MFD format in the event of a copilot PFD failure. However, in the event of an MFD failure, both the pilot-side and copilot-side PFDs are reverted to show the combined PFD/MFD format.

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Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Table of Contents

TABLE OF CONTENTS Title

Page

Introduction ..................................................................................... 23-1 Visual Annunciations ...................................................................... 23-3 PFD Warning Flags and Alerts ................................................... 23-3 PFD Caution Flags and Alerts .................................................. 23-16 PFD Advisory Flags and Messages .......................................... 23-38 MFD Warning Flags and Alerts ................................................. 23-44 MFD Caution Flags and Alerts .................................................. 23-47 MFD Advisory Flags and Messages ......................................... 23-54

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Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Introduction

MESSAGES AND ANNUNCIATORS INTRODUCTION This section provides details for each of the aural and visual messages, flags, alerts, etc. that are the result of abnormal equipment operating conditions or the identification of potential threats to the airplane. The “PFD Warning Flags and Alerts” section identifies in alphabetical order each red warning flag or message (text message) that can show on the PFDs. For each flag or message, the exact symbol or text message, its cause(s), and required flight crew response(s) are detailed. Note that unless otherwise specified, all warning flags or messages flashes for 5 seconds when they first appear and then shows steady. The “PFD Caution Flags and Alerts” section identifies in alphabetical order each yellow warning flag, alert, or message (text message) that can show on the PFDs. For each flag, message, or alert the exact symbol or text message, its cause(s), and required flight crew response(s) are detailed. The “PFD Advisory Flags and Messages” section identifies in alphabetical order each white advisory flag or text message that can show on the PFDs. For each advisory, the exact symbol or text message, its cause(s), and required flight crew response(s) are detailed. Note that these advisories are only those that do not appear as part of what would be considered normal system operation. (For example, white Line Select Key legends, choice options, mode states, etc. are not listed. Instead, refer to the appropriate section of this guide for that information.) The “MFD Warning Flags and Alerts” section identifies in alphabetical order each red warning flag or message (text message) that can show on the MFD. For each flag or message, the exact symbol or text message, its cause(s), and required flight crew response(s) are detailed. Note that unless otherwise specified, all warning flags or messages flashes for 5 seconds when they first appear and then shows steady. The “MFD Caution Flags and Alerts” section identifies in alphabetical order each yellow warning flag, message (text message), or alert that can show on the MFD. For each flag, message, or alert the exact symbol or text message, its cause(s), and required flight crew response(s) are detailed. Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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MESSAGES AND ANNUNCIATORS Pro Line 21 with Optional IFIS Introduction Criptografia: Fred Mesquita Raytheon King Air

The “MFD Advisory Flags and Messages” section identifies in alphabetical order each white advisory flag or text message that can show on the MFD. For each advisory, the exact symbol or text message, its cause(s), and required flight crew response(s) are detailed. Note that these advisories are only those that do not appear as part of what would be considered normal system operation. (For example, white Line Select Key legends, choice options, mode states, etc. are not listed. Instead, refer to the appropriate section of this guide for that information.) NOTE N

Some cautions and advisories can show on both the PFD and MFD at the same time and either in the same location on both displays or in a different location on each display.

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Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

VISUAL ANNUNCIATIONS PFD WARNING FLAGS AND ALERTS

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PFD: Acceleration Readout Warning

Acceleration Readout Warning

⇒ Select the cross-side AHS with the remote AHS reversion switch. The acceleration readout is replaced with a red decimal point and two red dashes when longitudinal acceleration data from the on-side AHS is missing or invalid.

PFD: Aileron Mistrim Warning Flag

Aileron Mistrim Warning Flag

⇒ Trim the aileron in the direction of the arrow to correct the mistrim condition. The red Aileron mistrim warning flag shows to the left of the FGS mode/data fields when the aileron is significantly out of trim. The arrow that shows above the “A” in the box points left or right to indicate the direction of the mistrim.

PFD: Airspeed Low Speed Cue Warning/Overspeed Alert

Airspeed Low Speed Cue Warning/Overspeed Alert

⇒ Fly the airplane to correct the low speed or overspeed condition. The indicated airspeed pointer digital readout shows in red when a Low Speed Cue warning or Overspeed alert occurs. The indicated airspeed digital readout flashes for 5 seconds and then shows steady.

Criptografia: Fred Mesquita 23-4

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

PFD: ALT (Altitude) Warning Flag ⇒ Select the cross-side ADC with the remote ADC reversion switch.

ALT (Altitude) Warning Flag

The red ALT warning flag shows in place of the barometric altitude pointer and readout when altitude data from the selected ADC is missing or invalid or if there is no barometric pressure available. The barometric altitude scales (fine and coarse), digital thousands readout, and metric altitude readout (if selected) are removed from the display.

PFD: AP (Autopilot Disengage) Alert

AP (Autopilot Disengage) Warning Alert

⇒ If the Autopilot was disconnected manually by the crew, the alert is automatically cancelled. If the Autopilot was disconnected automatically, the alert must be cancelled by the crew. The red AP disengage alert shows in the center of the FGS mode/data field when the Autopilot has been disconnected, either manually by the crew or automatically by the Flight Guidance System. The warning is cancelled with the yoke-mounted AP DISC switch or the thrust lever-mounted GA (Go Around) switch. Re-engaging the Autopilot also cancels the AP disengage alert.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

23-5

MESSAGES AND ANNUNCIATORS Pro Line 21 with Optional IFIS Visual Annunciations Criptografia: Fred Mesquita Raytheon King Air

PFD: ATT (Attitude) Warning Flag

ATT (Attitude) Warning Flag

⇒ Select the cross-side AHS with the remote AHS reversion switch. The red ATT warning flag shows in the center of the attitude display when attitude data (roll and pitch angle) from the selected AHS is missing or invalid. The attitude ball is removed from the display.

PFD: DCP (Display Control Panel) Warning Flag

DCP (Display Control Panel) Warning Flag

⇒ No response required. The red DCP warning flag shows below and to the left of the airspeed indicator when the output from the DCP to the PFD is missing or invalid. The display formats, navigation source, and bearing source do not change if the DCP flag comes into view.

PFD: Elevator Mistrim Warning Flag

Elevator Mistrim Warning Flag

⇒ Trim the elevator in the direction of the arrow to correct the mistrim condition. The red Elevator mistrim warning flag shows to the left of the FGS mode/data field when the elevator is significantly out of trim. The arrow that shows to the left of the “E” in the box points up or down to indicate the direction of the mistrim.

Criptografia: Fred Mesquita 23-6

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

PFD: FD (Flight Director) Warning Flag

FD (Flight Director) Warning Flag

⇒ Select the cross-side flight guidance channel with the CPL button. The red FD warning flag shows to the left of center of the attitude display when the pitch or roll outputs from the selected FGC are missing or invalid, or the selected FGC fails. If the single cue (V-bar) FD command bars are selected, they are removed from the display. If the split-cue (crosshair) FD command bars are active, only the crossbar associated with the failed pitch or roll axis is removed. Active flight guidance modes flashes for 5 seconds, then disappear from the display. All other flight guidance messages will also flash, then disappear.

PFD: FMS Lateral Deviation Source Warning Flag

FMS Lateral Deviation Source Warning Flag

⇒ Select a LOC or the cross-side FMS as the active NAV Source. The red FMS warning flag shows below the vertical deviation scale when data from the FMS that is selected as the active NAV Source is missing or invalid and a localizer is captured. The FMS flag flashes for 5 seconds when it first shows then shows steady. The lateral deviation scale pointer is removed from the lateral deviation scale.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

23-7

MESSAGES AND ANNUNCIATORS Pro Line 21 with Optional IFIS Visual Annunciations Criptografia: Fred Mesquita Raytheon King Air

PFD: FMS# NAV Source Warning Flag

FMS# NAV Source Warning Flag

⇒ Select a different active NAV Source. The red FMS# NAV Source warning flag shows in place of the active NAV Source legend when the data from the indicated FMS NAV Source (FMS, FMS1 or FMS2) is missing or invalid. The course pointer, to/from arrowhead, and lateral deviation bar are removed.

PFD: GS (Glideslope) Warning Flag

GS (Glideslope) Warning Flag

⇒ Check that correct localizer frequency is tuned. ⇒ Select the cross-side Nav receiver as the navigation source. (If LOC1 is the selected NAV Source and the GS flag is in view, select LOC2 as the NAV Source and tune it to the same localizer.) The red GS warning flag shows below the vertical deviation scale when a localizer is selected as the navigation source, the vertical deviation scale shows on the attitude display, and vertical deviation data is missing or invalid. The vertical deviation pointer is removed from the display when the GS flag shows on the display.

Criptografia: Fred Mesquita 23-8

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

PFD: HDG (Heading) Warning Flag ⇒ Select the cross-side AHS with the remote AHS reversion switch.

HDG (Heading) Warning Flag

The red HDG warning flag shows in place of the lubber line and heading readout when heading data from the selected AHS is missing or invalid. When the HDG flag shows, the compass Rose or Arc (depending on the selected display format) rotates to a north-up display and the lubber line and heading readout are removed.

PFD: IAS (Indicated Airspeed) Warning Flag

IAS (Indicated Airspeed) Warning Flag

⇒ Select the cross-side ADC with the remote ADC reversion switch. The red IAS warning flag shows in place of the airspeed pointer and digital readout when airspeed data from the on-side ADC is missing or invalid or when maximum airplane speed data (VMO/MMO) is missing or invalid. The airspeed digital readout, airspeed scale, overspeed marker, and low speed cue markers are all removed from the display.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

23-9

MESSAGES AND ANNUNCIATORS Pro Line 21 with Optional IFIS Visual Annunciations Criptografia: Fred Mesquita Raytheon King Air

PFD: LOC (Lateral Deviation Source) Warning Flag

LOC (Lateral Deviation Source) Warning Flag

⇒ Select an FMS or the cross-side LOC as the active NAV Source. The red LOC warning flag shows below the right side of the attitude display when data from the LOC that is selected as the active NAV Source is missing or invalid and a localizer is captured. The lateral deviation scale pointer is removed from the lateral deviation scale.

PFD: LOC NAV Source Warning Flag

LOC NAV Source Warning Flag

⇒ Select a different active NAV Source. The red LOC# NAV Source warning flag shows in place of the active NAV Source legend when the data from the indicated LOC NAV Source (LOC1 or LOC2) is missing or invalid. The course pointer, to/from arrowhead, and lateral deviation bar are removed.

PFD: Mach Overspeed Alert

Mach Overspeed Warning Alert

⇒ Select the cross-side ADC with the remote ADC reversion switch. The Mach readout shows in red below the airspeed indicator when an overspeed condition occurs. The Mach readout is replaced with a red decimal point and three red dashes when Mach airspeed data from the on-side ADC is missing or invalid.

Criptografia: Fred Mesquita 23-10

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

PFD: PSA (Preselect Altitude) Setting Warning Alert ⇒ Investigate reason for PFD miscommunication on PSA setting.

PSA (Preselect Altitude) Setting Warning Alert

The PSA setting readout above the altitude indicator flashes red for 5 seconds and then returns to its normal color if one PFD detects that its Preselect Altitude setting is changing but a corresponding change from the other PFD is not received. The PSA bugs are removed from the coarse and/or fine altitude scales as applicable while the PSA setting is flashing.

PFD: PULL UP Terrain Alert

PULL UP Terrain Alert

⇒ Immediate climb required. The red PULL UP warning alert overwrites the pitch scale in the lower half of the attitude display when the SYSTEM determines that a dangerous terrain threat exists that requires immediate pilot action. The PULL UP and WINDSHEAR warning alerts share the same display field, so only one can show at a time. The WINDSHEAR warning alert has priority.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

23-11

MESSAGES AND ANNUNCIATORS Pro Line 21 with Optional IFIS Visual Annunciations Criptografia: Fred Mesquita Raytheon King Air

PFD: Rudder Mistrim Warning Flag

Rudder Mistrim Warning Flag

⇒ Trim the rudder in the direction of the arrow to correct the mistrim condition. The red Rudder mistrim warning flag shows to the left of the FGS mode/data field when the rudder is significantly out of trim. The arrow that shows above the “R” in the box points left or right to indicate the direction of the mistrim.

PFD: RA (Radio Altitude) Warning Flag

RA (Radio Altitude) Warning Flag

⇒ No response required. The red RA warning flag shows in place of the radio altitude readout at the bottom of the pitch scale on the attitude display when the system looses power, when the altitude readout does not track the altitude signal from the radio altimeter, during self-test of the system, or when the RA data is missing or invalid. The radio altitude readout and ground elevation field are removed when the radio altitude flag is in view on the PFD. When the airplane is above 2500 feet the flag remains out of view unless a malfunction occurs.

Criptografia: Fred Mesquita 23-12

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

PFD: TCN# NAV Source Warning Flag

TCN# NAV Source Warning Flag

⇒ Select a different active NAV Source. The red TCN or TCN # NAV Source warning flag shows in place of the active NAV Source legend when the data from the indicated TACAN NAV Source (TCN, TCN1 or TCN2) is missing or invalid. The course pointer, to/from arrowhead, and lateral deviation bar are removed.

PFD: TRAFFIC Warning Alert

TRAFFIC Warning Alert

⇒ Immediate response to TCAS Resolution Advisory aural command and vertical speed scale “fly to” commands is required. The red TRAFFIC warning alert shows to the right of the heading readout when the TCAS II computer determines that Resolution Advisory intruder traffic exists, or when Traffic Advisory intruder traffic becomes Resolution Advisory traffic. This message shows only when the optional TCAS II is installed.

PFD: TRIM Warning Alert

TRIM Warning Alert

⇒ Use the manual trim controls to trim the elevator. Disengage the Autopilot if necessary. The red TRIM warning alert shows to the left of the FGS mode/data field when the Autopilot is engaged and the pitch (elevator) trim fails in the FGC.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

23-13

MESSAGES AND ANNUNCIATORS Pro Line 21 with Optional IFIS Visual Annunciations Criptografia: Fred Mesquita Raytheon King Air

Automatic elevator trim by the Autopilot is disabled. An elevator trim failure does not automatically disengage the Autopilot, however the Autopilot cannot be engaged if a trim failure exists.

PFD: VNV (Vertical Navigation) Warning Flag

VNV (Vertical Navigation) Warning Flag

⇒ No response required The red VNV warning flag shows above the vertical deviation scale when an FMS VNAV (vertical navigation) failure is detected. The vertical deviation scale pointer is removed from the vertical deviation scale.

PFD: VOR# NAV Source Warning Flag

VOR# NAV Source Warning Flag

⇒ Select a different active NAV Source. The red VOR# NAV Source warning flag shows in place of the active NAV Source legend when the data from the indicated VOR NAV Source (VOR1 or VOR2) is missing or invalid. The course pointer, to/from arrowhead, and lateral deviation bar are removed.

Criptografia: Fred Mesquita 23-14

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

PFD: VS (Vertical Speed) Warning Flag

VS (Vertical Speed) Warning Flag

⇒ Select the cross-side ADC with the remote ADC reversion switch. The red VS warning flag shows in place of the vertical speed scale when vertical speed data from the on-side ADC is missing or invalid. The vertical speed scale and pointer and the vertical speed digital readout are removed.

PFD: WINDSHEAR Warning Alert

WINDSHEAR Warning Alert

⇒ Immediate flight crew attention to nearby weather required. Closely monitor weather radar returns. The red WINDSHEAR warning alert overwrites the pitch scale in the lower half of the attitude display when the system determines that a dangerous windshear condition exists that requires immediate pilot action. The WINDSHEAR and terrain PULL UP warning alerts share the same display field, so only one can show at a time. The WINDSHEAR warning alert has priority. The WINDSHEAR warning alert is only provided at airplane altitudes of between 10 and 1500 feet AGL.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

23-15

MESSAGES AND ANNUNCIATORS Pro Line 21 with Optional IFIS Visual Annunciations Criptografia: Fred Mesquita Raytheon King Air

PFD CAUTION FLAGS AND ALERTS

Criptografia: Fred Mesquita 23-16

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

: ADC# Reversion Caution Flag

ADC# Reversion Caution Flag

⇒ Verify ADC reversion is desired. The white-on-yellow ADC1 or ADC2 caution flag shows to the left of the airspeed indicator scale when the crew has selected ADC reversion. ADC1 indicates that the pilot-side ADC is the common source; ADC2 indicates that the copilot-side ADC is the common source.

: AHS# Reversion Caution Flag

AHS# Reversion Caution Flag

⇒ Verify AHS reversion is desired. The white-on-yellow AHS1 or AHS2 caution flag shows to the left of the airspeed indicator scale when the crew has selected AHS reversion. AHS1 indicates that the pilot-side AHS is the common source; AHS2 indicates that the copilot-side AHS is the common source.

PFD: Aileron Mistrim Caution Flag

Aileron Mistrim Caution Flag

⇒ Trim the aileron in the direction of the arrow to correct the mistrim condition. The yellow Aileron mistrim caution flag shows to the left of the FGS mode/data fields when the aileron is moderately out of trim. The arrow that shows above the “A” in the box points left or right to indicate the direction of the mistrim.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

23-17

MESSAGES AND ANNUNCIATORS Pro Line 21 with Optional IFIS Visual Annunciations Criptografia: Fred Mesquita Raytheon King Air

PFD: Airspeed Low Speed Cue Pre-Warn/Overspeed Pre-Alert

Airspeed Low Speed Cue Pre-Warn/Overspeed Pre-Alert

⇒ Fly the airplane to correct the low speed or overspeed condition. The indicated airspeed pointer digital readout shows in yellow when a Low Speed Cue pre-warn or Overspeed pre-alert condition occurs. The indicated airspeed digital readout flashes for 5 seconds and then shows steady.

PFD: ALT (Altitude Comparator) Caution Flag

ALT (Altitude Comparator) Caution Flag

⇒ Monitor pilot-side and copilot-side altitude data. The yellow ALT comparator caution flag shows in the upper left corner of the barometric altitude indicator when independent altitude data from the two Air Data Computers differs by more than a predefined limit. The ALT flag flashes for 5 seconds and then shows steady.

PFD: ALTS/ALTV Altitude Arm Fail

ALTS/ALTV Altitude Arm Fail

⇒ Monitor applicable data. A yellow horizontal line overwrites the ALTS/ALTV (altitude select/flight plan target altitude) arm message when the coupled side FGC detects failed or missing data. The yellow line and lateral armed mode message flash for 10 seconds when the line first comes in view for that mode, then shows steady.

Criptografia: Fred Mesquita 23-18

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

PFD: Attitude Comparator Flag

ATT Comparator Flag

⇒ Monitor pilot-side and copilot-side attitude data. The yellow ATT comparator caution flag shows above and to the left of the barometric altitude indicator when independent attitude data (pitch and roll) from the attitude heading computers differs by more than a predefined limit. The ATT flag flashes for 5 seconds and then shows steady. The ATT, PIT, and ROL comparator caution flags all share the same display area, so only one shows at a time.

PFD: Barometric Setting Comparator Caution Alert

Barometric Setting Comparator Caution Alert

⇒ Change pilot and/or copilot barometric settings as required to remove the difference between the two. The barometric setting comparator caution alert shows as a yellow line below the barometric setting value and as a yellow line below the preselect altitude value on the non-coupled side when the barometric settings between the pilot-side and copilot-side are different by more than 0.02 inHg.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

23-19

MESSAGES AND ANNUNCIATORS Pro Line 21 with Optional IFIS Visual Annunciations Criptografia: Fred Mesquita Raytheon King Air

PFD: Elevator Mistrim Caution Flag

Elevator Mistrim Caution Flag

⇒ Trim the elevator in the direction of the arrow to correct the mistrim condition. The yellow Elevator mistrim caution flag shows to the left of the FGS mode/data field when the elevator is moderately out of trim. The arrow that shows to the left of the “E” in the box points up or down to indicate the direction of the mistrim.

PFD: FD (Flight Director Comparator) Caution Flag

FD (Flight Director Comparator) Caution Flag

⇒ Monitor pilot-side and copilot-side Flight Director (FD) data. The yellow FD comparator caution flag shows to the left of the upper half of the pitch scale on the attitude display when both pitch and roll attitude data from the attitude heading computers differs by more than a predefined limit. The FD flag flashes for 5 seconds and then shows steady.

Criptografia: Fred Mesquita 23-20

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

PFD: FD# (Flight Director Cross-Side Source) Caution Alert

FD# (Flight Director Cross-Side Source) Caution Alert

⇒ No response required. A yellow FD1 or FD2 caution alert shows in the upper left corner of the attitude display on the non-coupled side PFD. This alert indicates that an independent-capable mode is active and the coupled-side FGC has achieved the status that triggers independence but the non-coupled side FGC has not achieved a similar status. The alert only appears when the FGCs are not in independent mode. The FD1 or FD2 alert indicates that the Flight Director presentation is sourced from the cross-side FGC. The alert is removed when the FGS is either operating in an independent mode or in a mode capable of independence.

PFD: GND PROX Terrain Alert

GND PROX Terrain Caution Alert

⇒ Immediate attention to terrain threats required. The yellow GND PROX caution alert overwrites the pitch scale in the lower half of the attitude display when the system determines that a terrain threat exists which requires immediate pilot attention. The GND PROX alert flashes for 5 seconds and then shows steady.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

23-21

MESSAGES AND ANNUNCIATORS Pro Line 21 with Optional IFIS Visual Annunciations Criptografia: Fred Mesquita Raytheon King Air

The GND PROX and WINDSHEAR caution alerts share the same display field, so only one can show at a time. The GND PROX caution alert has priority.

PFD: GPWS Terrain Caution Flag

GPWS Terrain Caution Flag

⇒ No response required. The yellow GPWS caution flag shows in the attitude display below the left FD command bar when an GPWS computer terrain fault condition exists. The GPWS flag flashes for 5 seconds and then shows steady.

PFD: GS (Glideslope Comparator) Caution Flag

GS (Glideslope Comparator) Caution Flag

⇒ Monitor pilot-side and copilot-side glideslope deviation. The yellow GS comparator caution flag shows next to the lower left corner of the barometric altitude indicator when a localizer is the selected NAV Source and independent glideslope deviation data from the two Nav receivers differs by more than a predefined limit. The GS flag flashes for 5 seconds and then shows steady.

Criptografia: Fred Mesquita 23-22

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

PFD: HDG (Heading Comparator) Caution Flag

HDG (Heading Comparator) Caution Flag

⇒ Monitor pilot-side and copilot-side heading data. The yellow HDG comparator caution flag shows below the lower left corner of the attitude display when independent heading data from the two attitude/heading computers differs by more than a predefined limit. The HDG flag flashes for 5 seconds and then shows steady.

PFD: IAS (Indicated Airspeed Comparator) Caution Flag

IAS (Indicated Airspeed Comparator) Caution Flag

⇒ Monitor pilot-side and copilot-side airspeed data. The yellow IAS comparator caution flag shows in the upper left corner of the airspeed indicator when independent airspeed data from the two air data computers differs by more than a predefined limit. The IAS flag flashes for 5 seconds and then shows steady.

PFD: Lateral Arm Fail

Lateral Arm Fail

⇒ Monitor the active NAV Source. A yellow horizontal line overwrites the lateral arm mode message when the coupled side FGC detects failed or missing data. The yellow line and lateral armed mode message flash for 10 seconds when the line first comes in view for that mode, then shows steady.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

23-23

MESSAGES AND ANNUNCIATORS Pro Line 21 with Optional IFIS Visual Annunciations Criptografia: Fred Mesquita Raytheon King Air

PFD: Lateral Capture Fail ⇒ Monitor the active NAV Source.

Lateral Capture Fail

A yellow horizontal line overwrites the lateral capture mode message when the FGC detects failed or missing data. The yellow line and mode message flash for 10 seconds, when the line first comes in view for that mode, then shows steady.

PFD: LOC (Localizer Comparator) Caution Flag ⇒ Monitor pilot-side and copilot-side localizer deviation.

LOC (Localizer Comparator) Caution Flag

The yellow LOC comparator caution flag shows below the vertical deviation scale when a localizer is the selected NAV Source and independent course/lateral deviation data from the two Nav receivers differs by more than a predefined limit. The LOC flag flashes for 5 seconds and then shows steady.

PFD: LX/ (LDS Fault) Alert

LX/ (LDS Fault) Alert

⇒ No response required. The LX/ overlay select legend next to Line Select Key R2 changes color to yellow when an LDS fault is reported while the lightning overlay is selected for display. The LX/ legend flashes for 5 seconds and then shows steady. Lightning bolt icons are removed from the display when the LX/ legend is yellow.

Criptografia: Fred Mesquita 23-24

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

PFD: Mach Low Speed Cue Pre-Warn/Overspeed Pre-Alert

Mach Low Speed Cue Pre-Warn/Overspeed Pre-Alert

⇒ Fly the airplane to correct the low speed or overspeed condition. The Mach speed digital readout shows in yellow below the airspeed indicator when a Low Speed Cue pre-warn or Overspeed pre-alert condition occurs. The Mach speed digital readout flashes for 5 seconds and then shows steady.

PFD: MAP (FMS Map Data Fault) Caution Flag

MAP (FMS Map Data Fault) Caution Flag

⇒ No response required. The yellow MAP caution flag shows above the compass rose/arc when a fault is detected in any of the data required to show an FMS map display. When the MAP flag is present, FMS map symbology is removed from the display.

PFD: MIN (RA/BARO MIN) Alert

MIN (RA/BARO MIN) Alert

⇒ Monitor airplane altitude. The yellow MIN caution flag shows to the left of the altitude indicator to alert the crews that the airplane has reached the selected RA MIN or BARO MIN altitude setting. In addition, the MIN readout and MIN reference on the altitude scale change color from cyan to yellow. All three references flash for 5 seconds then shows steady.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

23-25

MESSAGES AND ANNUNCIATORS Pro Line 21 with Optional IFIS Visual Annunciations Criptografia: Fred Mesquita Raytheon King Air

PFD: PAC (Path Attenuation Compensation) Alert Arc

PAC (Path Attenuation Compensation) Alert Arc

⇒ The areas on a weather radar display beyond the PAC alert arc may contain rainfall not shown on the display. The weather radar Path Attenuation Compensation (PAC) feature automatically compensates for radar beam absorption by heavier rainfall rates. If the rainfall rates are heavy enough, the compensation provided by the PAC alert function can be exceeded. A yellow PAC Alert arc shows at the perimeter of the radar display to identify areas where the compensation has been exceeded and that areas of unknown rainfall rates may exist beyond the PAC alert arc.

PFD: PIT (Pitch Comparator) Caution Flag

PIT (Pitch Comparator) Caution Flag

⇒ Monitor pilot-side and copilot-side pitch attitudes. The yellow PIT comparator caution flag shows above and to the left of the barometric altitude indicator when independent pitch data from the attitude heading computers differs by more than a predefined limit. The PIT flag flashes for 5 seconds and then shows steady. The ATT, PIT, and ROL comparator caution flags all share the same display area, so only one shows at a time.

Criptografia: Fred Mesquita 23-26

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

PFD: Pitch or Roll Caution Flag

Pitch or Roll (or both) Fail

⇒ Monitor pilot-side and copilot-side pitch attitudes. When the currently selected AHS Pitch or Roll (or both) input to the PFD is failed or missing, a yellow horizontal line overwrites the respective active and/or armed mode messages and the Flight Director command bars are removed from view. The yellow line and mode flash for 10 seconds when the yellow line first comes into view, then shows steady.

PFD: PSA (Preselect Altitude) Visual Alert

PSA (Preselect Altitude) Visual Alert

⇒ Monitor airplane altitude to make sure the airplane levels at the appropriate/assigned altitude. The Preselect Altitude (PSA) alert notifies the crew that the airplane barometric altitude is approaching the PSA setting. • The PSA readout flashes cyan and the flight deck aural warning sounds when the airplane barometric altitude closes within ±1000 feet of the PSA. • The PSA readout stops flashing when the airplane barometric altitude closes to within ±200 feet of the PSA. • The flashing may be manually canceled at any time with ALT knob on the FGP.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

23-27

MESSAGES AND ANNUNCIATORS Pro Line 21 with Optional IFIS Visual Annunciations Criptografia: Fred Mesquita Raytheon King Air

• The PSA readout flashes yellow and the flight deck aural warning sounds when the airplane barometric altitude exceeds ±200 feet of the PSA after it has been within ±200 of the PSA. The readout shows in cyan when the airplane barometric altitude returns to within ±200 of the PSA, or a new PSA is selected, or the ALT knob on the FGP is pushed. • When the airplane barometric altitude closes to within ±1000 of feet of the PSA, but does not cross within ±200 feet of the PSA, then exits more than ±1000 of the PSA, the flashing readout changes to flashing yellow. The readout returns to flashing cyan when the airplane barometric altitude again closes to within ±1000 of the PSA. The flashing continues until either the airplane altitude returns to within ±200 of the PSA, or a new PSA is selected, or the ALT knob on the FGP is pushed. The aural warning will momentarily sound each time the airplane crosses within ±1000 feet of the PSA. • The PSA visual and aural alerts are automatically inhibited during vertical approach modes which are in the capture state.

Criptografia: Fred Mesquita 23-28

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

PFD: Rudder Mistrim Caution Flag ⇒ Trim the rudder in the direction of the arrow to correct the mistrim condition.

Rudder Mistrim Caution Flag

The yellow Rudder mistrim caution flag shows to the left of the FGS mode/data field when the rudder is moderately out of trim. The arrow that shows above the “R” in the box points left or right to indicate the direction of the mistrim.

PFD: RDR FAULT (Weather Radar System Fault) Alert

RDR FAULT (Weather Radar System Fault) Alert

⇒ Place the weather radar in the STBY (standby) mode. The yellow RDR FAULT alert replaces the GAIN and RADAR MODE elements of the radar data field next to Line Select Key R2 when a weather radar system fault is detected with a weather radar overlay selected for display. The RDR FAULT alert flashes for 5 seconds and then shows steady. The weather radar display may be degraded in a manner that is not obvious to the crew.

Criptografia: Fred Mesquita 1st Edition 25 Aug 05

23-29

MESSAGES AND ANNUNCIATORS Pro Line 21 with Optional IFIS Visual Annunciations Criptografia: Fred Mesquita Raytheon King Air

PFD: ROL (Roll Comparator) Caution Flag

ROL (Roll Comparator) Caution Flag

⇒ Monitor pilot-side and copilot-side roll attitudes. The yellow ROL comparator caution flag shows above and to the left of the barometric altitude indicator when independent roll data from the attitude heading computers differs by more than a predefined limit. The ROL flag flashes for 5 seconds and then shows steady. The ATT, PIT, and ROL comparator caution flags all share the same display area, so only one shows at a time.

PFD: T±XX.XA (Weather Radar Antenna Tilt Angle) Alert

T±XX.XA (Weather Radar Antenna Tilt Angle) Alert

⇒ Monitor weather radar antenna tilt angle. The yellow T±XX.X alert shows in the second line of the weather radar data field next to Line Select Key R2 when the weather radar Autotilt feature is not active and the commanded tilt value and the reported tilt value from the weather radar do not agree with a weather radar overlay selected for display. The T±XX.XA alert shows in the second line of the weather radar data field next to Line Select Key R2 when the weather radar Autotilt feature is active and the commanded Autotilt state (on/off) and the reported tilt state from the weather radar do not agree with a weather radar overlay selected for display.

Criptografia: Fred Mesquita 23-30

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

PFD: TA ONLY (TCAS TA Traffic) Alert

TA ONLY (TCAS TA Traffic) Alert

⇒ Monitor TCAS for TA traffic. The normally-cyan TA ONLY TCAS mode legend next to Line Select Key changes color to flashing yellow to indicate the detection of Traffic Advisory (TA) traffic by TCAS regardless of whether or not a TCAS format is selected for display.

PFD: TCAS FAIL Alert

TCAS FAIL Alert

⇒ Increase visual monitoring of surrounding airspace for intruder traffic. The yellow TCAS FAIL caution alert shows below and to the left of the barometric altitude indicator when a TCAS fault is detected. Failures related exclusively to the traffic display cause the message when a TCAS traffic display is selected. A TCAS unit that is turned off is considered failed.

PFD: TERR (Passive GPWS Fault) Alert

TERR (Passive GPWS Fault) Alert

⇒ Refer to the GPWS operating manual for failure conditions. The yellow TERR caution alert shows below and to the right of the compass rose when the Terrain function is inoperative. The TERR caution alert flashes for 5 seconds and then shows steady.

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MESSAGES AND ANNUNCIATORS Pro Line 21 with Optional IFIS Visual Annunciations Criptografia: Fred Mesquita Raytheon King Air

PFD: TEST Alert Message

TEST Message

⇒ No response required. The message TEST shows in yellow to the left of the lateral capture field on the PFD when the on-side Flight Guidance Computer is in test. All Flight Guidance System messages are removed when the FGC test is active, except AP and/or YD engage/disengage.

PFD: TERRAIN FAIL (Active GPWS Fault) Alert

TERRAIN FAIL (Active GPWS Fault) Alert

⇒ Refer to the GPWS operating manual for failure conditions. The yellow TERRAIN FAIL caution shows above the airplane symbol when the terrain overlay is active and the system detects a fault, or missing or invalid terrain data. The TERRAIN FAIL caution flashes for 5 seconds and then shows steady.

PFD: TGT (WXR/TWR Weather Target) Alert

TGT (WXR/TWR Weather Target) Alert

⇒ Select the weather radar overlay for display and then select the Weather (only) (WX) mode. The yellow TGT alert shows to the right of the heading readout when a weather target is detected and all on-side radar displays have been deselected as long as the weather radar Target Alert feature (TWR only) has been armed.

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

When the weather radar’s Target Alert feature is armed, the radar searches for weather returns in a ±15° sector in front of the airplane within a range of 7 to 200 nmi. • Applicable only when a Turbulence Weather Radar System (TWR) is installed. • The Target Alert feature must be armed on the on-side PFD. • The TGT and TRB alerts share the same display area; if both are active, they flash alternately.

PFD: TRAFFIC Caution Alert

TRAFFIC Caution Alert

⇒ Monitor TCAS displays for TA traffic. The yellow TRAFFIC caution alert shows to the right of the heading readout when the TCAS computer determines that Traffic Advisory intruder traffic exists. The TRAFFIC caution alert flashes for 5 seconds and then shows steady. The yellow TRAFFIC caution alert is upgraded to a red TRAFFIC warning alert if the TA traffic becomes RA (Resolution Advisory) traffic. The upgrade function is available only when the optional TCAS II is installed.

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PFD: TRB (TWR Turbulence Target) Alert

TRB (TWR Turbulence Target) Alert

⇒ Select the weather radar overlay for display and then select either the Weather Plus Turbulence (WX+T) or Turbulence Only (TURB) mode. The TRB (turbulence) alert shows in yellow to the right of the heading readout when a turbulence target is detected and all on-side radar displays have been deselected as long as the weather radar Target Alert feature (TWR only) has been armed. When the weather radar’s Target Alert feature is armed, the radar searches for weather and turbulence returns in a ±15° sector in front of the airplane within a range of 7 to 200 nmi. • Applicable only when a TWR weather radar system is installed. • The Target Alert feature must be armed on the on-side PFD. • The TGT and TRB alerts share the same display area; if both are active, they will alternately flash in 2-second cycles.

PFD: USTB (Weather Radar Antenna Unstabilized) Alert

USTB (Weather Radar Antenna Unstabilized) Alert

The yellow USTB alert replaces the antenna tilt readout in the radar data field next to Line Select Key R2 when attitude data to the radar fails while a weather radar overlay is active. The USTB alert flashes for 5 seconds and then shows steady.

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

When the USTB alert is in view and the antenna tilt angle is changed, the USTB alert is replaced by the tilt readout for 5 seconds. The USTB alert will then again replace the tilt angle readout.

PFD: Vertical Arm Fail ⇒ Monitor the applicable data.

Vertical Arm Fail

A yellow horizontal line overwrites the vertical capture mode message when the coupled side FGC detects failed or missing data. If VS mode becomes invalid, a yellow horizontal line overwrites the VS bug icon and the VS value. If FLC mode becomes invalid, a yellow horizontal line overwrites the FLC bug icon and IAS value. The yellow line and vertical active mode message flash for 10 seconds when the line first comes into view for that mode, then shows steady.

PFD: WINDSHEAR Caution Alert

WINDSHEAR Caution Alert

⇒ Immediate flight crew attention to nearby weather required. Closely monitor weather radar returns. The yellow WINDSHEAR caution alert overwrites the pitch scale in the lower half of the attitude display when the system determines that a potentially threatening windshear condition exists that may require immediate pilot action. The WINDSHEAR alert flashes for 5 seconds and then shows steady.

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MESSAGES AND ANNUNCIATORS Pro Line 21 with Optional IFIS Visual Annunciations Criptografia: Fred Mesquita Raytheon King Air

The WINDSHEAR and terrain GND PROX caution alerts share the same display field, so only one can show at a time. The GND PROX caution alert has priority. The WINDSHEAR caution alert is only provided at airplane altitudes of between 10 and 1500 feet AGL.

PFD: WS (Windshear) Caution Flag

WS (Windshear) Caution Flag

⇒ No response required. The yellow WS caution flag shows in the attitude display below the left command bar when the system detects a windshear fault condition. The WS flag flashes for 5 seconds and then shows steady.

PFD: XTLK (Crosstalk) Caution Flag

XTLK (Crosstalk) Caution Flag

⇒ No response required. The yellow XTLK caution flag shows to the left of the airspeed indicator when one or more of the crosstalk busses between the PFDs and MFD has failed. The XTLK flag flashes for 5 seconds and then shows steady. • The XTLK flag is also shown on the MFD below the Engine Indication System’s left engine N1/ITT analog scale legend.

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Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

• The XTLK flag is not generated when a display is deselected (turned off) by display reversion.

PFD: YD (Yaw Damper Disengage) Alert

YD (Yaw Damper Disengage) Alert

⇒ The Yaw Damper has been disconnected, either manually by the crew or automatically by the Flight Guidance System. If the Yaw Damper was disconnected manually by the crew, the alert is automatically cancelled. If the Yaw Damper was disconnected automatically, the alert must be cancelled by the crew. The yellow YD disengage alert is cancelled with the yoke-mounted AP DISC switch or thrust lever-mounted GA (Go Around) switch. Re-engaging the Autopilot also cancels the YD disengage alert.

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PFD ADVISORY FLAGS AND MESSAGES

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Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

PFD: DISCONTINUITY Advisory

DISCONTINUITY Advisory

⇒ Add or delete a waypoint in the FMS flight plan so that the discontinuity is removed. The white DISCONTINUITY advisory message shows above the airplane symbol when FMS is the active NAV Source and the FMS flight plan has reached discontinuity. The DISCONTINUITY advisory flashes for 5 seconds and then shows steady.

PFD: ENG1 (Engine No Comparator) Advisory Flag

ENG1 (Engine No Comparator) Advisory Flag

⇒ No response required. The ENG1 no-comparator flag shows when the display is not receiving data for the left engine from a second engine data source (cross-side DCU or EDC). For the engine comparator to work, it must receive engine data from two independent valid sources. The engine data that is monitored is N1, Torque, ITT, and Propeller.

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PFD: ENG2 (Engine No Comparator) Advisory Flag

ENG2 (Engine No Comparator) Advisory Flag

⇒ No response required. The ENG2 no-comparator flag shows when the display is not receiving data for the right engine from a second engine data source (cross-side DCU or EDC). For the engine comparator to work, it must receive engine data from two independent valid sources. The engine data that is monitored is N1, Torque, ITT, and Propeller.

PFD: MAP INCOMPLETE Advisory

MAP INCOMPLETE Advisory

⇒ No response required. The white MAP INCOMPLETE advisory message shows below the airplane symbol when the FMS cannot provide all the requested map data, or when the flight display cannot show all the received map data.

PFD: MAP RANGE XXXNM Advisory

MAP RANGE XXX NM Advisory

⇒ No response required. The white MAP RANGE XXXNM advisory message shows below the airplane symbol when the FMS Map range does not agree with the current display range. The XXX portion of the message represents the range the FMS Map is set to.

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Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

• When MAP RANGE XXXNM advisory shows, the FMS map symbology is removed. • When the display range is changed from the DCP, there is a 10-second delay before this message shows to enable FMS to synchronize to the new display range.

PFD: NO FLIGHT PLAN Advisory

NO FLIGHT PLAN Advisory

⇒ Input a flight plan into the FMS. The white NO FLIGHT PLAN advisory message shows above the airplane symbol when FMS is the active NAV Source and no flight plan exists. The NO FLIGHT PLAN advisory flashes for 5 seconds and then shows steady.

PFD: RADAR ON Advisory

RADAR ON Advisory

⇒ Place the weather radar in the STBY (standby) Mode. The white RADAR ON advisory message shows at the center bottom of the display when the weather radar is in any mode other than TEST or STBY while on the ground. The RADAR ON advisory flashes for 5 seconds and then shows steady.

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PFD: RADAR RANGE XXXNM Advisory

RADAR RANGE XXXNM Advisory

⇒ Push the RDR Line Select Key R2 to remove the advisory. The white RADAR RANGE XXXNM advisory message shows below the airplane symbol when range data received from the radar does not match the range currently set on the display for more than 5 seconds. The XXX portion of the message represents the range selected with the DCP RANGE knob. When the RADAR RANGE XXXNM advisory shows, the weather radar overlay is removed from display.

PFD: TERR RANGE XXXNM Advisory

TERR RANGE XXXNM Advisory

⇒ Push the TERR Line Select Key R2 to remove the advisory. The white TERR RANGE XXXNM advisory message shows below the airplane symbol when range data received from GPWS does not match the range currently set on the display for more than 4 seconds. The XXX portion of the message represents the range selected with the DCP RANGE knob.

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

PFD: XADC (Air Data No Comparator) Advisory Flag

XADC (Air Data No Comparator) Advisory Flag

⇒ No response required. The white XADC no-comparator advisory flag shows to the left of the airspeed indicator when the display is not receiving data from an installed second air data source. The XADC flag flashes for 5 seconds and then shows steady. For the air data comparator to work, it must receive air data from two independent valid sources.

PFD: XAHS (Attitude/Heading No Comparator) Advisory Flag

XAHS (Attitude/Heading No Comparator) Advisory Flag

⇒ No response required. The white XAHS no-comparator advisory flag shows to the left of the airspeed indicator when the display is not receiving data from an installed second attitude/heading data source. The XAHS flag flashes for 5 seconds and then shows steady. For the attitude/heading comparator to work, it must receive attitude/heading data from two independent valid sources.

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MFD WARNING FLAGS AND ALERTS

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Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

MFD Engine Display: Engine FIRE Warning

FIRE

⇒ Refer to the airplane emergency checklist. The red FIRE warning message shows in the lower center of applicable Torque/ITT scale when an Engine Fire condition exists. The FIRE message shows in the same place as the autofeather message AFX and has priority over the AFX message. The FIRE message flashes for 5 seconds when first in view, then shows steady.

MFD Engine Display: Propeller Fail

PROP

⇒ No response required. Four yellow dashes show if all sources of Propeller RPM are failed or missing.

MFD Engine Display: N1 Fail

N1

⇒ No response required. Four yellow dashes and a decimal point show if all sources of N1 are failed or missing.

MFD Engine Display: ITT Fail

ITT

⇒ No response required. Four yellow dashes show if all sources of ITT are failed or missing.

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MFD Engine Display: TORQ Fail

TORQ

⇒ No response required. (B300) Four yellow dashes and a decimal point show if all sources of torque are failed or missing. (B200) Four yellow dashes show if all sources of torque are failed or missing.

MFD Engine Display: Fuel Flow Fail

FF

⇒ No response required. Three yellow dashes show if Fuel Flow from all sources is failed or missing.

MFD Engine Display: Oil Pressure Fail

OIL PRES

⇒ No response required. Three yellow dashes show if Oil Pressure from all sources is failed or missing.

MFD Engine Display: Oil Temperature Fail

OIL TEMP

⇒ No response required. Three yellow dashes show if Oil Temperature from all sources is failed or missing.

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Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

MFD CAUTION FLAGS AND ALERTS

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MFD Engine Display: ITT Comparator Flag

ITT Comparator Flag

⇒ No response required. The boxed, yellow ITT comparator warning shows for either engine when ITT engine data inputs from the two sources of engine data disagree by more than 40°C.

MFD Engine Display: TORQ Comparator Flag

TORQ Comparator Flag

⇒ No response required. the boxed, yellow TORQ comparator warning shows for either engine when TORQ engine data inputs from the two sources of engine data disagree by more than 5% (B300) or 50 ft-lbs (B200).

MFD Engine Display: PROP Comparator Flag

PROP Comparator Flag

⇒ No response required. the boxed, yellow PROP comparator warning shows for either engine when Propeller engine data inputs from the two sources of engine data disagree by more than 50 RPM. If both engines are miscomparing, direction arrows show for both engines. The PROP comparator flag replaces the PROP legend on the engine display.

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

MFD Engine Display: N1 Comparator Flag

N1 Comparator Flag

⇒ No response required. the boxed, yellow N1 comparator warning shows for either engine when N1 engine data inputs from the two sources of engine data disagree by more than 5%. The boxed N1 comparator flag has a direction arrow that points to the engine with the N1 disagreement. If both engines are miscomparing, direction arrows show for both engines. The N1 comparator flag replaces the N1 legend on the engine display.

MFD: LX/ (LDS Fault) Alert

LX/ (LDS Fault) Alert

⇒ No response required. The LX/ overlay select legend next to Line Select Key R2 changes color to yellow when an LDS fault is reported while the lightning overlay is selected for display. The LX/ legend flashes for 5 seconds and then shows steady. Lightning bolt icons are removed from the display when the LX/ legend is yellow.

MFD: MAP (FMS Map Data Fault) Caution Flag

MAP (FMS Map Data Fault) Caution Flag

⇒ No response required. The yellow MAP caution flag shows above the compass rose/arc when a fault is detected in any of the data required to show an FMS map display.

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When the MAP flag is present, FMS map symbology is removed from the display.

MFD: PAC (Path Attenuation Compensation) Alert Arc

PAC (Path Attenuation Compensation) Alert Arc

⇒ The areas on a weather radar display beyond the PAC alert arc may contain rainfall not shown on the display. The weather radar Path Attenuation Compensation (PAC) feature automatically compensates for radar beam absorption by heavier rainfall rates. If the rainfall rates are heavy enough, the compensation provided by the PAC alert function can be exceeded. A yellow PAC Alert arc shows at the perimeter of the radar display to identify areas where the compensation has been exceeded and that areas of unknown rainfall rates may exist beyond the PAC alert arc.

MFD: RDR FAULT (Weather Radar System Fault) Alert

RDR FAULT (Weather Radar System Fault) Alert

⇒ Place the weather radar in the STBY (standby) mode. The yellow RDR FAULT alert replaces the GAIN and RADAR MODE elements of the radar data field next to Line Select Key R2 when a weather radar system fault is detected with a weather radar overlay selected for display. The RDR FAULT alert flashes for 5 seconds and then shows steady.

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Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

The weather radar display may be degraded in a manner that is not obvious to the crew.

MFD: T±XX.XA (Weather Radar Antenna Tilt Angle) Alert

T±XX.XA (Weather Radar Antenna Tilt Angle) Alert

⇒ Monitor weather radar antenna tilt angle. The yellow T±XX.XA alert shows in the second line of the weather radar data field next to Line Select Key R2 when the weather radar Autotilt feature is not active and the commanded tilt value and the reported tilt value from the weather radar do not agree with a weather radar overlay selected for display. The T±XX.XA alert shows in the second line of the weather radar data field next to Line Select Key R2 when the weather radar Autotilt feature is active and the commanded Autotilt state (on/off) and the reported tilt state from the weather radar do not agree with a weather radar overlay selected for display.

MFD: TA ONLY (TCAS TA Traffic) Alert

TA ONLY (TCAS TA Traffic) Alert

⇒ Monitor TCAS for TA traffic. The normally-cyan TA ONLY TCAS mode legend next to Line Select Key R3 changes color to flashing yellow to indicate the detection of Traffic Advisory (TA) traffic by TCAS regardless of whether or not a TCAS format is selected for display.

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MFD: TCAS FAIL Alert

TCAS FAIL Alert

⇒ Increase visual monitoring of surrounding airspace for intruder traffic. The yellow TCAS FAIL alert shows next to Line Select Key R3 in the TCAS mode line when a TCAS fault is detected. Failures related exclusively to the traffic display cause the message when a TCAS traffic display is selected. A TCAS unit that is turned off is considered to be failed. The TCAS FAIL alert will not show on the MFD for failures that are specifically related to Resolution Advisory displays.

MFD: TERRAIN FAIL (Active GPWS Fault) Alert

TERRAIN FAIL (Active GPWS Fault) Alert

⇒ Refer to the GPWS operating manual for failure conditions. The yellow TERRAIN FAIL alert shows above the airplane symbol when the terrain overlay is active and the system detects a fault, or missing or invalid terrain data. The TERRAIN FAIL alert flashes for 5 seconds and then shows steady.

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1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

MFD: USTB (Weather Radar Antenna Unstabilized) Alert

USTB (Weather Radar Antenna Unstabilized) Alert

The yellow USTB alert replaces the antenna tilt readout in the radar data field next to Line Select Key R2 when attitude data to the radar fails while a weather radar overlay is active. The USTB alert flashes for 5 seconds and then shows steady. When the USTB alert is in view and the antenna tilt angle is changed, the USTB alert is replaced by the tilt readout for 5 seconds. The USTB alert will then again replace the tilt angle readout.

MFD: XTLK (Crosstalk) Caution Flag

XTLK (Crosstalk) Caution Flag

⇒ No response required. The yellow XTLK caution flag shows below the left engine N1/ITT analog scale legend when one or more of the crosstalk busses between the PFDs and MFD has failed. The XTLK flag flashes for 5 seconds and then shows steady. • The XTLK flag is also shown on the PFD to the left of the airspeed indicator. • The XTLK flag is not generated when a display is deselected (turned off) by display reversion.

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MFD ADVISORY FLAGS AND MESSAGES

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MFD: DISCONTINUITY Advisory

DISCONTINUITY Advisory

⇒ Add or delete a waypoint in the FMS flight plan so that the discontinuity is removed. The white DISCONTINUITY advisory message shows above the airplane symbol when FMS is the active NAV Source and the FMS flight plan has reached a discontinuity. The DISCONTINUITY advisory flashes for 5 seconds and then shows steady.

MFD: MAP INCOMPLETE Advisory

MAP INCOMPLETE Advisory

⇒ No response required. The white MAP INCOMPLETE advisory message shows below the airplane symbol when the FMS cannot provide all the requested map data, or when the flight display cannot show all the received map data.

MFD: MAP RANGE XXXNM Advisory

MAP RANGE XXX NM Advisory

⇒ No response required. The white MAP RANGE XXXNM advisory shows below the airplane symbol when the FMS Map range does not agree with the current display range. The XXX portion of the message represents the range the FMS Map is set to. • When MAP RANGE XXXNM advisory shows, the FMS map symbology is removed.

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• When the display range is changed from the DCP, there is a 10–second delay before this message shows to enable FMS to synchronize to the new display range.

MFD: NO FLIGHT PLAN Advisory

NO FLIGHT PLAN Advisory

⇒ Input a flight plan into the FMS. The white NO FLIGHT PLAN advisory message shows above the airplane symbol when FMS is the active NAV Source and no flight plan exists. The NO FLIGHT PLAN advisory flashes for 5 seconds and then shows steady.

MFD: RADAR RANGE XXXNM Advisory

RADAR RANGE XXXNM Advisory

⇒ Push the RDR Line Select Key R2 to remove the advisory. The white RADAR RANGE XXXNM advisory message shows below the airplane symbol when range data received from the radar does not match the range currently set on the display for more than 5 seconds. The XXX portion of the message represents the range selected with the DCP RANGE knob. When the RADAR RANGE XXXNM advisory shows, the weather radar overlay is removed from display.

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Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS Raytheon King Air Criptografia: Fred Mesquita Visual Annunciations

MFD: TERR RANGE XXXNM Advisory

TERR RANGE XXXNM Advisory

⇒ Push the TERR Line Select Key R2 to remove the advisory. The white TERR RANGE XXXNM advisory message shows below the airplane symbol when range data received from GPWS does not match the range currently set on the display for more than 4 seconds. The XXX portion of the message represents the range selected with the DCP RANGE knob.

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APPENDIX A Table of Contents

TABLE OF CONTENTS Title

Page

TAWS Colors .................................................................................... A-1

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APPENDIX A

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APPENDIX A TAWS Colors

APPENDIX A TAWS COLORS The TAWS display colors represent various terrain elevations with respect to airplane altitude. The terrain elevations associated with the different terrain display colors are as follows: TAWS Colors Color

Meaning

Solid Red

Terrain Threat Area - Warning

Solid Yellow

Terrain Threat Area - Caution

50% Red Dots

Terrain that is more than 2000 feet above airplane altitude

50% Yellow Dots

Terrain that is between 1000 and 2000 feet above airplane altitude

25% Yellow Dots

Terrain that is 500 feet (250 feet with gear down) below to 1000 feet above airplane altitude (Peaks Only)

Solid Green

Shown only when no Red or Yellow terrain areas are within range on the display. Highest terrain not within 500 feet (250 feet with gear down) of airplane altitude (Peaks Only).

50% Green Dots

Terrain that is 500 feet (250 feet with gear down) below to 1000 below airplane altitude. Terrain that is the middle elevation band when there are no Red or Yellow terrain areas within range on the display (Peaks Only).

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APPENDIX A TAWS Colors

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Color

Meaning

16% Green Dots

Terrain that is 1000 to 2000 feet below airplane altitude. Terrain that is the lower elevation band when there are no Red or Yellow terrain areas within range on the display (Peaks Only).

Black

No significant terrain.

16% Cyan

Terrain Elevation equal to 0 feet MSL. (Peaks Only requires compatible display.)

Magenta Dots

Unknown terrain.

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APPENDIX B Table of Contents

TABLE OF CONTENTS Title

Page

RTU HSI Overview ........................................................................... B-1 Navigation Displays .......................................................................... B-1 Radio System Displays .................................................................... B-2 HSI Flags .......................................................................................... B-3

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APPENDIX B

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APPENDIX B RTU HSI Page

APPENDIX B RTU HSI OVERVIEW The HSI page shows the familiar HSI display with compass card, reference airplane, course pointer, to-from pointer, lateral and vertical deviation displays, DME distance, and marker beacon indicators. In addition the HSI page provides backup control for the COM, NAV, and ATC transponder radios. The HSI page is available for display on the pilot-side RTU. To access the HSI page, push the HSI line select on the top level or second top level RTU page. Push the RETURN Line Select Key L4 on the RTU to exit the HSI page and show the top level page. The RTU HSI page is selected automatically and cannot be deselected when the airplane battery switch is set to Emergency (EMER). During operation with the battery switch set to EMER: •

The HSI page shows full time on the RTU.

• The RETURN line select (L4) on the RTU is replaced with the legend EMER OPER (Emergency Operation). • Operation of line select L4 (EMER OPER) has no effect. NOTE N

Refer to the applicable airplane flight manual for details on Battery Switch — EMER operation.

NAVIGATION DISPLAYS Navigation displays from the pilot-side receivers show on the RTU HSI page. The navigation displays that follow show on the RTU HSI page. Heading is read under the lubber line at the top of the compass display. The heading source is the copilot-side (#2) AHC. The course pointer turns with the compass card to provide a continuous display of the selected course with respect to the airplane heading. A digital readout of the selected course shows to the left of the compass card, under the CRS identifier. To set the position of the course pointer, Criptografia: Fred Mesquita 1st Edition 25 Aug 05

B-1

APPENDIX B RTU HSI Page

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

push the CRS line select (to position the tune window) and then turn either tuning knob. When a VOR frequency is tuned and a valid VOR signal is received, a lateral deviation display and To/From pointer show on the HSI. The lateral deviation bar indicates deviation from the selected course with respect to the deviation scale. Full-scale deflection of the lateral deviation bar represents a 20° radial span, or 10° to each side of the course, with VOR signals. When using localizer signals, the total span of the lateral deviation bar is 5°, or 2.5° each side of the course. The To/From pointer indicates that the selected course, if properly intercepted and flown, will take the airplane to or from the selected VOR. When a localizer is tuned and the selected course is more than 110° from the airplane heading, B/C (back course) shows in green in the lower right corner of the HSI. The B/C message is removed when the difference between the selected course and the heading is less than 100°. When a valid LOC frequency is tuned as is received, a four dot vertical deviation display shows to the right of the compass card. The vertical deviation pointer indicates vertical deviation from the glideslope with respect to the deviation scale. The vertical deviation scale and pointer are removed when a localizer back course is detected. When a valid VOR/DME frequency is tuned and is received, DME distance in nautical miles shows in the top right corner of the HSI below the NAV frequency. When DME hold is selected, H shows in yellow in place of nmi identifier. Distance resolution is 0.1 nmi below 100 nmi, and 1 nmi above 100 nmi (not all sensors send tenths of miles). Marker beacon reception is indicated by a flashing boxed OM in cyan for the outer marker, a flashing boxed MM in yellow for the middle marker, and a flashing empty white box for an airway or inner marker. The marker beacon indicators show below the DME distance in the top right corner of the HSI display.

RADIO SYSTEM DISPLAYS Radio and sensor information from the pilot-side radios and sensors show on the RTU HSI page. The Radio and Sensors that follow show on the RTU HSI page.

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APPENDIX B RTU HSI Page

The COM display occupies a single line to the left of the compass card for the active COM frequency. To directly tune the COM from the HSI page, push the COM line select to position the tune window around the COM frequency and then set the desired frequency with the tuning knobs. To set the COM volume, turn the volume knob (with the tune window around the COM frequency). When the on-side COM transmitter is keyed, TX shows in cyan to the right of the COM frequency. The NAV display occupies a single line to the right of the compass card for the active NAV frequency. To directly tune the NAV from the HSI page, push the NAV line select to position the tune window around the NAV frequency and then set the desired frequency with the tuning knobs. To set the NAV volume, turn the volume knob (with the tune window around the NAV frequency). When the NAV is automatically tuned by the FMS (autotune), AUTO shows in cyan to the left of the NAV frequency. NOTE N

The display for a radio type in which there is only a single radio shows on both RTUs. HSI data from a single NAV radio shows only on the RTU with which the NAV radio is associated.

The ATC display occupies a single line to the left of the compass card for the beacon code. To set the beacon code, push the ATC line select to position the tune window around the ATC code and then set the desired code with the tuning knobs. When the ident feature is active, ID shows in cyan below the beacon code. When the transponder is replying to an ATC interrogation, RPLY shows in cyan below the beacon code. When the transponder is set to standby mode, the beacon code shows in white and STBY shows in cyan below the beacon code. When the transponder has failed, XPDR FAIL shows in yellow below the CRS identifier.

HSI FLAGS The flags that follow show on the RTU HSI page. • HSI Flag — When the heading source is not valid or there is a failure in the system, a RED, boxed HDG flag shows in place of the lubber line, and the compass card is rotated north up.

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APPENDIX B RTU HSI Page

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• VOR Flag — When a VOR frequency is tuned, and the VOR source is not valid or there is a failure in the system, the lateral deviation scale, bar, and To/From pointer are removed and a red, boxed, VOR1, VOR2, or VOR (single radio installed) flag shows above the airplane symbol. • LOC Flag — When a LOC frequency is tuned, and the LOC source is not valid or there is a failure in the system, the lateral deviation scale and bar are removed and a red, boxed, LOC1, LOC2, or LOC (single radio installed) flag shows above the airplane symbol. • G/S Flag — When an ILS frequency is tuned, and the ILS glideslope source is not valid or there is a failure in the system, the vertical deviation scale and pointer are removed and a red, boxed, GS flag shows in place of the vertical deviation display. • COM Flag — When the echoed COM frequency data does not agree with the commanded COM frequency, the COM frequency is replaced with dashes. • NAV Flag — When the echoed NAV frequency data does not agree with the commanded NAV frequency data, the NAV frequency is replaced with dashes. • DME Flag — When DME information is not received by the RTU, the DME distance display is blanked. When the echoed DME frequency does not agree with the commanded DME frequency or the DME distance information is invalid, the DME distance is replaced with dashes. NOTE N

The RTU is designed to exhibit a very high degree of functional integrity. But users must recognize that it is not practical to provide monitoring for all conceivable system failures and that it is possible that erroneous operation could occur without a fault indication. The pilot is responsible for detecting such an occurrence by cross-checks with redundant or correlated information available on the flight deck.

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APPENDIX C Table of Contents

TABLE OF CONTENTS Title

Page

TCAS II Aurals ................................................................................. C-1

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APPENDIX C TCAS II Aurals

APPENDIX C TCAS II AURALS The TCAS II system gives an aural RA over the airplane flight deck audio system or an independent speaker system in addition to the RA that shows on the TCAS Traffic map. The table that follows lists the TCAS aurals and gives a brief description. TCAS Aurals Advisory

Aural

Response

Clear

CLEAR OF CONFLICT

Resume normal flight, apparent conflict of airspace has been resolved.

Traffic

TRAFFIC, TRAFFIC

Gain visual contact of traffic. Check TCAS display for traffic bearing and range, if necessary. Assess the threat and prepare to execute the evasive maneuver TCAS issues.

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APPENDIX C TCAS II Aurals

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Advisory

Aural

Response

Preventive RA

MONITOR VERTICAL SPEED

Be alert for approaching traffic. Ensure that the airplane pitch attitude or vertical speed does not enter the red zone on the attitude display or vertical speed scale.

MAINTAIN VERTICAL SPEED MAINTAIN

Maintain present pitch or vertical speed and direction. Ensure that the airplane pitch or vertical speed does not enter the red zone on the attitude display or vertical speed scale.

MAINTAIN VERTICAL SPEED CROSSING MAINTAIN

A flight path crossing is predicted, but being monitored by TCAS. Maintain present pitch or vertical speed and direction. Ensure that the airplane pitch or vertical speed does not enter the red zone on the attitude display or vertical speed scale.

ADJUST VERTICAL SPEED ADJUST

Indicates a weakening of the RA. Allows pilot to start returning to an assigned altitude.

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APPENDIX C TCAS II Aurals

Advisory

Aural

Response

Corrective RA

CLIMB, CLIMB

Change vertical speed to 1500 ft/min climbing or as indicated on attitude display or vertical speed scale.

CLIMB, CROSSING CLIMB CLIMB, CROSSING CLIMB

Same as previous except that it further indicates that flight paths will cross at some altitude.

DESCEND, DESCEND

Same as CLIMB except that a descending vertical speed is indicated.

DESCEND, CROSSING DESCEND DESCEND, CROSSING DESCEND

Same as previous except that it further indicates that flight paths will cross at some altitude.

ADJUST VERTICAL SPEED ADJUST

Reduce climbing pitch or vertical speed to that shown on the attitude display or vertical speed scale.

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APPENDIX C TCAS II Aurals

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Advisory

Aural

Response

Corrective RA (Cont.)

ADJUST VERTICAL SPEED ADJUST

Reduce descending pitch or vertical speed to that shown on the attitude display or vertical speed scale.

INCREASE CLIMB INCREASE CLIMB

This follows a CLIMB advisory. The climb pitch or vertical speed should be increased, typically to 2500 ft/min, as shown on the attitude display or vertical speed scale.

INCREASE DESCENT INCREASE DESCENT

This follows a DESCEND advisory. The descent pitch or vertical speed should be increased, typically to 2500 ft/min, as shown on the attitude display or vertical speed scale.

CLIMB, CLIMB NOW CLIMB, CLIMB NOW

This follows a DESCEND advisory. This advisory indicates that a reversal of vertical speed from descent to climb is needed to provide adequate separation.

DESCEND, DESCEND NOW DESCEND, DESCEND NOW

This follows a CLIMB advisory. This advisory indicates that a reversal of vertical speed from climb to descent is needed to provide adequate separation.

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APPENDIX D Table of Contents

TABLE OF CONTENTS Title

Page

Weather Radar Techniques ............................................................. D-1 Path Attenuation Compensation .................................................. D-2 Antenna Stabilization ................................................................... D-2 Sector Scan (TWR only) .............................................................. D-3 Receiver Gain .............................................................................. D-3 Antenna Tilt .................................................................................. D-4 Autotilt (TWR only) ....................................................................... D-9 Target Alert ................................................................................. D-11 Ground Clutter Suppression ...................................................... D-12 Weather Recognition and Avoidance ......................................... D-12 Terrain Mapping ......................................................................... D-13 Weather Radar Operational Considerations .................................. Detection and Attenuation ......................................................... Range Compensation ................................................................ Antenna Size ............................................................................. Airplane Radomes .....................................................................

D-15 D-15 D-18 D-18 D-20

Weather Radar Interpretation ........................................................ Thunderstorms ........................................................................... Tornadoes .................................................................................. Hail ............................................................................................. Weather Avoidance ....................................................................

D-21 D-21 D-23 D-24 D-25

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APPENDIX D Weather Radar Techniques

APPENDIX D WEATHER RADAR TECHNIQUES The primary function of the weather radar system is to aid the crew in the detection and avoidance of areas of precipitation. The Turbulence Weather Radar (TWR) aids in the detection of precipitation-related turbulence in and around thunderstorms. The TWR cannot detect clear air turbulence, and the weather radar cannot detect windshear, clouds, or lightning. However, rain, wet hail, moderate to heavy wet snow, and in some instances, possible icing conditions can be detected by the system. The weather radar may also be used to map the terrain. NOTE N

To simplify explanation, Weather Radar System and Turbulence Weather Radar system are used as interchangeable terms, except where differences in operating modes and features require the use of the separate terms.

Each operator normally develops specific techniques and procedures for using weather radar. Basic operational techniques for the weather radar system are no different from the techniques used with earlier generation radars equipped with flat plate antennas. The weather radar system includes many features to aid the crew in interpreting the weather. However, as with most tools, operational experience is a valuable teacher. This experience enables the crew to properly analyze the various types of storm displays. The weather radar system should be used on every flight. This allows the crew to verify proper operation, and gain proficiency in operating the system on a regular basis. If there is no significant weather in the immediate vicinity, or if operating in Visual Meteorological Conditions (VMC), the MAP (Ground Mapping) mode may be selected and the radar display can be compared with terrain features. Practice ground mapping on routes frequently flown and in familiar terminal areas. Select Standby mode when on the ground unless the weather radar system is needed to check the terminal area weather prior to departure.

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APPENDIX D Weather Radar Techniques

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PATH ATTENUATION COMPENSATION The WXR uses the Path Attenuation Compensation (PAC) feature to maintain the correct display of storm intensity. The PAC feature compensates for radar energy that is absorbed when the radar beam penetrates a precipitation cell. Non-compensated radars have a tendency to underestimate the true level of a precipitation cell simply because of radar energy absorption. The PAC feature is automatically enabled whenever the WX (Weather Only), WX+T (Weather Plus Turbulence), or TURB (Turbulence Only) modes are selected and is active out to a range of approximately 65 nmi. Therefore, any cells beyond this range are uncompensated and should be avoided. The PAC circuits are disabled when any of the conditions that follow occur: • When the 5 or 10 nmi ranges are selected (in any mode). • When the MAP mode is selected. • When the GAIN setting is any value except NORM. When the radar beam encounters a weather target of sufficient intensity and depth that requires the full range of attenuation correction, a yellow PAC Alert arc shows at the edge of the outer heading range arc. The PAC Alert arc informs the crew that the radar beam, in the direction of the PAC Alert arc, is severely attenuated, and that the area or “shadow” behind the intervening rainfall may contain hidden (and possibly significant) precipitation. Returns that display a PAC Alert arc should be treated as potentially dangerous. Always avoid the area between the weather that shows and the PAC Alert arc.

ANTENNA STABILIZATION The STAB (Antenna Stabilization) feature uses inputs from the Attitude Heading System (AHS) to automatically stabilize the weather radar antenna during changes in airplane attitude. These inputs eliminate the effects of airplane pitch and roll on the antenna to maintain the desired antenna tilt-to-range ratio. The Antenna Stabilization feature is always set to ON. When the Antenna Stabilization feature is reported off by the radar, the advisory message USTB shows in place of the antenna tilt angle in the radar data field.

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APPENDIX D Weather Radar Techniques

SECTOR SCAN (TWR ONLY) The SEC (Sector Scan) feature is selected with the SEC SCAN selection on the RADAR menu. The Sector Scan feature reduces the antenna scan/sweep angle from ±60° (120° total) to ±30° (60° total). By reducing the antenna scan angle, the amount of time needed for the antenna to complete its sweep is also reduced. This effectively increases the weather radar update rate. Selection of the Sector Scan feature on either PFD reduces the scan arc on all displays.

RECEIVER GAIN C

CAUTION The crew should always return the gain setting to normal (0 (zero)) when finished analyzing the display. Failure to do so may result in missing significant targets when operating in one of the minus gain settings.

The DATA knob on the DCP is used to set the level of receiver gain. The range is –3, –2, –1, NORM, +1, +2, and +3. Normally, receiver gain should be at the normal (0 (zero)) position. Six other positions, including three of increased gain for maximum sensitivity, are available for analyzing the details of the returns. The higher settings are useful in identifying the lightest levels of precipitation while the lower settings are useful for more in-depth studies of the most intense weather targets. Each of the minus settings (–1, –2, and –3) reduces the sensitivity of the radar system by approximately one color level. This results in a total reduction of three color levels when operating with the GAIN set to the –3 position. Therefore if a target was magenta in NORM, the same target at –3 is almost totally removed from the display. From this example, it should be clear that operating the weather radar system in one of the reduced gain settings for an extended period of time is not recommended. NOTE N

When the GAIN value is set to any value other than NORM, the radar returns are uncalibrated, so display colors may no longer accurately indicate rainfall rates.

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APPENDIX D Weather Radar Techniques

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ANTENNA TILT The antenna tilt control is perhaps the most used and most useful control of the radar system. By changing the angle of the antenna relative to the horizon, the crew can point the radar energy beam at close-range weather or ground returns, or direct the beam farther out to paint distant weather. The TILT knob on the DCP is used to manually adjust the antenna tilt angle. The tilt range is ±15°. Turning the TILT knob clockwise selects a positive (upward) tilt angle and turning the TILT knob counterclockwise selects a negative (downward) tilt angle. The TILT knob remains functional while the Autotilt feature (TWR only) is active, enabling the operator to change the antenna tilt/range ratio. Proper use of the TILT knob allows the operator to achieve the best picture of storm cell size, height, and relative direction of movement. Procedures for adjusting the TILT knob vary depending upon user requirements. Proper use can only be achieved through experience and regular practice. TIP Maximum rainfall rates in a thunderstorm usually occur about mid-level in the storm. This is normally the area that will paint the strongest returns. If the airplane is above or below that altitude, some antenna tilt is needed. The amount of TILT needed varies with the estimated distance to the storm – the closer the storm, the more TILT required. In either instance, it is good practice to periodically operate the TILT knob throughout its range to reduce the possibility of missing close-in targets. When operating over land, the best general guideline is to select a range that is within the line-of-sight distance to the horizon (refer to the figure that follows), then adjust the antenna tilt until a small amount of ground clutter appears at about the outer third of the display.

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Figure D-1

APPENDIX D Weather Radar Techniques

Distance To Horizon

As the figure that follows shows, an airplane at 10 000 feet AGL with the 300 nmi range selected is not able to paint ground clutter much beyond 123 nmi. A better range selection at this altitude may be the 100 nmi setting. Figure D-2

Line-of-Sight Range

Once weather activity is identified, it is important to keep the radar beam pointed at the liquid portion of the cell. Ice crystals reflect less energy than liquid precipitation. Tilting the beam above the freezing level may

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APPENDIX D Weather Radar Techniques

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result in underestimating the intensity of the cell. Move the TILT control up and down to determine the most reflective portion of the cell. Figure D-3

Reflective Parts of a Cell

Proper tilt adjustment allows the crew to detect radar “shadows”. Once weather is detected, the crew can continue to decrease the tilt setting until more ground clutter shows around the precipitation cell. Significant precipitation cells can attenuate the radar beam so much that radar returns which are behind the intervening cell (ground and/or weather returns) are greatly reduced in intensity. In some instances, the attenuation may also be great enough to cause a PAC Alert arc to appear.

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Figure D-4

APPENDIX D Weather Radar Techniques

Down Tilt for Radar Shadows

TILT CONTROL AT MIDDLE ALTITUDES While scanning for storm targets and with one of the weather detection modes selected, the optimum tilt angle of the antenna depends upon the altitude of the airplane and the selected range. Antenna tilt for an airplane flying at 20 000 feet (middle altitudes) is typically set near 0° (zero) or slightly down. Figure D-5

Tilt Control at Middle Altitudes

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APPENDIX D Weather Radar Techniques

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TILT CONTROL AT HIGHER ALTITUDES (ABOVE FL 350) The TILT control guidelines just discussed for middle altitudes may not be effective for flights above 35 000 feet. Typically, at high altitudes a longer range is selected and the tilt is adjusted slightly down. When selecting the operating range, keep in mind the line-of-sight distance to the horizon. As the figure that follows shows, when operating at the higher altitudes, it is particularly easy to scan over the top of significant storm cells. Figure D-6

Tilt Control at Higher Altitudes

Do not attempt to overfly targets. It is possible that dry hail (which generally cannot be detected) and severe turbulence may be present far above the (radar) top of any areas of detected precipitation activity. The crew should always remember that the weather radar system is an avoidance tool. It is strongly recommended that pilots never attempt to overfly, underfly, or penetrate storm cells or squall lines. For safest operation, the crew should plan ahead to establish a flight path that

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APPENDIX D Weather Radar Techniques

avoids all returns by the distance established by your flight operations department. To view targets inside the 40 nmi range, large down tilt settings may be necessary. The crew should recognize that a large down tilt setting may prevent more distant storms from being detected, and may cause excessive ground clutter to appear when flying over land.

TILT CONTROL BELOW 10 000 FEET Flight operations below 10 000 feet, such as takeoffs and landings, typically require a shorter range selection (such as the 50 nmi range) with 3° or 4° of uptilt. These settings typically reduce ground clutter and provide the necessary target information. As altitude and speed increase, tilt settings typically need to be lowered to maintain an acceptable display, and the range needs to be increased. Figure D-7

Uptilt at Low Altitudes

AUTOTILT (TWR ONLY) This advanced feature is designed to reduce the number of times it is necessary to adjust the antenna tilt control while changing airplane altitude or range settings. The Autotilt feature automatically adjusts the antenna tilt angle to attempt to maintain the picture in the same area of the display. The PUSH AUTO TILT button in the center of the TILT/RANGE knob on the DCP is used to select the Autotilt feature (push on/push off). The Autotilt feature may be continuously enabled as the system always uses the current manual tilt setting as the starting point.

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APPENDIX D Weather Radar Techniques

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Figure D-8

Autotilt Antenna Movement With Altitude Changes

Figure D-9

Autotilt Antenna Movement With Range Changes

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APPENDIX D Weather Radar Techniques

TARGET ALERT The Target Alert mode permits detectable weather targets (precipitation or precipitation-related turbulence) to be detected and indicated without the targets themselves appearing on the weather radar display. This mode is normally used as a background mode when other data (checklists, remote data, etc.) is in view on the MFD. When target mode is selected, the radar transmitter is energized, the antenna begins to scan, and the TWR automatically selects the range and tilt required (the crew has no control of range and tilt in TGT mode). The legend TGT shows on the AFD when target mode is enabled. TGT mode automatically evaluates two target alert windows (see the figure that follows) to provide search coverage from 7 to 200 nm range (50 nm maximum range for turbulence detection) and ±15° of airplane heading regardless of heading regardless of the range selected. Target alert notifies the crew of the two weather phenomena that follow. • When red or magenta weather targets are detected within the entire range. (Rainfall rates greater than 0.2 in/hr or 5.1 mm/hr.) • When areas of precipitation related turbulence are detected within the 50 nm window. (Wind velocity shifts in excess of 16.4 feet/sec or 5 m/sec.) Figure D-10 Autotilt and Range Setting in Target Alert Mode

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APPENDIX D Weather Radar Techniques

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GROUND CLUTTER SUPPRESSION The GCS button on the DCP is used to temporarily select the Ground Clutter Suppression (GCS) feature. GCS reduces the intensity of ground returns (clutter) in the WX, WX+T and TURB modes, making precipitation returns easier to see. GCS removes some very light rainfall, especially rainfall that is not associated with convective cells. This type of unagitated rain (rain with no associated turbulence) appears ground-like to the Doppler processing circuitry. GCS is most effective when tilt is set so the radar beam just skims the horizon. It is less effective when the antenna tilt is set to scan below the horizon and the resulting ground returns are strong. Ground Clutter Suppression automatically times out after 30 seconds.

WEATHER RECOGNITION AND AVOIDANCE Experience soon enables the crew to properly analyze various types of storm displays. The key to avoiding detected weather is to first determine the heading change needed to bypass a storm safely. Establish the airplane on the appropriate heading, then recheck the weather radar display to see if further heading changes are required. The crew should remember that the weather radar system was designed as a weather avoidance tool. Most operators establish guidelines for storm cell avoidance distances. However, the crew has the sole responsibility to decide how close to approach various types of storm displays. Most convective weather systems in the continental United States travel from south/southwest to north/northeast. The areas ahead of these storms (north/northeast) can be expected to contain gust fronts, turbulence, heavy rain, and possibly hail. It is suggested that these areas be avoided by no less than the minimum distance established by your flight operations department. TIP A good operating technique is for one pilot to set his radar display at a shorter range with some uptilt (depending on altitude) for low altitude maneuvering. The other pilot sets his radar display at a longer range with some down tilt (depending on altitude) to see the big picture for cruise altitude maneuvering. In this manner, the shorter range allows the crew to monitor any close-in targets, while the longer range simultaneously helps the crew in plotting any required course changes.

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APPENDIX D Weather Radar Techniques

TERRAIN MAPPING Interpreting the terrain maps that show on the display is largely a matter of experience and understanding the factors involved when the radar beam strikes a ground target. Again, regular use of the radar will build proficiency in interpreting radar returns. Terrain mapping should be done with the MAP (Ground Mapping) mode selected under the RADAR menu, one of the shorter ranges selected, and the antenna tilted down. The receiver gain may have to be adjusted to change the apparent intensity of ground returns for the highest contrast and ease of interpretation. The extent to which ground targets show depends upon the selected range, antenna beam width, airplane altitude, airplane attitude, the angle at which the radar beam strikes the ground target (incidence angle), and the reflective properties of the ground target. As experience is gained, the crew should be able to interpret displays that indicate lakes, rivers, coastlines, mountains, cities, and larger structures. The receiver gain can be adjusted so coastlines become apparent and cities are well defined. The use of increased gain settings (+1, +2, and +3) should be avoided, as increased gain may cause the radar returns to “paint” between targets, which can obscure some landmarks.

BODIES OF WATER Bodies of water such as lakes, rivers, and oceans usually do not provide a strong return and show up as dark areas on the display. This is because the radar beam is reflected away from the antenna and very little, or none, of the signal is returned. Rough or choppy water, however, provides a return proportional to the activity of the water surface.

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APPENDIX D Weather Radar Techniques

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Figure D-11 Calm Water

Figure D-12 Choppy Water

CITIES Cities usually provide a good return signal, although their intensity depends on selected range, gain setting, airplane attitude and altitude, and antenna tilt if one of the longer ranges is selected. Typically, large buildings and structures will provide a return while small buildings are shadowed from the radar beam by taller buildings. As the airplane approaches closer to the city and a shorter range is selected, details become more noticeable as the regular lines and edges of the city appear.

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APPENDIX D Weather Radar Techniques

In areas where several cities are grouped together, the area can be identified by the pattern of the return signal. For example, cities located along the shore of a large lake such as Lake Michigan may appear in yellow. The lake itself does not provide a good return signal, and therefore appears black. Figure D-13 Cities

WEATHER RADAR OPERATIONAL CONSIDERATIONS DETECTION AND ATTENUATION The weather radar system, like all other X-band airborne weather radars, has limitations that must be understood and recognized by the crew. The first of these has to do with exactly what the systems can detect and display. The weather radar system has been designed to accurately detect and display rainfall and, for the Turbulence Weather Radar (TWR), precipitation-related turbulence. However, what are the rainfall rates for the green, yellow, red, and magenta display levels, and what is the minimum amount of precipitation-related turbulence (also shown in magenta) that can be detected? The reflectivity level chart that shows on the next page shows the relationship between reflectively levels, precipitation rates, and display colors. (The turbulence line in the chart applies only to the TWR.) Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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APPENDIX D Weather Radar Techniques

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Radar Reflectivity Levels and Associated Precipitation Rates REFLECTIVITY LEVEL

PRECIPITATION RATE

COLOR

in/hr

mm/hr

Z1

Less than 0.03

0.52 and greater

No Display

Z2

0.03 to 0.07

0.52 and greater

Green

Z3

0.07 to 0.20

0.8 to 1.8

Yellow

Z4

0.20 to 0.52

1.8 to 5.1

Red

Z5

0.52 and greater

5.1 to 13.2

Magenta

Turbulence

Greater than 0.02

Greater than 0.5

Magenta

NOTE N

Proper use of the GAIN setting allows the operator with weather radar operating experience to estimate rainfall rates greater than a red or magenta return. Targets that show in a reduced gain condition imply that severe turbulence, hail, and very heavy rainfall is likely.

The second limitation of the weather radar system that must be understood by the operator is attenuation of the airborne weather radar signal. As a radar pulse travels through the atmosphere, it progressively loses its ability to return to the receiver with enough energy to produce any given display level. That loss of signal strength is called attenuation, and is due primarily to distance and precipitation. Attenuation of the radar signal due to distance is a function of basic physics. As a rule of thumb, doubling the distance to a target reduces the strength of the returning signals by at least a factor of 4, and in some instances, by a factor of 16. Any return (green, yellow, red, or magenta display) from a distant storm usually indicates extremely high rates of rainfall, and moderate to severe turbulence can be expected. These areas of rainfall should be avoided whenever possible. The second type of attenuation that can reduce the performance of the airborne weather radar system is attenuation due to precipitation. Moisture, especially rainfall, attenuates radar signals. The amount of attenuation due to precipitation depends entirely upon the rainfall rate.

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APPENDIX D Weather Radar Techniques

Figure D-14 Weather Radar Color Levels vs. NWS VIP Levels

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Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

There are instances where extremely heavy rainfall within just a few miles of the airplane can attenuate the transmitted pulse of any radar to useless levels. This attenuation could be so great that the operator could interpret the return as an indication of no rainfall ahead. In fact, the airplane may be entering an area of serious and destructive thunderstorm activity. These areas of “no returns” (or “radar shadows”) are caused by the inability of the radar pulses to penetrate the storm. The reason the pulses cannot get through is that the line of storms contains extremely heavy rain, possibly large hail, and almost certainly severe turbulence.

RANGE COMPENSATION As previously discussed, attenuation due to distance reduces the strength of radar signals. As the airplane approaches a storm, this type of attenuation rapidly decreases, thus increasing signal strength and giving the appearance on the displays of rapid intensification of the target. At ranges of approximately 65 nmi (with a 12-inch antenna), the weather radar system begins to compensate for this problem with its sensitivity time control (STC) circuit. As the airplane approaches a storm, the targets being painted grow in intensity (due to lessened attenuation) right up to the 65 nmi STC boundary. From the STC boundary inward, the display paints an image that allows accurate assessment of the targets (assuming attenuation due to precipitation is taken into account). For most radars, targets beyond the STC boundary do not show properly according to the standard relationship between return level and rainfall intensity. However, the weather radar system provides range-adjusted thresholds to help compensate for this usual deficiency at ranges beyond approximately 70 nmi.

ANTENNA SIZE The weather radar system installed in the King Air uses a 12-inch flat-plate, phased-array antenna. The figure that follows shows the beam-width for the 12-inch antenna. Note that the beam of energy radiating from the antenna is cone-shaped rather than a “pencil-shaped beam” as commonly thought. This figure shows that the 12-inch antenna has a relatively narrow beam width. A narrower beam concentrates the radiated energy into a smaller volume. The result is that more energy is available to illuminate the relatively small target. The concentrated energy improves the ability of the radar system to “see” targets at the longer ranges. In addition to focusing the transmitted energy, it also Criptografia: Fred Mesquita D-18

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APPENDIX D Weather Radar Techniques

increases the ability of the receiver to receive returns, specifically from the areas of interest. The radar system performance at lower altitudes is also improved. The narrower beam may be “pointed” more directly at lower and midsections of a storm without painting too much ground clutter. Since the airborne weather radar system measures the intensity of a storm by the amount of signal reflected back from the target, distortions occur as the beam gets broader with distance. Note the beam width at 50 nmi for the 12-inch antenna in the figure that follows. At 50 nmi, the 12-inch antenna has a beam approximately 7.0 nmi in diameter. If a storm that is 3 miles wide by 3 miles high shows on the radar at 50 nmi, at that distance more than 50 percent of the transmitted energy will pass over, under, and to the sides of the storm due to the beam width. This results in the radar measuring reflectivity levels that are less than true value. The low reflectivity levels occur because the storm is significantly less than beam filling and therefore, shows as a weak storm that in fact could be a strong and hazardous one, even though it is relatively small. Figure D-15 Antenna Size vs. Beam Width

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Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Figure D-16 Radar Target, Beam Filling vs. Non-Beam Filling

The crew should be aware of two other kinds of beam width distortion that apply to any airborne weather radar system. First, if the same 3-mile-high by 3-mile-wide storm is being analyzed with a beam that is over 6 nmi in diameter, it is obvious that the storm cannot be investigated at various levels. The radar system would be painting the storm from top to bottom and the displays would show a composite of storm reflectivity at all levels. Secondly, if a storm 3 miles wide is being painted with a beam that is greater than 6 nmi wide, the target may show smearing from side to side, making the storm appear much wider than it is deep. In some cases, the 3-mile-wide storm could appear as though it is 6 to 10 miles across. This smearing effect is not critical where a single storm is present, but if several 3-mile-wide storms spaced 5 to 10 miles apart are ahead of the airplane, they could smear into a solid line. Note that for any radar, the larger the antenna, the less this smearing distortion will be.

AIRPLANE RADOMES Although not part of the weather radar system, the radome contributes significantly to overall system performance. In effect, the radome is a window for the radar to the targets of interest. A poorly designed, constructed, repaired, or maintained radome can result in poor transmission and reception of signals. There are many instances where the crew reports the radar as being inoperable or weak when the problem is actually the radome. Criptografia: Fred Mesquita D-20

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APPENDIX D Weather Radar Techniques

A properly designed and maintained airplane radome should allow a minimum transmissivity of 90 percent. (Transmissivity is the ratio of the amount of power transmitted through the radome to the amount of power that would be transmitted with the radome removed.) Any transmissivity factor of less than 100 percent causes reduced performance. When properly applied, radome paint causes a loss of about 3.5 to 5 percent in transmissivity. Rubber boots, when properly installed, present a loss of about 5 percent. If a boot is used, it must be adequately sealed to prevent moisture accumulation between the boot and the radome surface. Plastic boots usually present a loss of 20 to 50 percent, which makes them totally unacceptable. If there is reason to question the transmissivity of the radome, it should be checked by a reputable radome authority such as Cair Radomes, Plastics and Synthetics Division of Norton Company, Akron, Ohio. To further assist the crew in selecting or evaluating a radome, refer to FAA Advisory Circular 43-14.

WEATHER RADAR INTERPRETATION Flight hazards due to weather conditions are primarily the result of turbulence and hail. Wet hail can be detected by radar, but turbulent air by itself (such as clear-air turbulence) does not provide a radar echo. Areas having high rainfall rates are ordinarily associated with turbulence, and it is from this rainfall that radar echoes are reflected and the accompanying turbulence associated with the rainfall is implied. Some clouds, often of the stratus type, do not contain sufficient moisture to reflect a detectable echo; however, these clouds are usually not a hazard to flight.

THUNDERSTORMS Updrafts and downdrafts in thunderstorms carry water throughout the cloud. The more severe the drafts, the greater the amount of water contained in the cloud. From the intensity of radar echoes from this moisture, assumptions can be made about the turbulence involved. When the intensity of the target that shows is high (red or magenta) due to large amounts of water, expect the turbulence to be more severe. Regardless of the operating mode (WX or WX+T), areas that show a solid red or magenta display should be avoided by a wide margin. Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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APPENDIX D Weather Radar Techniques

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As a general rule, the steeper the rainfall gradient of a target, the stronger and more severe the turbulence will be. A steep rainfall gradient shows as areas of very narrow, closely spaced green and yellow, or yellow and red, or red and magenta returns. This indicates a large change in the rate of rainfall in a small distance within the storm cell. Along squall lines, individual cells are in different stages of development. Areas between closely spaced, intense echoes may contain developing clouds that do not have enough moisture to produce an echo. The lightest precipitation may or may not show. However, these areas may have strong updrafts, downdrafts, or turbulence. If approaching a squall line, fly as far from building cells as possible. A good rule of thumb for the safest operation is to avoid red or magenta areas (areas of greatest turbulence) by at least the minimum distance established by your flight operations department. Targets that show broad areas of green are generally precipitation without turbulence, but keep in mind attenuation due to distance and precipitation. Thunderstorm development is rapid. A flight course that appears clear may contain active and growing cells a few minutes later. When viewing the shorter ranges, periodically select one of the longer ranges to observe distant conditions. This permits early planning of necessary avoidance maneuvers.

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APPENDIX D Weather Radar Techniques

Figure D-17 Thunderstorms

Studies have shown that thunderstorms tend to travel in the direction of the winds at approximately 10 000 feet. New cells generally form on the side of a cloud in the direction toward which it is moving, usually an easterly direction. Newly developing cells often do not contain sufficient water to reflect an echo, yet they can cause severe turbulence. In general, detour to the diminishing side of thunderstorms, keeping in mind the minimum distances established by your flight operations department.

TORNADOES An extreme case of severe turbulence is a tornado. The vast majority of tornadoes are produced by severe thunderstorms and super cells. Radar displays of clouds from which tornadoes were confirmed have occasionally shown the formation of a hook pattern in connection with the tornado. A narrow, finger-like portion extends from the cloud display, and in a short time, curls into a hook and closes on itself. Other echoes associated with tornadoes are V-shaped notches and doughnut shapes. Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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These shapes do not always indicate tornadoes, nor are tornado echoes limited to these characteristic patterns. Of the confirmed radar observation of tornadoes from target thunderstorms, most displays have not shown shapes different from those of a normal thunderstorm display. Conditions conducive to tornado formation produce severe updrafts and downdrafts that carry large amounts of water to great heights. Red or magenta areas with steep rainfall gradients that produce echoes at high altitudes (TILT control up more than usual) generally indicate conditions favorable for producing tornadoes. In no case should these areas be approached or penetrated. Avoid them by at least the minimum distance established by your flight operations department, since turbulence may extend outward from the echo-producing area for large distances.

HAIL Hail results from updrafts carrying water high enough to freeze. Consequently, the greater the height of a thunderstorm echo, the greater the probability that it contains hail. An estimate of the height can be made by the amount of antenna up tilt required to view the upper part of the target echo. In the upper regions of a cloud where ice particles are “dry” (no liquid coating on the particles) echoes are less intense. Liquid (water) reflects about 5 times more radar energy than solid ice particles of the same mass. Since hailstones are con-siderably larger than water drops and are usually coated with a thin layer of water, the echo intensity from “wet” hail is greater than that from rainfall. Thunderstorm targets having an intensity greater than that associated with maximum rainfall will most likely contain hail. It is not always possible to determine from the display whether the echo is from hail or from rain. Instances have been reported of hail targets producing finger-like protrusions up to 5 miles long, and blunt protuberances up to 3 miles from the edge of thunderstorm echoes. In parts of the country where hail occurs often, extensions from thunderstorms, shown in either red or magenta, generally indicate the presence of hail. This same type of display is also associated with new convective cells that may not yet contain hail. As with tornadoes, there are no uniquely distinctive displays that are in all cases associated with hail. Protruding fingers, hooks, scalloped edges, and U-shapes are display shapes that have been associated with hail, yet hail echoes are not limited to these shapes. These

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APPENDIX D Weather Radar Techniques

displays, however, do indicate areas of severe turbulence and must be avoided by a wide margin. Echoes from hail can appear quickly and along any edge of a storm cell. These echoes can also change in shape and intensity in a very short period of time. For this reason, close and careful monitoring of the display is required. If the Turbulence Weather Radar is installed, the WX+T mode should be used to provide continuous monitoring for turbulence.

WEATHER AVOIDANCE The paragraphs that follow are included in this section to reinforce the “Weather Recognition and Avoidance” section presented earlier. Remember, the key to avoiding detected weather is to first determine the heading change needed to safely bypass a storm. Although there is no definite minimum distance rule in avoiding storms, most flight operation departments have established guidelines for storm cell avoidance distances. However, the crew has the sole responsibility to decide how close to approach various types of storm displays. Monitor the weather at the longer ranges whenever possible. Periodically switch to a lower range and tilt setting for a “quick look” in front of the airplane. This procedure reduces the chance of overflying a target, yet still allows time to evaluate weather development and plan any heading changes. When using the shorter ranges, it is a good idea to periodically switch to one of the longer ranges to determine the extent of the weather activity. Operate in the normal mode with one display monitoring a short range for maneuvering, and the other display on a long range to aid in longer term planning. Proper management of the TILT control is paramount in obtaining the full benefits of an airborne weather radar system. Use the TILT control to “look” at a target at various levels. If at all possible, avoid targets that are painting areas of red or magenta by at least the minimum distance established by your flight operations department. Do not fly toward an area when a PAC Alert arc is present at the perimeter of the last range arc. It is also a considered good idea to have some amount of ground return in view in the outer regions of the display. This serves two purposes - it enables confirmation that the system is transmitting and receiving properly, and it enables “radar shadows” to be seen. A target that

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shows a radar shadow may also cause a PAC Alert. Do not fly toward these areas! NOTE N

While in the vicinity of detectable weather, the crew should temporarily select a shorter range setting either during or immediately after significant heading changes.

Experience gained with the use of the weather radar system and the guidelines discussed in this guide soon allows the crew to properly analyze the various types of storms and determine the distance necessary to avoid them. Remember that the weather radar system can only detect precipitation, and the Turbulence Weather Radar system can only detect precipitation and precipitation-based turbulence. Neither system detects clouds, lightning, or clear-air turbulence hazards. NOTE N

FAA Advisory Circular 20-68B provides criteria for determining the safe distance for human exposure to radar radiation. This criteria applied to the weather radar system produces a safe distance of 0.65 meters (2 feet). Users should take necessary and reasonable precautions to ensure that personnel and equipment sensitive to microwave radiation remain safely beyond this distance while within the illumination pattern of an operating weather radar system.

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OPERATOR’S GUIDE Index

INDEX Subject

Page

A ADC, Reversion ............................................................................ 20-43 ADF operation, RTU ..................................................................... 21-15 ADF Radio, Frequency Selection ................................................. 18-24 ADF Radio, Operation Control ..................................................... 18-26 ADF Radio, Tuning and Control ................................................... 18-21 ADS, System Description ................................................................. 3-1 (AFD) Adaptive Flight Display ........................................................ 22-1 AHS, Airborne Initialization ............................................................. 17-7 AHS, DG Mode ............................................................................... 17-1 AHS, DG Mode Initialization ........................................................... 17-5 AHS, DG/Slave Switch ................................................................... 17-1 AHS, HDG Flag in View Before Departure ................................... 17-10 AHS, HDG Flag in View During Takeoff Roll ................................ 17-11 AHS, HDG Flag in View En Route .................................................. 17-8 AHS, Heading Errors Due to Acceleration/Deceleration .............. 17-12 AHS, Heading Errors During Ground Operations ......................... 17-11 AHS, Heading Errors in Turbulence ............................................. 17-14 AHS, Heading Errors in Turns ...................................................... 17-13 AHS, Initialization with Motion or Power Interruption ..................... 17-4 AHS, Normal Initialization ............................................................... 17-2 AHS, Reversion Control .................................................... 17-15, 20-45 AHS, Slave Mode ........................................................................... 17-1 AHS, Slew Switch ........................................................................... 17-1 AHS, Stimulation Mode ................................................................ 17-15 AHS, System Description ................................................................. 4-1 ALT Button, FGP .......................................................................... 19-23 ALT Knob, FGP ............................................................................ 19-25 Altitude Hold Mode, FGS .............................................................. 19-23 Altitude Preselect Mode, FGS ...................................................... 19-25 AP Button, FGP .............................................................................. 19-8 APPR Button, FGP ................................................. 19-17, 19-19, 19-30 Approach Mode (FMS operation), FGS ........................................ 19-19 Approach Mode (manual operation), FGS ................................... 19-17 ATC operation, RTU ..................................................................... 21-27 ATC, Identification Code Selection ............................................... 18-29 ATC, Transponder Control ............................................................ 18-27

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Subject

Page

ATC, Transponder Mode/Status Control ...................................... 18-30 Autopilot Select, FGS ..................................................................... 19-8

B Bearing Pointers ......................................................................... 22-118

C CCP, Cursor Control Panel ............................................................. 22-3 CDU, ADF Radio Frequency Selection ........................................ 18-24 CDU, ADF Radio Operation Control ............................................. 18-26 CDU, ADF Radio Tuning and Control ........................................... 18-21 CDU, ATC Identification Code Selection ...................................... 18-29 CDU, ATC Transponder Control ................................................... 18-27 CDU, ATC Transponder Mode/Status Control .............................. 18-30 CDU, COM Radio Direct Tuning ..................................................... 18-8 CDU, COM Radio Emergency Tuning .......................................... 18-12 CDU, COM Radio Messages ....................................................... 18-12 CDU, COM Radio Preset Tuning .................................................. 18-10 CDU, COM Radio Recall Tuning .................................................... 18-9 CDU, COM Radio Self-Test .......................................................... 18-11 CDU, COM Radio Squelch Control .............................................. 18-11 CDU, COM Radio Tuning and Control ........................................... 18-5 CDU, Control Display Unit ............................................................ 22-11 CDU, DME Hold ........................................................................... 18-17 CDU, FMS DME Tuning ............................................................... 18-21 CDU, HF Radio Direct Tuning ...................................................... 18-36 CDU, HF Radio Messages ........................................................... 18-40 CDU, HF Radio Operating Mode Control ..................................... 18-38 CDU, HF Radio Power Level Control ........................................... 18-39 CDU, HF Radio Preset Tuning ..................................................... 18-37 CDU, HF Radio Self Test Control ................................................. 18-40 CDU, HF Radio Squelch Control .................................................. 18-38 CDU, HF Radio Tuning and Control ............................................. 18-32 CDU, NAV/DME Radio Frequency Selection ............................... 18-16 CDU, NAV/DME Radio NAVAID Selection ................................... 18-20 CDU, NAV/DME Radio Operation Control .................................... 18-18 CDU, NAV/DME Radio Tuning and Control .................................. 18-13 CDU, Radio Tuning Overview ........................................................ 18-3 CDU, Reversion Control ............................................................... 18-40 COM operation, RTU ...................................................................... 21-4 Criptografia: Fred Mesquita Index-2

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Subject

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Page

COM Radio, Direct Tuning ............................................................. 18-8 COM Radio, Emergency Tuning ................................................... 18-12 COM Radio, Preset Tuning .......................................................... 18-10 COM Radio, Recall Tuning ............................................................. 18-9 COM Radio, Self-Test ................................................................... 18-11 COM Radio, Squelch Control ....................................................... 18-11 COM Radio, Tuning and Control .................................................... 18-5 Control Display Unit, CDU ............................................................ 22-11 Control Wheel, GA Button ............................................................ 19-20 Control Wheel, SYNC Button ......................................................... 19-4 CPL Button, FGP ............................................................................ 19-3 Cross-side Tuning, RTU ............................................................... 21-34 Cursor Control Panel, CCP ............................................................ 22-3

D DCP (Display Control Panel) ........................................................ 22-18 DCP, NAV/BRG Button .......................................................... 20-3, 20-6 DCP, REFS Button ....................................................................... 20-15 DG/Slave Switch ............................................................................ 17-1 Display Dimming .......................................................................... 20-48 Display Reversion ...................................................................... 22-186 DISPLAY Switch ................................................................ 20-46, 20-47 DME Hold ..................................................................................... 18-17

E EFIS, System Description ................................................................ 5-1 EIS, System Description ................................................................... 6-1 Elapsed Timer, PFD ..................................................................... 20-17 Engine FIRE Warning Message, MFD ......................................... 23-45

F FD Button, FGP .............................................................................. 19-1 FGP, 1/2 BANK Button ................................................................... 19-6 FGP, ALT Button ........................................................................... 19-23 FGP, ALT Knob ............................................................................. 19-25 FGP, AP Button .............................................................................. 19-8 FGP, APPR Button ................................................. 19-17, 19-19, 19-30 FGP, CPL Button ............................................................................ 19-3 FGP, FD Button .............................................................................. 19-1 FGP, FLC Button .......................................................................... 19-28 Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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Subject

Page

FGP, Flight Guidance Panel ......................................................... 22-22 FGP, HDG Button ......................................................................... 19-14 FGP, NAV Button .......................................................................... 19-15 FGP, VNAV Button ........................................................................ 19-33 FGP, VS Button ............................................................................ 19-27 FGP, YD Button ............................................................................ 19-10 FGS, Altitude Hold Mode .............................................................. 19-23 FGS, Altitude Preselect Mode ...................................................... 19-25 FGS, Approach Mode (FMS operation) ........................................ 19-19 FGS, Approach Mode (manual operation) ................................... 19-17 FGS, Autopilot Select ..................................................................... 19-8 FGS, Flight Director Select ............................................................. 19-1 FGS, Flight Director SYNC ............................................................. 19-4 FGS, Flight Guidance Transfer ....................................................... 19-3 FGS, Flight Level Change Mode .................................................. 19-28 FGS, Glideslope Approach Mode ................................................. 19-30 FGS, Go Around Mode ................................................................. 19-20 FGS, Half Bank .............................................................................. 19-6 FGS, Heading Select Mode .......................................................... 19-14 FGS, Navigation Mode ................................................................. 19-15 FGS, Overspeed Mode ................................................................ 19-31 FGS, Pitch Mode .......................................................................... 19-22 FGS, Roll Mode ............................................................................ 19-13 FGS, System Description ................................................................. 7-1 FGS, Vertical Navigation .............................................................. 19-33 FGS, Vertical Speed Mode ........................................................... 19-27 FGS, Yaw Damper ....................................................................... 19-10 FLC Button, FGP .......................................................................... 19-28 Flight Director Select, FGS ............................................................. 19-1 Flight Director SYNC, FGS ............................................................. 19-4 Flight Guidance Panel, FGP ......................................................... 22-22 Flight Guidance Transfer, FGS ....................................................... 19-3 Flight Level Change Mode, FGS .................................................. 19-28 FMS Map Source Select .............................................................. 20-28 FMS Message Field, PFD .......................................................... 22-141 FMS Plan Map ............................................................................ 22-110 FMS Status Field, PFD ............................................................... 22-141 FMS, DME Tuning ........................................................................ 18-21 Fuel Flow Fail Flag (FF), MFD ..................................................... 23-46

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Page

G GA Button, Control Wheel ............................................................ 19-20 Glideslope Approach Mode, FGS ................................................. 19-30 Go Around Mode, FGS ................................................................. 19-20

H Half bank, FGS ............................................................................... 19-6 HDG, FGP .................................................................................... 19-14 Heading Select Mode, FGS .......................................................... 19-14 HF operation, RTU ....................................................................... 21-19 HSI display, RTU .......................................................................... 21-36

I ITT Comparator Flag, MFD .......................................................... 23-48 ITT Fail Flag, MFD ....................................................................... 23-45

L LDS, System Description ............................................................... 10-1 Load Checklists, MFD .................................................................. 20-34

M MDS, System Description .............................................................. 11-1 MFD Failure .................................................................................. 20-46 MFD Warning Flags and Alerts .................................................... 23-44 MFD, Advisories ........................................................................... 23-54 MFD, Bearing Pointers ............................................................... 22-118 MFD, Caution Flags and Alerts .................................................... 23-47 MFD, Course Deviation & To/From ............................................ 22-127 MFD, Display Dimming ................................................................. 20-48 MFD, Display Ranges .................................................................. 20-36 MFD, Display Reversion ............................................................. 22-186 MFD, FMS Plan Map .................................................................. 22-110 MFD, FMS PPOS Map ............................................................... 22-141 MFD, Ground Speed .................................................................. 22-116 MFD, Heading Displays .............................................................. 22-123 MFD, ISA Delta .......................................................................... 22-116 MFD, Lightning Overlay ................................................... 20-38, 22-164 MFD, Load Checklists .................................................................. 20-34 MFD, Navigation Data Source Data Field .................................. 22-135 Criptografia: Fred Mesquita 1st Edition 25 Aug 05

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Subject

Page

MFD, Reversion Control ............................................................... 20-47 MFD, Select Checklists ................................................................ 20-30 MFD, Select Display Formats ............................................ 20-22, 20-27 MFD, Select Display Range ......................................................... 20-36 MFD, Select FMS Map Source ..................................................... 20-28 MFD, Select TCAS Overlay .......................................................... 20-42 MFD, Static Air Temperature ...................................................... 22-116 MFD, TCAS Only Format ........................................................... 22-167 MFD, Terrain Overlay ...................................................... 20-38, 22-180 MFD, True Air Speed .................................................................. 22-116 MFD, Weather Overlay .................................................... 20-38, 22-150 MFD, Wind Speed/Direction ....................................................... 22-127

N N1 Comparator Flag, MFD ........................................................... 23-49 N1 Fail Flag, MFD ........................................................................ 23-45 NAV Button, FGP ......................................................................... 19-15 NAV operation, RTU ..................................................................... 21-10 NAV/BRG Button, DCP ......................................................... 20-3, 20-6 NAV/DME Radio, Frequency Selection ........................................ 18-16 NAV/DME Radio, NAVAID Selection ............................................ 18-20 NAV/DME Radio, Operation Control ............................................. 18-18 NAV/DME Radio, Tuning and Control .......................................... 18-13 NAV-to-NAV Capture, FGS ........................................................... 22-84 NAVAID Selection ......................................................................... 18-20 Navigation Mode, FGS ................................................................. 19-15

O Oil Pressure Fail Flag, MFD ......................................................... 23-46 Oil Temperature Fail Flag, MFD ................................................... 23-46 Overspeed Mode, FGS ................................................................ 19-31

P PFD Failure .................................................................................. 20-47 PFD, Advisory Flags and Messages ............................................ 23-38 PFD, Airspeed Display ................................................................. 22-45 PFD, Altitude Display ................................................................... 22-63 PFD, ATC Ident Code ................................................................... 22-87 PFD, Attitude Display ................................................................... 22-59 PFD, Bearing Pointer Source Select .............................................. 20-6 Criptografia: Fred Mesquita Index-6

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OPERATOR’S GUIDE Index

Page

PFD, Bearing Pointers ................................................................ 22-118 PFD, Bearing Source Menu ........................................................... 20-6 PFD, Caution Flags and Alerts ..................................................... 23-16 PFD, Course Deviation & To/From ............................................. 22-127 PFD, Display Dimming ................................................................. 20-48 PFD, Display Ranges ................................................................... 20-36 PFD, Display Reversion ............................................................. 22-186 PFD, Elapsed Timer .......................................................... 20-17, 22-87 PFD, FGS Displays ...................................................................... 22-32 PFD, FMS Message Field .......................................................... 22-141 PFD, FMS PPOS Map ................................................................ 22-141 PFD, FMS Status Field ............................................................... 22-141 PFD, Heading Displays .............................................................. 22-123 PFD, Lightning Overlay ................................................... 20-38, 22-164 PFD, NAV-to-NAV Capture ........................................................... 22-84 PFD, Navigation Source Data Field ........................................... 22-135 PFD, Navigation Source Menu ....................................................... 20-3 PFD, Preselect NAV Source ......................................................... 22-84 PFD, Ram Air Temperature .......................................................... 22-87 PFD, REFS Menu ..................................................... 20-9, 20-12, 22-90 PFD, Reversion Control ............................................................... 20-46 PFD, Select Display Formats ......................................................... 20-1 PFD, Select Display Range .......................................................... 20-36 PFD, Select NAV Source ................................................................ 20-3 PFD, Select TCAS Overlay .......................................................... 20-42 PFD, Set BARO MIN .................................................................... 20-12 PFD, Set Baro Unit of Measurement ............................................ 20-15 PFD, Set DH ................................................................................. 20-12 PFD, Set Flight Director Style ...................................................... 20-15 PFD, Set Flight Level 180 Alert .................................................... 20-15 PFD, Set MDA .............................................................................. 20-12 PFD, Set Metric Altitude ............................................................... 20-15 PFD, Set RA MIN ......................................................................... 20-12 PFD, Set Vspeed References ........................................................ 20-9 PFD, TAWS Alerts ...................................................................... 22-180 PFD, TCAS II RA Fly-To Commands ........................................... 22-81 PFD, Terrain Overlay ....................................................... 20-38, 22-180 PFD, UTC Time ............................................................................ 22-87 PFD, Vertical Speed Indicator ...................................................... 22-77 PFD, VHF COM1/COM2 Frequency ............................................ 22-87 PFD, Warning Flags and Alerts ...................................................... 23-3 Criptografia: Fred Mesquita 1st Edition 25 Aug 05

Index-7

OPERATOR’S GUIDE Index

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Subject

Page

PFD, Weather Overlay .................................................... 20-38, 22-150 PFD, Weather Radar Menu .......................................................... 20-18 PFD, Wind Speed/Direction ....................................................... 22-127 PFD/MFD, TCAS Overlay .......................................................... 22-167 Pitch Mode, FGS .......................................................................... 19-22 Propeller Comparator Flag, MFD ................................................. 23-48 Propeller Fail Flag, MFD .............................................................. 23-45

R REFS Button, DCP ....................................................................... 20-15 Remote Switches ......................................................................... 22-26 Reversion Control, AHS .................................................... 17-15, 20-45 Reversion Control, CDU ............................................................... 18-40 Reversion Control, MFD ............................................................... 20-47 Reversion Control, PFD ............................................................... 20-46 Reversion, ADC ............................................................................ 20-43 Reversionary Tuning, RTU ........................................................... 21-35 Roll Mode, FGS ............................................................................ 19-13 RSS, System Description ............................................................... 12-1 RTU, ADF operation ..................................................................... 21-15 RTU, ATC operation ..................................................................... 21-27 RTU, COM operation ...................................................................... 21-4 RTU, Cross-side Tuning ............................................................... 21-34 RTU, HF operation ....................................................................... 21-19 RTU, HSI display .......................................................................... 21-36 RTU, NAV operation ..................................................................... 21-10 RTU, Reversionary Tuning ........................................................... 21-35 RTU, TCAS II operation ............................................................... 21-31 RTU, tuning .................................................................................... 21-1 Rudder Boost System .................................................................. 19-12 Rudder Mistrim Warning Flag, PFD .............................................. 23-12

S Select Bearing Pointer Source ....................................................... 20-6 Select Checklists, MFD ................................................................ 20-30 Select MFD Display Formats ............................................. 20-22, 20-27 Select NAV Source ......................................................................... 20-3 Select PFD Display Formats .......................................................... 20-1 Set BARO MIN ............................................................................. 20-12 Set DH .......................................................................................... 20-12 Criptografia: Fred Mesquita Index-8

1st Edition 25 Aug 05

Pro Line 21 with Optional IFIS Raytheon King Air Criptografia: Fred Mesquita

OPERATOR’S GUIDE Index

Subject

Page

Set MDA ....................................................................................... 20-12 Set RA MIN .................................................................................. 20-12 Set Vspeed References ................................................................. 20-9 Slew Switch .................................................................................... 17-1 SYNC Button, Control Wheel ......................................................... 19-4

T T±XX.XA Alert, PFD ..................................................................... 23-30 TA ONLY Alert, PFD ..................................................................... 23-31 TAWS, Colors ................................................................................... A-1 TAWS, System Description ............................................................ 15-1 TCAS FAIL Alert, PFD .................................................................. 23-31 TCAS I, System Description ........................................................... 13-1 TCAS II operation, RTU ............................................................... 21-31 TCAS II, Aurals ................................................................................ C-1 TCAS II, RA Fly-To Commands .................................................... 22-81 TCAS II, System Description .......................................................... 14-1 TCAS II, TCAS Only Format ........................................... 20-42, 22-167 TCAS II, Traffic Overlay ................................................................ 20-42 TORQ Comparator Flag, MFD ..................................................... 23-48 TORQ Fail Flag, MFD ................................................................... 23-46 TWR, System Description .............................................................. 16-1

U USTB Alert, MFD ............................................................................. D-2 USTB Alert, PFD ............................................................................. D-2

V Vertical Navigation, FGS .............................................................. Vertical Speed Mode, FGS ........................................................... VNAV Button, FGP ....................................................................... VS Button, FGP ............................................................................

19-33 19-27 19-33 19-27

W Weather Radar Menu, PFD .......................................................... 20-18 Weather Radar PAC (Path Attenuation Compensation) .................. D-2 Weather Radar, Antenna Autotilt ..................................................... D-9 Weather Radar, Antenna Size ....................................................... D-18 Weather Radar, Antenna Stabilization ............................................ D-2 Criptografia: Fred Mesquita 1st Edition 25 Aug 05

Index-9

OPERATOR’S GUIDE Index

Pro Line 21 with Optional IFIS Criptografia: Fred Mesquita Raytheon King Air

Subject

Page

Weather Radar, Antenna Tilt ........................................................... D-4 Weather Radar, Detection and Signal Attenuation ........................ D-15 Weather Radar, GCS (Ground Clutter Suppression) ..................... D-12 Weather Radar, MAP Mode .......................................................... D-13 Weather Radar, Radomes ............................................................. D-20 Weather Radar, Range Compensation ......................................... D-18 Weather Radar, Receiver Gain ....................................................... D-3 Weather Radar, Recognition and Avoidance ................................. D-12 Weather Radar, Return Interpretation ........................................... D-21 Weather Radar, SEC (Sector Scan) ................................................ D-3 Weather Radar, Target Alert ........................................................... D-11 Weather Radar, Techniques ............................................................ D-1 Weather Radar, Terrain Mapping .................................................. D-13 Weather Radar, Weather Avoidance ............................................. D-25 Wind Speed/Direction, MFD ....................................................... 22-127 Wind Speed/Direction, PFD ....................................................... 22-127 WXR, System Description .............................................................. 16-1

Y Yaw Damper, FGS ........................................................................ 19-10 YD Button, FGP ............................................................................ 19-10

Criptografia: Fred Mesquita Index-10

1st Edition 25 Aug 05

Criptografia: Fred Mesquita

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Criptografia: Fred Mesquita

Criptografia: Fred Mesquita

Collins Aviation Services Rockwell Collins, Inc. Cedar Rapids, IA 52498

Mesquita Inc. All rights Fred reserved. © Copyright 2005 Rockwell Collins,Criptografia: 25 Aug 05 523-0807239-001117

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