CL 604-Navigation Systems

PILOT TRAINING GUIDE NAVIGATION SYSTEMS
Table of Contents
Introduction ....................................................................................................................... 17-1

Independent Position Determining Systems ............................................................... 17-1
Dependent Position Determining Systems.................................................................. 17-1
Flight Management System (FMS) ............................................................................. 17-2
Associated Components ............................................................................................. 17-2
Inertial Reference System (IRS) ....................................................................................... 17-3
Description .................................................................................................................. 17-3
Components and Operation ........................................................................................ 17-3
Inertial Reference Unit (IRU) ................................................................................. 17-3
Mode Select Unit (MSU) ....................................................................................... 17-4
IRS Reversionary Mode Selectors ........................................................................ 17-5
IRS Normal Alignment........................................................................................... 17-8
IRS Rapid Realignment....................................................................................... 17-10
IRS Attitude (ATT) Mode..................................................................................... 17-10
IRS Shutdown ..................................................................................................... 17-11
Operating Tips..................................................................................................... 17-11
Controls and Indicators ............................................................................................. 17-12
EICAS Messages ...................................................................................................... 17-13
Weather Radar System................................................................................................... 17-14
Description ................................................................................................................ 17-14
Components and Operation ...................................................................................... 17-15
Receiver Transmitter Antenna (RTA) .................................................................. 17-15
Weather Radar Control Panel (WXP) ................................................................. 17-15
Display Control Panel.......................................................................................... 17-17
Weather Radar Displays ..................................................................................... 17-18
Weather Radar Display Modes ........................................................................... 17-21
Lightning Detection System (Optional)................................................................ 17-22
Enhanced Ground Proximity Warning System (EGPWS) ............................................... 17-28
Description ................................................................................................................ 17-28
Mode 1 - Excessive Descent Rate ...................................................................... 17-30
Mode 2 - Excessive Terrain Closure Rate .......................................................... 17-31
Mode 3 - Altitude Loss after Takeoff ................................................................... 17-33
Mode 4 - Unsafe Terrain Clearance .................................................................... 17-34
Mode 5 - Descent Below Glideslope ................................................................... 17-37
Mode 6 - Callouts ................................................................................................ 17-39
Mode 7 - Windshear Detection and Alerting ....................................................... 17-40
Terrain Clearance Floor (TCF) ............................................................................ 17-42
Terrain Clearance Floor Database ...................................................................... 17-42
Terrain/Obstacle Awareness Alerting and Display (TAAD) ................................. 17-43
For Training Purposes Only 17-i

May 03
NAVIGATION SYSTEMS PILOT TRAINING GUIDE
EGPWC Position and Altitude Determination ..................................................... 17-43

Terrain/Obstacle Awareness Alerting and Display (TAAD) Database ................ 17-44
Terrain Awareness Display ................................................................................. 17-44
Terrain/Obstacle Awareness Caution Alert ......................................................... 17-46
Terrain/Obstacle Awareness Warning Alert ........................................................ 17-47
EGPWS Glareshield Switch/Lights ..................................................................... 17-47
EICAS Messages...................................................................................................... 17-52
VHF Navigation System.................................................................................................. 17-55
Description ................................................................................................................ 17-55
Components and Operation...................................................................................... 17-55
VHF Navigation Receiver.................................................................................... 17-55
Nav Tuning.......................................................................................................... 17-55
Course Selection and Tracking ........................................................................... 17-55
Bearing Pointer Selection.................................................................................... 17-56
Cross-Side Course Display ................................................................................. 17-56
Distance Measuring Equipment (DME) System.............................................................. 17-62
Description ................................................................................................................ 17-62
DME Transceivers............................................................................................... 17-62
Tuning ................................................................................................................. 17-62
DME Hold............................................................................................................ 17-62
DME Aural Identification...................................................................................... 17-62
DME Status Page Selection................................................................................ 17-63
Automatic Direction Finder (ADF) System ...................................................................... 17-68
Description ................................................................................................................ 17-68
ADF Receivers .................................................................................................... 17-68
ADF Antenna....................................................................................................... 17-68
ADF Tuning ......................................................................................................... 17-68
ADF Bearing Pointer Selection and Navigation .................................................. 17-68
ADF Operation Modes ........................................................................................ 17-69
ADF Failure Indication......................................................................................... 17-69
ADF Self-test....................................................................................................... 17-69
Air Traffic Control (ATC) Transponder System ............................................................... 17-73
Description ................................................................................................................ 17-73
Transponder........................................................................................................ 17-73
Antennas ............................................................................................................. 17-73
ATC Selector Knob ............................................................................................. 17-74
17-ii For Training Purposes Only

May 03
Code Selection.................................................................................................... 17-74

Traffic Alert and Collision Avoidance System (TCAS) .................................................... 17-78
Description ................................................................................................................ 17-78
TCAS Transmitter / Receiver .............................................................................. 17-78
TCAS Traffic Symbology........................................................................................... 17-78
Other Traffic (OT)................................................................................................ 17-80
Proximate Traffic (PT) ......................................................................................... 17-80
Traffic Alert (TA).................................................................................................. 17-80
Resolution Advisory (RA) .................................................................................... 17-81
RA Communication and Coordination ................................................................. 17-81
TCAS Resolution Advisories (RAs) Inhibits ........................................................ 17-84
RTU Controller .................................................................................................... 17-85
MFD TCAS Displays ........................................................................................... 17-86
PFD TCAS Displays ............................................................................................ 17-87
Self-Test.............................................................................................................. 17-88
Global Positioning System (GPS) ................................................................................... 17-89
Description ................................................................................................................ 17-89
GPS Receivers.................................................................................................... 17-90
GPS Sensors and Navigation ............................................................................. 17-90
GPS RAIM........................................................................................................... 17-90
FMS-GPS Control Page...................................................................................... 17-94
Satellite Deselect ................................................................................................ 17-94
Flight Management System (FMS) ................................................................................. 17-95
Description ................................................................................................................ 17-95
FMS Control Display Units (CDUs) ..................................................................... 17-96
Flight Management Computers (FMCs) .............................................................. 17-98
Data Base Unit (DBU) ......................................................................................... 17-98
Synchronized / Independent Operation............................................................. 17-100
Controls and Indicators ........................................................................................... 17-101
FMS Tune Inhibit............................................................................................... 17-101
FMS 3 Reversionary Selector ........................................................................... 17-102
FMS Message Displays .................................................................................... 17-103
FMS Color Conventions .................................................................................... 17-106
For Training Purposes Only 17-iii

May 03
Page Intentionally Left Blank
17-iv For Training Purposes Only

May 03
List of Figures
Graphic Title Figure
Mode Select Unit...............................................................................................................17-1

PFD IRS Source Annunciations........................................................................................ 17-2
Source Selector Panel - IRS Reversionary Mode Selectors ............................................. 17-3
PFD IRS Aligning Annunciation ........................................................................................ 17-4
Attitude Mode.................................................................................................................... 17-5
IRS Mode Select Unit (MSU) ............................................................................................ 17-6
IRS Reversionary Mode Selectors (Dual IRS Configuration)............................................ 17-7
PFD IRS Source Annunciations (Dual IRS Configuration)................................................ 17-8
IRS Reversionary Mode Selectors (Triple IRS Configuration) .......................................... 17-9
Weather Radar Control Panel (WXP) ............................................................................. 17-10
Display Control Panel (DCP) .......................................................................................... 17-11
MFD Formats - Display of Weather Radar...................................................................... 17-12
Weather Radar Test Display ........................................................................................... 17-13
Weather Radar Control Panel (WXP) ............................................................................. 17-14
Display Control Panel (Weather Radar Functions) ......................................................... 17-15
Weather Radar Display................................................................................................... 17-16
Pilot and Copilot MFD - Weather Radar Fault Annunciation........................................... 17-17
EGPWS Functional Schematic ....................................................................................... 17-18
EGPWS Mode 1.............................................................................................................. 17-19
EGPWS Mode 2A ........................................................................................................... 17-20
EGPWS Mode 2B ........................................................................................................... 17-21
EGPWS Mode 3.............................................................................................................. 17-22
EGPWS Mode 4A ........................................................................................................... 17-23
EGPWS Mode 4B ........................................................................................................... 17-24
EGPWS Mode 4C ........................................................................................................... 17-25
EGPWS Mode 5.............................................................................................................. 17-26
EGPWS Mode 6 Bank Angle .......................................................................................... 17-27
EGPWS Mode 7 Windshear Thresholds......................................................................... 17-28
PFD Windshear Display.................................................................................................. 17-29
Terrain Clearance Floor (TCF)........................................................................................ 17-30
TAAD Caution and Warning Alert Envelopes ................................................................. 17-31
Terrain/Obstacle Awareness Display Color Patterns ...................................................... 17-32
Display Control Panel - TERR Button ............................................................................. 17-33
MFD Terrain Awareness Display .................................................................................... 17-34
For Training Purposes Only 17-v

Jan 04
Terrain/Obstacle Awareness Caution Alert..................................................................... 17-35

Terrain/Obstacle Awareness Warning Alert.................................................................... 17-36
EGPWS Glareshield Switch/Lights ................................................................................. 17-37
EGPWS Controls and Indicators..................................................................................... 17-38
PFD Indications............................................................................................................... 17-39
EGPWS Self-Test - Terrain Test Pattern ........................................................................ 17-40
MFD Terrain Abnormal Annunciations............................................................................ 17-41
VHF Navigation RTU Display.......................................................................................... 17-42
Audio and Display Control Panel .................................................................................... 17-43
Flight Control Panel Course Knobs................................................................................. 17-44
PFD Navigation Display .................................................................................................. 17-45
MFD Navigation Display ................................................................................................. 17-46
PFD - VHF NAV - Failure Displays ................................................................................. 17-47
MFD - VOR / DME Status Page...................................................................................... 17-48
DME Controls (RTU / Audio Control Panel).................................................................... 17-49
DME Displays (PFD / MFD) ............................................................................................ 17-50
ADF Bearing Display (PFD) ............................................................................................ 17-51
ADF Bearing Display (MFD) ........................................................................................... 17-52
ADF Controls (RTU / Audio Control Panel)..................................................................... 17-53
Transponder Controls (RTU) .......................................................................................... 17-54
Transponder Controls (Reversionary / Inhibit Panel)...................................................... 17-55
TCAS MFD Traffic Symbology Display ........................................................................... 17-56
TCAS Vertical Speed Advisories .................................................................................... 17-57
TCAS Controls (RTU) ..................................................................................................... 17-58
MFD TCAS Displays ....................................................................................................... 17-59
Display Control Panel ..................................................................................................... 17-60
PFD TCAS Display ......................................................................................................... 17-61
TCAS Test PFD and MFD Indications ............................................................................ 17-62
MFD LRN STATUS (Page 2/2) ....................................................................................... 17-63
PFD RAIM Indications..................................................................................................... 17-64
FMS CDU RAIM Message .............................................................................................. 17-65
FMS GPS Control Page.................................................................................................. 17-66
FMS Control Display Unit (CDU) .................................................................................... 17-67
Database Unit ................................................................................................................. 17-68
FMS TUNE INHIB Switch/Light....................................................................................... 17-69
FMS 3 Reversionary Selector ......................................................................................... 17-70
CDU Message Display.................................................................................................... 17-71
PFD Message Display .................................................................................................... 17-72
MFD Message Display.................................................................................................... 17-73
17-vi For Training Purposes Only

May 03
CHAPTER 17: NAVIGATION SYSTEMS
Introduction
The navigation systems calculate and display the attitude, altitude and position of the
aircraft, based on data from other aircraft systems, ground stations and sensed
environmental conditions around the aircraft. The displayed information includes
aircraft movement, distance, speed and direction of travel about all three axes. The
present position and computed future positions can also be displayed.
This chapter will cover:
• Independent Position Determining Systems
• Dependent Position Determining Systems, and
• Flight Management System (FMS)
Refer to the “Collins Pro Line 4 Avionics System For The Challenger 604” Pilot’s
Guide for additional information.
Independent Position Determining Systems

Operating independently of ground installations or orbital satellites, the independent
position determining systems establish accurate aircraft location in three dimensions.
They are comprised of the following avionics systems:
• Inertial Reference System (IRS)
• Weather Radar System
• Enhanced Ground Proximity Warning System (EGPWS)
Dependent Position Determining Systems

The dependent position determining systems use ground installations, aircraft
transponders, or orbital satellites to determine the location of the aircraft, and include
the following avionics systems:
• VHF Navigation System
• Automatic Direction Finder (ADF) System
• Distance Measuring Equipment (DME) System
• ATC Transponder
• Traffic Alert and Collision Avoidance System (TCAS II)
• Global Positioning System (GPS)
For Training Purposes Only 17-1

May 03
Flight Management System (FMS)

The FMS is a fully integrated navigation and flight data system providing:
• cockpit management - NAV sensor control, secondary radio tuning, and MFD
control menus
• flight management - lateral point-to-point navigation, Vertical Navigation
(VNAV), flight parameter computation; and
• diagnostic functions
The FMS, when equipped with a current navigation database, provides accurate flight
planning and three-dimensional steering command outputs to facilitate optimum great-
circle, point-to-point navigation within the limits of the aircraft.
Associated Components
The following components (based on a standard cockpit configuration) are associated
with the operation of the navigation systems:
• two Display Control Panels (DCPs)
• two Primary Flight Displays (PFDs)
• two Multifunction Displays (MFDs)
• two Radio Tuning Units (RTUs)
• two FMS Control Display Units (CDUs)
• one Source Selector Panel
17-2 For Training Purposes Only

May 03
Inertial Reference System (IRS)
Description
The IRS installed in the Challenger 604 is the Litton LTN-101 Inertial Reference Unit.
It is a fully independent, self-contained navigation system which provides attitude,
directional, position, and three-axis rate/acceleration data to the following aircraft
systems:
• PFD and MFD displays
• Automatic Flight Control System (AFCS)
• Weather Radar System
• EGPWS
• TCAS
• Fuel System (for fuel quantity indications)
• Flight Data Recorder (FDR)
• Air Data Computer (ADC)
• Flight Management System (FMS)
The standard installation consists of two IRS systems, IRS 1 and IRS 2 (see
Figure 17-1). A dual MSU (Mode Select Unit) installed in the cockpit provides control
functions for the two IRS systems. An optional third IRS including a single MSU may
also be installed.
Components and Operation
Inertial Reference Unit (IRU)
Each IRU uses three laser gyros and three linear accelerometers to sense aircraft
attitude and acceleration. After alignment is successfully completed, the IRU outputs
the following data for use by other aircraft systems:
• Attitude (pitch, roll, yaw)
• Heading (True and magnetic)
• Inertial position (latitude and longitude)
• Ground speed
• Wind direction and speed
• Three-axis body rate and acceleration (include an inertial vertical velocity
component to the VSI)
• Flight path data

May 03
Each IRS receives true airspeed and altitude from the on-side air data system. In the
event of a failure of the on-side air data input, the cross-side input is automatically
selected.
Power Supply
Each IRU has two power sources, a 115-volt AC source and a backup 28-volt DC
source. Either source is sufficient for operation but both are required for initial startup.
Inside the IRU, the battery backup circuit automatically switches to the backup 28-volt
DC source when the normal 115-volt AC source is not available. During startup, the
battery backup circuit verifies that backup power is available by momentarily
switching off the 115-volt AC input. The IRS 1(2)(3) ON BATT advisory EICAS
message is displayed when an IRU is operating on DC power only.
115-volt, 400-Hz AC power is also supplied to the IRU cooling fans.
IRU # AC POWER BACKUP DC POWER
1 AC Essential Bus Battery Bus
DC Essential Bus
2 AC Bus 2
Battery Bus
3 AC Bus 1 Battery Bus
IRU Power Sources

Table 17-1
Mode Select Unit (MSU)
The mode select unit provides the necessary switches that select the modes of
operation of each IRS. All IRS-related annunciations are displayed as EICAS
messages or FMS CDU scratchpad messages.
Each MSU switch has three positions: OFF, NAV, and ATT. Power is applied to the
IRU whenever the respective switch is selected to the NAV or ATT position.

Sept 04
Figure 17-1 illustrates the dual MSU (for IRS 1 and 2) and the single MSU for the
optional third IRU.
NAV NAV
OFF ATT OFF ATT
1 IRS 2
NAV
OFF ATT
P604_17_002
3 IRS
Mode Select Unit

Figure 17-1
IRS Reversionary Mode Selectors
IRS reversionary mode selector switches are provided to control IRU outputs to the
pilot’s and copilot’s PFD and MFD displays. In the event of an IRU failure, the
selectors can be used to restore IRU data to the affected side’s displays.
With the reversionary switches at NORM, the PFD and MFD displays normally
receive data from their on-side IRS. In a dual-IRS installation, selecting the
reversionary selector to 1 or 2 results in both the pilot’s and copilot’s displays
receiving information from the selected IRU. In a triple-IRS installation, selecting
ALTN replaces the appropriate IRU data with IRU 3 data.
Single-source or cross-side IRS source annunciations are displayed on the affected
PFDs (see Figure 17-2).
Figure 17-3 shows the standard reversionary panel and optional reversionary panels
based on the indicated avionics configuration.

Jan 04
LNV1 DR FLC
LOC 1 ALTS 12000 1.0
2500M
250 4
30
8000
2
280 600
1
20
260 500
10 7
240 400
1
300
220 2
10
IRS3
GS 29.85 IN 4
TRU RA
2400M 3.6
IRS Source TCAS
Annunciation
FMS1
33 25 OFF
DTK 279 30 N
25.3NM
HOKKE
W
P604_17_067
NO FLIGHT PLAN 3
TERM
24
MSG
6
FMS1 VOR2
PFD IRS Source Annunciations

Figure 17-2

Jan 04
L MFD EICAS R MFD

NORM ED NORM ED NORM
PFD
D EICAS
EIC EICAS
AS PFD
PF
1 2
ADC IRS DCP

NORM NORM NORM
1 2 1 2 1 2
DUAL IRS INSTALLATION
L IRS R IRS
NORM ALTN NORM ALTN
TRIPLE IRS INSTALLATION
L IRS R IRS FMS3

NORM
1 2
NORM ALTN NORM ALTN
P604_17_003
TRIPLE IRS / TRIPLE FMS INSTALLATION
Source Selector Panel - IRS Reversionary Mode Selectors

Figure 17-3

May 03
IRS Normal Alignment
Normal alignment is achieved for IRS alignments between ±73° of latitude. When the
mode selector switches are in OFF, power is removed from the IRUs. When NAV is
selected, power is applied to the IRUs, and the IRUs automatically progress through a
self-test mode, followed by an alignment period before navigation (NAV) mode
becomes available. The IRU will automatically sequence to NAV mode 7 minutes
after the MSU selector switch is turned to NAV if all of the following conditions are
met:
• aircraft is on the ground with no excessive motion detected
• the gyro temperature is above 0°C
• the latitude and position tests have passed
• valid IRS initialization data has been received
IRS Initialization
In order to initialize the IRS, the present latitude and longitude coordinates must be
entered from either FMS CDU via the POS INIT page. The IRUs remain in the
alignment mode with NAV selected on the MSU if the present position is not entered.
The initialization data can be changed during the alignment, but both latitude and
longitude coordinates must be entered.
During IRS initialization, the IRS ALIGNING DO NOT TAXI message appears on
the Primary Flight Displays (PFDs). When alignment is complete, the PFD message
goes out and position entry is no longer accepted. IRS alignment cannot be
accomplished in flight.
NOTE
If possible, use of the GPS coordinates is recommended for
initialization since they provide the most accurate aircraft
position.
IRS ALIGNING
DO NOT TAXI
P604_17_073
ATT
PFD IRS Aligning Annunciation

Figure 17-4

Jan 04
Low-Temperature Alignment
At an IRS internal temperature between -54°C and -40°C, the power supply will turn
on but normal alignment will not start until the IRS temperature is greater than -40°C.
The alignment mode is inhibited when the gyro temperature exceeds +80°C.
The following table shows the time to complete alignment when the gyro temperature
is below 0°C. IRU time to complete alignment is displayed on the FMS CDU POS
INIT page 3/3.
IRU INTERNAL TEMP TIME TO COMPLETE

(°C) ALIGNMENT (MIN.)
< -12.5 16 (see note)
-12.5 to -10.0 15
-10.0 to -7.5 14
-7.5 to -5.0 13
-5.0 to -2.5 12
-2.5 to 0 11
>0 7
Low-Temperature Alignment Times

Table 17-2
NOTE
Alignment time is extended beyond 16 minutes if the gyro
temperature has not reached at least -40°C. The system will not
go into NAV mode until the gyro temperature reaches -15°C.
Extended 15-Minute Alignment

The extended 15-minute alignment procedure allows the system to align at latitudes up
to 80° north and south.
After NAV has been selected, wait 15 minutes before entering the present position.
Refer to the CL-604 Airplane Flight Manual - Supplement 7, FMS Navigation in Polar
Regions, for additional navigation procedures when operating in polar regions.

May 03
IRS Rapid Realignment
When the IRS is operating in the NAV mode, it is possible to perform a rapid
realignment whenever the aircraft is on the ground. If the MSU selector switch is
rotated from NAV to OFF and back to NAV within 5 seconds, the system will
sequence into the rapid realignment mode. Velocity components are set to zero, a
30-second leveling mode corrects the pitch and roll angles, and no gyro compassing is
performed (the last heading from the NAV mode is used). The total rapid realignment
sequence takes approximately 32 seconds. Present position must be reentered.
NOTE
If excessive motion is detected during rapid realignment, the
system restarts rapid realignment and resets the time remaining
to align to 30 seconds.
IRS Attitude (ATT) Mode
Attitude mode is normally used when an IRS malfunction occurs. It may also be used
if all power to the IRS (including battery backup power) is lost then restored during
flight. In attitude mode, the IRS provides only pitch, roll, and heading outputs.
Attitude alignment takes 1 minute from power OFF to ATT mode or 34 seconds from
NAV to ATT mode, provided the airplane is stationary on the ground or in straight-
and-level flight. The IRS ALIGNING DO NOT TAXI message appears on the PFD on
ground or IRS ALIGNING message appears in flight.
If excessive motion is detected, the attitude alignment is run for an additional 20
seconds. Once attitude alignment is complete, a free DG heading operation is
available. Heading is entered from the FMS CDU IRS CONTROL page via the SET
IRS HDG prompt. Heading entries are periodically required while the IRS is in
attitude mode to correct for heading drift.
10
FMS1 IRS CONTROL
20
POS DIFF
IRS1 <ENABLED> - - - °/ - . -
DRIFT - . - NM/HR
IRS2 <ENABLED> 265 °/ 0.0 DG
DRIFT - . - NM/HR
IRS3 <ENABLED> 265 °/ 0.0 DG 340
DRIFT - . - NM/HR
33 N
P604_17_068
- - - - - - - - - - - - SET IRS HDG

<INDEX ---> 30
[ ]
3
SET IRS HDG

W
Attitude Mode
Figure 17-5

May 03
IRS Shutdown
The recommended method of shutting down the IRS is by setting the MSU selector
switch to OFF. During this shutdown process, the IRU will remain powered for an
additional 10 seconds to allow system record storage (aircraft power should not be
removed until 15 seconds after the MSU is selected OFF).
To ensure proper system record storage, it is also recommended to keep the IRS in
NAV mode for a minimum of three minutes after the aircraft is parked.
Record storage at shutdown consists of the Elapsed Time Indicator (ETI) record
update and NAV updates which are required to ensure the best possible alignments and
NAV performance. If power is removed from the IRU during the 10-second shutdown,
then NAV updates and ETI may not be stored.
Operating Tips
The IRS manufacturer recommends the following operating tips:
PHASE OF FLIGHT RECOMMENDATIONS
For best performance the IRS should be aligned at random headings. Continuous
Alignment
alignments at or near one cardinal heading may degrade performance.
Initial latitude and longitude should be entered within two minutes of start-up.
Initial position entry The initial latitude and longitude position should be within 1 nautical mile of actual
aircraft position to ensure the most accurate IRS alignment.
It is recommended to remain in NAV mode prior to taxi for at least five minutes. The
Prior to taxi IRS continues to adjust for bias errors and temperature changes as long as the aircraft
is stationary.
If practical, it is recommended that the aircraft stops during taxi for a period of one to
three minutes with a heading 90 to 180 degrees different than the alignment heading.
Taxi
NAV updates are performed during taxi but will not be used unless the aircraft has
stopped for a minimum of one minute.
During intermediate stops, it is recommended to use the Rapid Realign feature when
Intermediate stops the IRS remains on during the stop. This will minimize drift errors during subsequent
flights as drift error is zeroed.
Keep the IRS on for a minimum of three minutes after the aircraft is parked. After the
Post-flight IRS is turned off with the mode select switch, keep the power applied for a minimum of
15 seconds to allow storing of the Nav Update records in the IRS memory.
IRS Operating Tips

Table 17-3

May 03
Controls and Indicators
NAV NAV IRS 1/2 Mode Selector Switches

OFF ATT OFF ATT
OFF - Removes power from IRS
NAV -Selected for normal operation
ATT - Selected for reversionary
1 IRS 2
NAV
OFF ATT
P604_17_069
3 IRS
IRS Mode Select Unit (MSU)

Figure 17-6
L MFD EICAS R MFD

NORM ED NORM ED NORM
PFD
D EIC
EICAS EICAS
AS PF
PFD
1 2
P604_17_070
ADC IRS DCP
NORM NORM NORM
1 2 1 2 1 2
IRS Reversionary Mode Selector Switch

1 - Pilot’s and copilot’s systems receive IRS
data from IRS 1
NORM - Pilot’s and copilot’s systems receive
data from their on-side system
2 - Pilot’s and copilot’s systems receive IRS
data from IRS 2
IRS Reversionary Mode Selectors (Dual IRS Configuration)

Figure 17-7

May 03
LNV1 DR FLC
LOC 1 ALTS 12000 1.0
IRS Source 250

2500M
4
Annuciation 30
8000
2
280 600
1
20
PFD 260 500
Switch/
Position Pilot’s Copilot’s 10 7
400
Side Side 240
1
1 — IRS 1 220
300
2
10
IRS2
GS
IRS NORM — — TRU RA
29.85 IN 4
3.6
2400M
FMS1 TCAS
2 IRS 2 — DTK 279 30
33 25 OFF
P604_17_072
N
25.3NM
HOKKE
W
NO FLIGHT PLAN
3
TERM
24
MSG
6
FMS1 VOR2
PFD IRS Source Annunciations (Dual IRS Configuration)

Figure 17-8
L IRS R IRS FMS3

NORM
1 2
NORM ALTN NORM ALTN
P604_17_071
L IRS Reversionary Mode R IRS Reversionary Mode
Selector Switch Selector Switch
NORM - Pilot’s systems receive NORM - Copilot’s systems receive
data from IRS 1 data from IRS 1
ALTN - Pilot’s systems receive data ALTN - Copilot’s systems receive
from IRS 3 data from IRS 3
IRS Reversionary Mode Selectors (Triple IRS Configuration)

Figure 17-9
EICAS Messages
MESSAGE MEANING
IRS 3 ALIGNING IRS 3 is in align mode or ATT mode with no IRS 3 INOP status message.
IRS 1 (2) (3) DC FAIL Indicates the respective IRS DC power supply failed.
IRS 1 (2) (3) IN ATT Indicates the respective IRS is operating in attitude mode.
IRS 3 INOP Indicates a failure of IRS 3.
IRS 1 (2) (3) ON BATT Indicates the respective system is operating on backup battery power.
IRS 1 (2) (3) OVERTEMP Indicates an overtemperature condition in the respective IRU.
EICAS Messages
Table 17-4

Jan 04
Weather Radar System
Description
The weather radar consists of a single unit that detects wet precipitation and
precipitation-related turbulence along the flight path of the aircraft. A ground mapping
function is incorporated to assist with navigation. An optional Lightning Detection
System adds lightning detection to the weather radar displays.
The Radar Transceiver processes weather radar/turbulence data into a digital bus
format that may be selected for display on the pilot’s or copilot’s Multifunction
Display (MFD).
The baseline weather radar system includes one Weather Radar Control Panel (WXP)
that allows selection of various operating modes. An optional second WXP may be
installed to provide a split-scan capability. The Display Control Panels (DCPs) control
selection of the weather radar overlay and radar range on the MFDs.

May 03
Receiver Transmitter Antenna (RTA)
The Receiver Transmitter Antenna is an integrated unit with a 12-inch flat-plate

antenna. The radar scan is ± 60 degrees of the aircraft heading, and the selectable
antenna tilt angle is ± 15 degrees above and below the horizontal.
The RTA is powered by DC Bus 1.
Weather Radar Control Panel (WXP)
The weather radar panel provides all the operating controls, except range and weather
radar overlay control, to the weather radar RTA. In single WXP installations, control
selections are sent to both channels of the radar, and identical reflectivity data shows
on both MFD displays.
The WXP(s) are powered by DC Bus 1.
In dual-WXP installations, individual control selections are sent to separate radar
channels. This provides a split-scan capability where the radar functions like two
independent radars. The pilot’s WXP controls the left side weather radar display and
the copilot’s WXP controls the right side display. Each weather radar overlay updates
on alternate sweeps of the antenna; the pilot’s on the clockwise sweep and the copilot’s
on the counterclockwise sweep.
SEC XFR STAB
NORM TILT
-1 +1 MAP WX
-2 +
+2 TEST WX+T PUSH
P604_17_065
P U SH OFF TURB
-3 +3
AUTO
GCS

Figure 17-10

Jan 04
Mode Knob
The mode knob selects the weather radar operating mode. Available modes are:
• OFF
• TEST (test mode)
• MAP (ground mapping mode)
• WX (weather)
• WX+T (weather and turbulence)
• TURB (turbulence only)
Annunciation of the selected mode is displayed on the MFD weather radar mode line.
Sector Control (SEC) Button

Pushing the SEC button on the WXP alternatively selects or deselects sector scan
mode. When selected, radar scans ± 30 degrees from aircraft heading. When
deselected, normal ± 60° scan resumed.
Transfer Control (XFR) Button

Pushing the XFR button on the WXP alternately selects or deselects the transfer
function. In single-WXP installations, weather radar range control transfers to the
cross-side DCP when the XFR function is selected.
In a dual-WXP installation, operation of the XFR button transfers complete weather
radar control to the cross-side WXP and DCP (range, mode, gain and tilt). The cross-
side WXP and DCP units control both MFD radar displays. Transfer is allowed on one
side only, and the pilot has priority.
When transfer is selected, an “X” annunciates on both MFD radar mode lines and the
slaved side line is shown in yellow. The weather radar message RADAR NOT AT
THIS RANGE will appear on the slaved side anytime MFD range disagrees with the
master side.
Stabilization Control (STAB) Button

Pushing the STAB button on the WXP alternately selects or deselects antenna
stabilization. Normally, antenna stabilization is selected to automatically stabilize the
radar antenna with attitude input data from the IRS system. This provides a constant
antenna scan attitude regardless of the aircraft pitch and roll attitudes.
If antenna stabilization is not selected, attitude input data is removed from the antenna
drives. This allows the weather radar system to remain operational if an IRS input
failure occurs.
If an IRS failure occurs or if stabilization has been deselected via the STAB button,
USTB flashes in cyan for 10 seconds then remains steady, indicating that stabilization

Jan 04
is not available. If an IRS failure occurs, or two WXPs are installed and the cross-side
WXP is in control, the annunciation is in yellow.
Tilt Control
The weather radar antenna tilt arc is 30 degrees above and below the horizon. Fifteen
degrees is for manual tilt selection and the remaining 15 degrees is for automatic
stabilization. The system automatically adjusts the antenna tilt in response to aircraft
pitch and roll attitude changes.
The selected tilt angle (-15° to +15°) is displayed on the weather radar mode line of the
MFDs.
Auto-Tilt Control
Pushing the PUSH AUTO button in the center of the TILT knob alternately selects or
deselects automatic tilt. When selected, the antenna tilt is adjusted to maintain a
constant tilt/range ratio as radar range selection is changed. The MFD tilt angle
readout is appended by “A” to indicate that automatic tilt is enabled.
The antenna tilt is automatically adjusted when aircraft altitude or radar range is
changed. This will keep a ground return at the same relative position on the display.
For example, if a ground return was indicated at 40 miles on a 50-mile range setting, it
would show at 80 miles (4/5 of the display) if the range setting were changed to 100
miles.
Display Control Panel
WX Button
Pushing the WX button selects the weather radar and/or lightning detection system
displays on the MFD. Each push of the WX button sequentially cycles through the
following selections:
• WX (weather displayed only)
• LX (lightning displayed only)
• WX/LX (weather and lightning displayed), then
• OFF (removing both from the MFD display)
Display selections are shown on the weather radar mode line of the MFD.
Range Knob
The range knob on the DCP is used to set the display range. The outer range ring of the
MFD is numbered with the selected range. The middle range ring indicates half the
selected range. The available ranges are 5, 10, 25, 50, 100, 200 and 300 NM when
weather radar is in use.

Jan 04
In a dual-WXP installation, weather radar range and weather radar overlay selections
are controlled individually on each the DCP. The applicable range selection is shown
on each MFD.
In a single-WXP installation, radar range is controlled with the DCP located on the
same side of the cockpit as the WXP, providing transfer mode is not selected (XFR
button on the DCP).
BRG TERR WX TFC
NAV
SOURCE
FORMAT RANGE PUSH
P604_17_057
X-
SID
E
Display Control Panel (DCP)

Figure 17-11
Weather Radar Displays
Pushing the WX button on the DCP adds the weather radar overlay to the following
MFD formats:
• NAV SECTOR
• FMS MAP
• TCAS
Figure 17-14 shows an example of the weather radar overlay on the supported MFD
formats.
Weather radar system and/or lightning detection system failure messages are displayed
on the weather radar mode line, or in the lower left and right corners of the MFDs.

Jan 04
Weather Radar
Mode Line
WX+GCS G+3 USTB T+10.7A

UTC11:42 TAS 250 GS 254 SAT 12 C TAT 15 C
LX/WX+TRB+GCS G+3 USTB T+10.7
VOR1 CRS 350 VOR2 CRS 030
UTC 11:42 TAS 250 GS 254 SAT 12 C TAT -15 C
CID 30.0NM DBQ 167NM
TTG :07 TTG :38 CID 45NM 11:32
DBQ 042NM 0:10 11:52
33 340 Data ATY 83NM 0:20 12:02
N
Window KORD 480NM 1:57 13:39 8440LB 35.3GW
30 340
33
3 N
30
ATY
200 3
ALO
MXO
TNU ANOSA
100 CID 100
NEBOR DBQ
50
IA
OTM IOW
ADF 1 ADF 2 ADF 1 ADF 2
NAV SECTOR MODE FMS MAP MODE
WX G+3 USTB T+10.7

UTC11:42 TAS 250 GS 254 SAT 12 C TAT 15 C
10NM

-10
+02

-02
P604_17_010
TCAS OFF
ABOVE
BELOW
TCAS MODE
MFD Formats - Display of Weather Radar

Figure 17-12

May 03
Display Levels
The colors used on the radar display to represent rainfall intensity are as follows:
DISPLAY LEVEL RAINFALL RATE (MM/HR) RAINFALL RATE (INCHES/HR)
6 (magenta) Turbulence Turbulence
5 (yellow) PAC (path attenuation correction) PAC (path attenuation correction)
4 (magenta)
> 51 > 2.0
Intense
3 (red)
> 12.7 - 51 > 0.5 - 2.0
Strong
2 (yellow)
> 3.8 - 12.7 > 0.15 - 0.5
Moderate
1 (green)
> 0.76 - 3.8 > 0.03 - 0.15
Weak
0 (black) > 0.15 - 0.76 > 0.006 - 0.03
Weather Radar Display Levels

Table 17-5
Path Attenuation Correction (PAC) Alert Mode

When a precipitation cell is of sufficient dimension to use the full range of attenuation
correction, a condition known as Path Attenuation Correction (PAC) alert occurs. Its
function is to allow a true image of a precipitation cell to be rendered by making
allowances for the radar beam’s absorption as it penetrates the precipitation cell. The
PAC alert puts into view those areas which absorb the radar beam.
The heading to these areas is shown by a yellow arc at the edge of the radar display.
All precipitation in the sector between the displayed weather targets and the yellow
PAC alert arc may be incorrect and should be avoided.

Jan 04
Weather Radar Display Modes
Refer to the “Collins Pro Line 4 Avionics System for the Challenger 604” Pilot’s
Guide for additional operational information on the weather radar system.
Test Mode
Selecting TEST mode initiates the weather radar RTA functional self-test. The TEST
mode ensures that the MFDs are capable of processing and displaying the weather data
represented by various colors. Six colored arcs show on the MFD in TEST. The fifth
arc changes between red and magenta on alternate sweeps.
The transmitter is disabled in TEST mode, but antenna scan and tilt functions remain
operational.
LX/WX+TRB+GCS G+3 USTB T+10.7

UTC 11:42 TAS 250 GS 254 SAT 12 C TAT -15 C
VOR1 CRS 350 FMS2 DTK 030
CID 30.0NM VIN 104 NM
TTG :07 TTG :26
33 340
N
30
3
100
50
P604_17_011
ADF 1 ADF 2
Weather Radar Test Display

Figure 17-13
WARNING
THE AREA WITHIN THE SCAN ARC AND WITHIN TWO FEET
OF AN OPERATING WEATHER RADAR SYSTEM
CONSTITUTES A HAZARDOUS AREA. DO NOT OPERATE
THE SYSTEM IN ANY MODE OTHER THAN TEST WHEN THE
ANTENNA MIGHT SCAN OVER PERSONNEL. DO NOT
OPERATE THE RADAR INSIDE A HANGAR.

May 03
Weather Only (WX) Mode

Detectable weather appears as one of four colors: green, yellow, red, or magenta. The
highest precipitation rates are represented in magenta.
Weather Plus Turbulence (WX+T) Mode

Weather plus turbulence adds the detection of precipitation-related turbulence targets
to the weather mode. The highest precipitation rates and turbulence show in magenta.
WX+T is operational for ranges less than or equal to 40 NM. When ranges greater than
50 NM are selected in WX+T mode, the weather radar reverts to the WX mode.
Turbulence Only (TURB) Mode

The TURB mode on the WXP is a spring-loaded position. Selecting TURB mode
removes all targets except detected precipitation-related turbulence within the 50 NM
range. TURB mode is useful in analyzing areas of precipitation-related turbulence that
have been detected while in the WX+T mode. By removing all weather returns from
the display, the areas of turbulence (magenta) can be observed alone.
Lightning Detection System (Optional)
The lightning detection system maps electrical discharge activity (lightning) 360
degrees around the aircraft to a distance of 200 nautical miles. Three levels of
electrical activity intensity are identified. Level one represents the lowest rate of
electrical discharge and level three the highest.
The system transmits the location of up to 63 thunderstorm cells to the MFDs. The
data set is updated every two seconds. Electrical discharge activity is presented as
thunderbolts on the MFD in yellow, red, and magenta, with yellow signifying level
one, and magenta signifying level three activity.
The lightning detection system is selected by the WX button on the Display Control
Panel (DCP).

May 03
Transfer Switch Stabilization Select Switch Tilt Control Switch

Transfers control of WX radar display Normally, antenna stabilized by IRS Rotate to change antenna tilt up or
range to pilot's or copilot's display system. No MFD indication. During down angle for desired radar
control panel. an airplane attitude system failure scanning. Multifunction display (MFD)
(USTB flashing), when pressed, MFD indicates tilt angle selected. Tilt limits
displays USTB. are from 15° up to 15° down.
Sector Scan Switch
When pressed in, multifunction Auto-tilt Correction Switch
display indicates azimuth angle of Push to select or deselect antenna
±30° on either side of flight path. auto-tilt. Multifunction display
Not pressed, multifunction display indicates auto-tilt selected as an "A"
indicates azimuth angle of ±60° on suffixed to the tilt angle (T + 10.7A)
either side of flight path.
SEC XFR STAB
NORM TILT
-1 +1 MAP WX
-2 +
+2 TEST WX+T P US H
P U SH OFF TURB
P604_17_007
-3 +3
AUTO
GCS
Receiver Gain Switch Mode Select Switch

Controls receiver gain in map Mode selections indicated at top of MFD. Modes are:
and WX modes OFF - Removes power to weather radar receiver/
-1, -2, -3 positions - Reduce transmitter/antenna unit. WX off mode displayed on MFD.
sensitivity TEST - Starts weather self-test program, and test pattern
+1, +2, +3 positions - Increase indicated on MFD, test mode displayed on MFD.
sensitivity MAP - Ground targets displayed in cyan, green, yellow, or
magenta (least to most reflective) on MFD. Map mode
Ground Clutter Suppression (GCS) displayed on MFD.
Switch WX - Detectable weather displayed in green, yellow, red, or
When pressed in during WX mode, magenta, from least reflective to most reflective. PAC
reduces the intensity of ground compensation and alerts enable. WX mode displayed on
returns and permits clearer definition MFD.
of precipitation. Clutter suppression WX+T – Enables the RTA to detect both weather and
lasts approximately 12 seconds. turbulence targets
When selected, GCS is displayed on TURB – Enables the RTA to detect turbulence targets. The
MFD. Any mode or range change MFD displays only the detected areas of turbulence when in
cancels GCS. the TURB mode.

Figure 17-14

Jan 04
Radar Mode Selection

Current Format MFD Format After WX Press
HSI . . . . . . . . . . . . . . . . . . . . . . . . . FMS MAP + RADAR
PLAN MAP . . . . . . . . . . . . . . . . . . . FMS MAP + RADAR
FMS MAP. . . . . . . . . . . . . . . . . . . . FMS MAP + RADAR
FMS MAP + RADAR . . . . . . . . . . . FMS MAP + RADAR + LX
FMS MAP + RADAR + LX . . . . . . . FMS MAP
NAV SECTOR . . . . . . . . . . . . . . . . NAV SECTOR + RADAR
NAV SECTOR + RADAR . . . . . . . . NAV SECTOR + RADAR + LX
NAV SECTOR + RADAR + LX . . . . NAV SECTOR
TCAS . . . . . . . . . . . . . . . . . . . . . . . TCAS + RADAR
TCAS + RADAR . . . . . . . . . . . . . . . TCAS + RADAR + LX
TCAS + RADAR + LX . . . . . . . . . . TCAS TFC Switch
Selects TCAS for
display on the MFD
BRG TERR WX TFC
NAV
SOURCE
FORMAT RANGE PUSH
P604_17_009
X-
SID
E
FORMAT RANGE
Format menu has “electronic stops” Range values are listed in the order
at HSI (always available), and at its that they occur from the most
most clockwise available selection. clockwise positions of the range
The modes are shown below in the knob (there are “electronic stops” at
order that they are available on the both ends of the range knobs).
knob from the furthest Standard RANGE Menu (MAP and
counterclockwise to the furthest RADAR Modes):
clockwise: 5, 10, 25, 50, 100, 200, 300
Modes
- HSI
- NAV SECTOR
- FMS MAP
- PLAN MAP
- TCAS
Display Control Panel (Weather Radar Functions)

Figure 17-15

May 03
Weather Radar Mode Indicators Receiver Gain USTB - Stabilization Antenna Tilt Readout
Indicates WX system status at all G+1, G+2, G+3 - Indicates deselected. Indicates antenna tilt angle from
MFD display modes: progressive increased gain 15° up to 15° down, the readout is
LX - Lightning G-1, G-2, G-3 - Indicates appended by an “A” to indicate
WX - Weather radar only decreased gain that auto-tilt is selected on.
MAP - Ground mapping mode
RADAR OFF - Weather input data
is missing Dynamic Sweep Mark
STBY - Weather radar in standby Represents position of weather
LX/WX+TRB+GCS G+3 USTB T+10.7 TGT radar antenna.
TEST - Radar test mode UTC11 : 42 TAS 250 GS 254 SAT 12C TAT–15C
TRB - Turbulence only VOR1 CRS 350 FMS2 DTK 333

WX+TRB - Weather radar + CID 30.0NM YUL 12.7NM
TTG11 : 07 340 TTG11 : 04 Range Arcs
turbulence 2 arcs displayed on weather
GCS - Ground Clutter Suppression radar display, marking range
increments (full range and half
scale range), when weather radar
is superimposed on the following
MFD formats:
Range Readout NAV Sector Mode
Indicates nautical mile range 100
FMS Map Mode
CID TCAS Mode (if installed)
50
PAC (Path Attenuation
Correction) Alert - Yellow arc
P604_17_008
Weather Reflectivity displayed. Arc indicates heavy
precipitation and has attenuated
radar beam. Additional targets
Lightning Symbology may be masked.
ADF1 ADF2
MULTIFUNCTION DISPLAY PILOT'S & COPILOT'S

INSTRUMENT PANEL
Weather Radar Display

Figure 17-16

Jan 04
Weather Radar/Lightning Detection System Messages

Weather radar system and/or lightning detection system failure messages are displayed
on the MFD as shown below:
WXR RANGE/CONTROL FAULT

DESCRIPTION
ANNUNCIATION
Range received from the weather radar system disagrees with the range
RADAR CONTROL FAULT
received from the DCP.
RDR NOT AT THIS RANGE Control is transferred and the range received from the weather radar system
RDR NOT AT TCAS RANGE disagrees with the range received from the DCP.
WXR Range/Control Fault Annunciation

Table 17-6
LX/WX FAULT ANNUNCIATION DESCRIPTION
WX FAULT Weather radar system detects an internal fault.
Lightning Detection System detects an internal fault or the MFD detects

LX FAULT
invalid data.
Weather radar system detects an internal fault and Lightning Detection

LX/WX FAULT
System detects an internal fault or the MFD detects invalid data.
Lightning/Weather Fault Annunciation

Table 17-7

May 03
LX/WX+TRB+GCS G+3 USTB T+10.7 TGT

UTC11 : 42 TAS 250 GS 254 SAT 12C TAT–15C
CID 30.0NM YUL 12.7NM
TTG11 : 07 340 TTG11 : 04
100
P604_17_012
50 CID
WXR Range/Control
Fault Annunciation
LX/WX Fault
RADAR CONTROL FAULT
Annunciation RADAR NOT AT THIS RANGE
RADAR NOT AT TCAS RANGE
LX/WX FAULT
ADF1 ADF2
Pilot and Copilot MFD - Weather Radar Fault Annunciation

Figure 17-17

Jan 04
Enhanced Ground Proximity Warning System (EGPWS)
Description
The EGPWS alerts and warns the flight crew when the airplane’s flight path and
position relative to terrain requires immediate crew attention and action. EGPWS
alerts the flight crew when predetermined thresholds are exceeded using the following
modes:
• Mode 1 - Excessive Descent Rate
• Mode 2 - Excessive Terrain Closure Rate
• Mode 3 - Altitude Loss after Takeoff or Go-Around
• Mode 4 - Unsafe Terrain Clearance when not in a Landing Configuration
• Mode 5 - Below Glideslope Deviation Alert
• Mode 6- Callouts
• Mode 7 - Windshear Detection and Alerting
• Terrain/Obstacle Awareness Alerting and Display (TAAD)
• Terrain Clearance Floor (TCF)
Modes 1 through 6 are installed in all aircraft (basic GPWS). Mode 7, TAAD, and
TCF are installed in the aircraft equipped with “Enhanced” GPWS. Consult your
Airplane Flight Manual supplement for individual aircraft installation.

May 03
COMPUTED AIRSPEED
TRUE AIRSPEED,
ALTITUDE (RATE, LAT/LONG
CORRECTED/ RAIM
NOT CORRECTED)
STATIC AIR GPS 1 & 2
TEMPERATURE
VERTICAL SPEED
ADC 1 & 2
ACCELERATION, HEADING,
ATTITUDE, INERTIAL,
VHF NAVIGATION VERTICAL SPEED,
LOCALIZER DEVIATION,
RECEIVERS INERTIAL ALTITUDE,
(NAV 1 & NAV 2) GLIDESLOPE DEVIATION ROLL ANGLE,
TRACK ANGLE,
LATITUDE, LONGITUDE
SEL DH MDA HPA/IN
US IRS 1 & 2
H
P
SET
OFF
SPEED REFS BARO
TGT VSPDS
RA TEST
US P US H
DECISION
H
P
SET
OFF S T D
HEIGHT RADIO
AIR DATA REFERENCE PANEL ALTITUDE
RADIO ALTIMETER
FLAPS
0 0
PULL UP
20 20 GLIDESLOPE GND PROX

ENHANCED INHIBIT/SELF-TEST
FLAP POSITION AND GROUND GLARESHIELD
30 30 OVERRIDE PROXIMITY
WARNING
SYSTEM GPWS
45 45 FLAP COMPUTER TERR
45° TERRAIN INHIBIT INHB
SIMULATED
FLAP CONTROL
UNIT FLAP OVERRIDE SWITCH
LDG GEAR
UP DN FLIGHT COMPARTMENT SPEAKER

AND HEADPHONE UNITS
DN LCK
GEAR UP/
REL
GEAR DOWN Voice Logic:
• Only 1 message at a time
• Highest priority takes
precedence and will interrupt
lower priority messages
LANDING GEAR
• Once a message starts, it
CONTROL UNIT
will complete unless
overridden by higher priority
AC
message, even if
BUS 1 CBP1-B13
P604_17_013
alert/warning condition no
longer applicable
ANGLE-OF-ATTACK • Pause (approx. 3/4 second)
at end of each message.
ANGLE-OF-
ATTACK
PROBE 3
EGPWS Functional Schematic

Figure 17-18

May 03

EGPWS Computer (EGPWC)
The EGPWC receives inputs from the air data system, radio altimeters, VHF Nav
receivers, GPS, IRS, Angle-of-Attack vanes, gear and flap selector levers and
glareshield switch/lights. These inputs are used to compute potential terrain conflicts.
Mode 1 - Excessive Descent Rate
Mode 1 provides aural and visual alerts and warnings in the event that the EGPWC
determines that the rate of descent is excessive with respect to airplane altitude. The
mode is active when the airplane is less than 2500 feet AGL. Mode 1 requires radio
altitude and rate of descent data.
The annunciation envelope consists of two areas: alert and warning.
• penetration of the alert area will illuminate the GND PROX switch/lights on the
glareshield and generate an aural “SINKRATE SINKRATE”. The aural alert will
be annunciated once, and will be repeated only if condition degrades by more than
20% based on computed time to impact. The visual alert will remain until the
condition is rectified
• penetration of the warning area will illuminate the PULL UP switch/lights on the
glareshield and generate an aural “WHOOP, WHOOP, PULL UP” warning. The
aural warning is annunciated continuously until the condition is rectified
2500 “SINKRATE”
RADIO ALTITUDE (FEET)
E”
2000 AT
R “PULL UP”
K
IN
1500 "S P"
U
LL
1000
"PU
500
0
0 2000 4000 6000 8000
P604_17_014
DESCENT RATE (FEET/MINUTE)
EGPWS Mode 1
Figure 17-19

May 03
Mode 2 - Excessive Terrain Closure Rate
Mode 2 provides alerts and warnings when the EGPWC detects that the closure rate
between the airplane and terrain is excessive. The airplane need not be in descent,
rising terrain may be encountered in level flight, or the terrain may be rising at a rate
greater than the airplane rate of climb. Mode 2 uses radio altitude, vertical speed and
aircraft configuration inputs.
Mode 2 has two submodes: Mode 2A and Mode 2B.
• Mode 2A - Activated when flaps are not in the landing position and the aircraft is
not in the GS beam. Penetration of the alert area will illuminate the GND PROX
switch/lights on the glareshield and generate an aural “TERRAIN, TERRAIN”.
The aural is annunciated once, and the visual alert will remain displayed, until the
condition is rectified. Penetration of the warning area will illuminate the PULL UP
switch/lights on the glareshield and generate an aural “PULL UP” warning. The
aural and visual warnings are annunciated continuously until the condition is
rectified
“TERRAIN “PULL UP”

2500 TERRAIN”
2000
”
AIN
1500
ERR
IN T
1000 "PULL UP"

RRA
500
“TE
0
0 2000 4000 6000 8000
P604_17_015
TERRAIN CLOSURE RATE (FEET/MIN)
EGPWS Mode 2A
Figure 17-20

May 03
• Mode 2B - Activated when flaps are in the landing configuration, or in the event
the flaps are up and the airplane is on an ILS approach and the glideslope and
localizer deviations are less than ±2 dots and for 60 seconds after takeoff.
Penetration of the alert area will illuminate the GND PROX switch/lights on the
glareshield and enable an aural “TERRAIN, TERRAIN”. The aural and the visual
alerts are annunciated continuously and will remain until the condition is rectified.
Penetration of the warning area will illuminate the PULL UP switch/lights on the
glareshield and generate an aural “PULL UP” warning. The aural and visual
warnings are annunciated continuously until the condition is rectified
“TERRAIN
2500 TERRAIN” “PULL UP”
2000
1500
1000
“TER
RAIN
TERR
500 AIN”
“PULL UP”
0
0 2000 4000 6000 8000
P604_17_016
TERRAIN CLOSURE RATE (FEET/MIN)
EGPWS Mode 2B
Figure 17-21

May 03
Mode 3 - Altitude Loss after Takeoff
Mode 3 provides warnings when the EGPWC detects that a significant amount of
altitude is lost immediately after takeoff or during a go-around. Mode 3 uses radio
altitude, barometric altitude and altitude rate.
If a descent is initiated following takeoff or go-around, the EGPWC stores the altitude
value at which the descent began, and compares successive altitude data to the stored
value. Activation of the warning is induced when the minimum terrain clearance, as a
function of altitude lost, is exceeded.
Penetration of the alert area will illuminate the GND PROX switch/lights on the
glareshield and generate an aural “DON’T SINK, DON’T SINK” warning. The aural
warning is annunciated only once, unless the altitude value degrades by more than
20% from the initially stored value, and again at each additional 20% degradation
from the initially stored value. This condition will remain until the airplane regains the
initial altitude value. Mode 3 is inhibited for radio altitude in excess of 1500 feet.
2500 “DON'T SINK”

2000
1500
1000
“DON'T SINK”
500
0
0 50 100 150 200 250 300
P604_17_017
ALTITUDE LOSS (FEET)
EGPWS Mode 3

May 03
Mode 4 - Unsafe Terrain Clearance
Mode 4 provides alerts and warnings for insufficient terrain clearance based on
airplane phase of flight and airspeed. Mode 4 requires radio altitude, computed
airspeed, gear position and flap position inputs. The alert and warning envelopes are
based on minimum allowable terrain clearance as a function of computed airspeed.
Mode 4 is divided into 3 submodes: Mode 4A, Mode 4B and Mode 4C.
• Mode 4A - Active when the airplane is in cruise or approach phase of flight, and
the landing gear is not in the landing position. The alert envelope for Mode 4A
begins at 30 feet AGL and extends vertically to an altitude of 500 feet AGL.
Penetration of the alert area, above 190 knots (the upper boundary increases with
airspeed to a maximum of 1000 feet radio altitude at 250 knots or more) will
illuminate the GND PROX switch/lights on the glareshield and generate an aural
“TOO LOW TERRAIN” warning. Penetration of the alert area, below 190 knots,
will illuminate the GND PROX switch/lights on the glareshield and generate an
aural “TOO LOW GEAR” warning. The aural and visual remain until the airplane
exits the envelope
MIN TERRAIN CLEARANCE (FEET)
1500
UNSAFE TERRAIN CLEARANCE
GEAR UP, FLAPS UP
1000
500
“TOO LOW “TOO LOW TERRAIN”

TERRAIN” Aircraft Slowed to “TOO LOW GEAR” Warning Area
Less than 190 Knots Warning Area
0
0 100 200 300 400
COMPUTED AIRSPEED (KNOTS)
“TOO LOW TERRAIN”
P604_17_018
“TOO LOW GEAR”
RUNWAY
EGPWS Mode 4A
Figure 17-22

May 03
• Mode 4B - Active when the airplane is in cruise or approach phase of flight, and
the landing gear is in the landing position and flaps are not in the landing
configuration. The alert envelope for Mode 4B extends vertically to an altitude of
245 feet AGL. Penetration of the alert area, above 159 knots, will illuminate the
GND PROX switch/lights on the glareshield and generate a continuous aural
“TOO LOW TERRAIN” warning. The aural and visual warning remains until the
airplane exits the envelope. Penetration of the alert area, below 159 knots, will
illuminate the GND PROX switch/lights on the glareshield and generate an aural
“TOO LOW FLAP” warning. These alerts can be deactivated by selecting the
GPWS FLAP OVRD switch to override

1500
Unsafe terrain clearance
gear down, flaps <30
1000 “TOO LOW TERRAIN”

Warning Area
“TOO LOW FLAPS”

Warning Area
500
“TOO LOW Aircraft Slowed to

TERRAIN”
Less than 159 Knots
Gear Down 0
0 100 200 300 400
COMPUTED AIRSPEED (KNOTS)
P604_17_019
“TOO LOW FLAPS”
RUNWAY
EGPWS Mode 4B
Figure 17-23

May 03
• Mode 4C is based on a minimum terrain clearance, or floor, that increases with

radio altitude during takeoff. At takeoff the Minimum Terrain Clearance (MTC) is
at zero feet. As the aircraft ascends, the MTC is increased to 75% of the aircraft’s
current (average of the previous 15 seconds) radio altitude. This value is limited to
500 feet AGL for airspeed less than or equal to 190 knots. If the airspeed is greater
than 190 knots, the MTC increases linearly with increasing airspeed up to 250
knots. Beyond 250 knots, the MTC is limited to 1000 feet AGL. Any decrease in
altitude below minimum terrain clearance will illuminate the GND PROX switch/
lights on the glareshield and generate an aural “TOO LOW TERRAIN” warning
• it is activate after takeoff when the gear or flaps are not in the landing
configuration. It is also active during a low altitude go-around if the aircraft has
descended below 245 feet AGL

3000
Unsafe terrain clearance gear
down, flaps not in landing
configuration
“TOO LOW 1500 FPM climb rate
TERRAIN”
2000 Takeoff over flat
terrain or water
Warning area
(>250 KNOTS)
1000 Warning area
(<190 KNOTS)
P604_17_020
0
0 400 800 1200 1600 2000 2400
EGPWS Mode 4C
Figure 17-24

Sept 04
Mode 5 - Descent Below Glideslope
Mode 5 provides two levels of alerting if the aircraft flight path descends below the
glideslope. The first alert occurs whenever the aircraft is more than 1.3 dots below the
beam and is called a “soft alert” because the volume level is reduced. A second alert
occurs below 300 feet Radio Altitude with greater than 2 dots’ deviation and is called
a “hard alert” because the volume is louder.
To avoid unwanted glideslope alerts when capturing the localizer between 500 and
1000 feet AGL, the upper limit of the alert envelope is varied in the following ways:
• glideslope alerts are only enabled if the localizer is within ± 2 dots. This allows a
lateral capture of the localizer
• the upper altitude limit for the glideslope alert is modulated with vertical speed.
For normal descent rates above 500 FPM, the upper limit is set to the normal 1000
feet AGL. For descent rates lower than 500 FPM, the upper limit is desensitized to
allow a level flight capture of the localizer
The above requirements are overridden when the aircraft descends below 500 feet
AGL.
Mode 5 below glideslope alert

1000 gear down
GLIDESLOPE
BEAM
CENTRE SOFT ALERT AREA
SOFT 500
GLIDESLOPE HARD
GLIDESLOPE HARD ALERT
AREA
0
SOFT ALERT AREA 0 1 2 3 5
GLIDESLOPE DEVIATION
HARD ALERT AREA (DOTS FLY UP)
P604_17_074
RUNWAY
EGPWS Mode 5
Figure 17-25
Alerts for Mode 5 activate the GND PROX switch/lights on the glareshield and the
aural message “GLIDESLOPE”. Only two “GLIDESLOPE” warnings are given while
in the Mode 5 outer “soft” envelope. If the conditions worsen, two more
“GLIDESLOPE” aural messages annunciate at a faster rate. This pattern continues
until the inner “louder” area is penetrated (2 dots or greater deviation, below 300 feet
AGL) at which time the “GLIDESLOPE” message will become louder and
continuous.

Sept 04
Below 150 feet AGL, glideslope alerting is desensitized to reduce the possibility of
nuisance alerts.
To permit maneuvering on final approach with an unreliable glideslope, the Mode 5
alert can be inhibited by pressing the GND PROX/PULL UP switch/light on either
side of the glareshield. The GND PROX/PULL UP switch/light can be engaged below
2000 feet AGL and is automatically reset before the next approach, provided the
aircraft has descended below 30 feet or climbs above 2000 feet.

Sept 04
Mode 6 - Callouts
Mode 6 provides the following advisory alerts: transition through approach

minimums, altitude callouts on approach and excessive bank angles.
• Approach minimums: the “MINIMUMS” callout occurs as the aircraft descends
through the decision height (DH) as set on the radio altimeter. One hundred feet
above the radio altimeter DH, the “APPROACHING MINIMUMS” alert will
sound
• Altitude callouts: specific callouts are program-pin selectable. Typical installation
includes: 1000, 500, 50, 40, 30, 20, 10. Consult your Operating Manual for
aircraft-specific installation
• Excessive bank angle: the excessive bank angle alert is a function of the roll angle
with respect to altitude above ground level. The alert envelope varies linearly from
a 10° bank at 30 feet AGL, to 40° of bank at 150 feet AGL, to 55° of bank at 2450
feet AGL. This will generate an aural “BANK ANGLE, BANK ANGLE” alert.
The alert is annunciated once, and will repeat if the bank angle increases by 20%.
The alert will be annunciated continuously if the bank angle is increased to 55°.
The alert will be annunciated until the bank angle is decreased below threshold
value
“BANK ANGLE 2500

BANK ANGLE”
Bank angle
curve
150 FEET
200 30 FEET
0
P604_17_075
0 +/-10 +/-30 +/-40 +/-50

ROLL ANGLE (+/- DEGREES)
EGPWS Mode 6 Bank Angle

Figure 17-26

May 03
Mode 7 - Windshear Detection and Alerting
Mode 7 provides alerts and warnings in the event that significant windshear is detected
by the EGPWC. Mode 7 is active during takeoff and landing phases of flight only,
between 10 and 1500 feet AGL.
3000 Updraft (feet/minute)

CAUTION
2000 WINDSHEAR
AREA
1000
Decreasing headwind
(knots/second) 6 4 2 00 2 4 6
1000 Increasing
headwind
WINDSHEAR 2000 (knots/second)
WARNING
AREA 3000
Downdraft (feet/minute)
WINDSHEAR
CAUTION LAMP
MICROBURST
“WINDSHEAR”
“WINDSHEAR”
“WINDSHEAR”
P604_17_076
RUNWAY
EGPWS Mode 7 Windshear Thresholds

Figure 17-27
There are two types of windshear warnings: increasing performance (updraft /

headwind) and decreasing performance (downdraft / tailwind).
• for an increasing performance shear (updraft / headwind), an amber
WINDSHEAR message is annunciated on the PFD and flashes for 5 seconds, then
remains steady. No aural message is given
• for a decreasing performance shear (downdraft / tailwind), a red WINDSHEAR
message is annunciated on the PFD and flashes for 5 seconds, then remains steady,
and an aural siren and “WINDSHEAR, WINDSHEAR, WINDSHEAR” warning
are activated. Two seconds after a windshear warning is issued, the autopilot, if
engaged, is disconnected and the flight director bars are removed. No escape
guidance is provided

Sept 04
20 20
10 10
10 10
P604_17_021
WINDSHEAR WINDSHEAR
20 20
INCREASING DECREASING
PERFORMANCE PERFORMANCE
PFD Windshear Display

Figure 17-28

May 03
Terrain Clearance Floor (TCF)
The TCF function of the EGPWS provides an additional terrain clearance alert
envelope around airports. This alert mode complements the existing Mode 4
protection by providing an alert based on insufficient terrain clearance even when in
landing configuration.
TCF creates an increasing terrain clearance envelope around the intended airport
runway directly related to the distance from the runway. TCF alerts are based on
current airplane location, nearest runway center point position and radio altitude, with
an integral TCF airport database.
Penetration of the alert envelope will illuminate the the GND PROX switch/lights on
the glareshield and generate an aural “TOO LOW TERRAIN” alert. The aural alert is
repeated twice, and again thereafter if the radio altitude value decreases by more than
20% from the altitude at which the initial warning was issued. The aural message
remains displayed and the switch/lights remain flashing until the airplane exits the
alert envelope.
Terrain Clearance Floor Database
The TCF database is integral to the EGPWC and includes worldwide coverage of all
airports with hard-surfaced runways longer than 3,500 feet in length.
(k) 700 AGL

400 AGL
RUNWAY 4 12 15
NM NM NM
EBF
“TOO LOW
TERRAIN”
700 ft
400 ft
P604_17_077
Note: TFC Alert Area

k = 1/2 Runway length + Envelope Bias Factor (EBF) 30 ft
(Typically 1/2 to 2 NM)
k 4+k 12 + k 15 + k
DISTANCE TO SELECTED RUNWAY (NM)
Terrain Clearance Floor (TCF)

Figure 17-29

Sept 04
Terrain/Obstacle Awareness Alerting and Display (TAAD)
A feature of the EGPWS is the incorporation of the Terrain / Obstacle Awareness

Alerting and Display function. This function uses aircraft geographic position, aircraft
altitude and a terrain and obstacle database to predict potential conflicts between the
aircraft flight path and the terrain or obstacle, and to provide terrain display overlay of
the conflicting terrain or obstacles.
The terrain awareness alerting algorithms continuously compute terrain clearance
envelopes ahead of the aircraft as a function of ground speed, flight path angle and
track. If the boundaries of these envelopes conflict with terrain elevation data in the
terrain database, alerts are issued. Two envelopes are computed, one corresponding to
a Terrain Caution Alert level and the other to a Terrain Warning Alert level.
Slopes = Greater of FPA or +6 DEG
Flight Path Angle (FPA)
Terrain
Clearance
Floor WARNING
AREA
CAUTION
AREA
Warning Look Ahead Distance

P604_17_087
Caution Look Ahead Distance
Warning Look Up Distance
Caution Look Up Distance
TAAD Caution and Warning Alert Envelopes

Figure 17-30
EGPWC Position and Altitude Determination
The EGPWC determines aircraft position and altitude using GPS sensor data
primarily. The EGPWC monitors RAIM status and applies geometric altitude
algorithms to ensure the required level of precision is maintained laterally and
vertically. If GPS is not available, the EGPWC applies barometric altitude calculations
for vertical position determination, and uses the FMS integrated navigation solution
for lateral position determination.

Sept 04
Terrain/Obstacle Awareness Alerting and Display (TAAD) Database
The TAAD database is comprised of a terrain database and an obstacle database

integral to the EGPWC. The terrain database includes worldwide coverage of the
earth’s surface divided into grid sets referenced to the WGS-84 datum.
The obstacle database contains known man-made obstacles that are higher than 100
feet AGL. This database covers all of the USA but only portions of Canada, Mexico,
and the Bahamas.
Terrain Awareness Display
The Terrain Awareness Display displays an image of surrounding terrain in varying

density dot patterns of green, yellow, and red. The display is generated from the
aircraft altitude compared to terrain data in the EGPWS computer. These dot patterns
represent specific terrain separation with respect to the aircraft. Terrain more than
2000 feet below the aircraft is not displayed. Areas with no terrain data available are
shown as a low-density magenta color.
The obstacle data included is depicted on the terrain display in the same fashion as
terrain.
50% Red
+2000’
50% Yellow
+1000’
25% Yellow
AIRCRAFT ELEVATION
0
-500’
50% Green (VARIABLE)
-1000’
16% Green
-2000’
P604_17_078
Black
Terrain/Obstacle Awareness Display Color Patterns

Figure 17-31
The crew may independently select the Terrain Display on either MFD by pushing the
TERR button on the appropriate DCP. The Terrain Display can be overlaid on any
MFD format that supports weather radar overlay. A cyan TERRAIN annunciation
appears on the top left corner of the MFD to inform the flight crew that the terrain
overlay has been selected. Weather radar and terrain cannot be displayed
simultaneously on the same MFD.

May 03
Auto Pop-Up
When a Terrain Awareness Caution or a Terrain Awareness Warning are detected, the
Terrain overlay automatically pops up on both MFDs and the format and range
automatically change to FMS MAP and 10 NM.
TERR Button
BRG TERR WX TFC
NAV
SOURCE
FORMAT RANGE PUSH
P604_17_066
X-
SID
E
Display Control Panel - TERR Button
Figure 17-32
LX/TERRAIN G+1 USTB T+10.7

T-4.5
UTC00:20 TAS 0 GS 0 SAT-1C TAT -1C
YUL 0NM :
(8215) 1NM 0:00 : CLIMB
(8700) 2NM 0:01 : (8215) 8215A
KDEN 177NM 0:31 : 0:00/ 611NM
328
10
(8700)
/8700A
5 (8215)
ABOVE KASE
BELOW /8215A DME2
P604_17_080
––––
VOR1 ADF2
MFD Terrain Awareness Display

Figure 17-33
NOTE
Navigation must not be predicated upon the use of the terrain
awareness display.
If a terrain display fault condition is present when the terrain is being displayed, one of
the following cyan messages will be presented in the bottom left corner of the MFD
(i.e., in the weather radar fault message field): “TERRAIN FAIL”, “TERRAIN
CONTROL FAULT”, “TERRAIN NOT AVAIL”. All terrain messages, except the
normal condition “TERRAIN”, flash for 10 seconds when they are posted.

Sept 04
Terrain/Obstacle Awareness Caution Alert
If the aircraft penetrates the Caution envelope boundary, the aural message
“CAUTION TERRAIN” or “CAUTION OBSTACLE” is generated, and the amber
“GND PROX” lights flash. Simultaneously, terrain/obstacle areas which conflict with
the caution criteria are shown in solid yellow color on the Terrain Awareness Display.
The caution alert is typically given 60 seconds ahead of a terrain/obstacle conflict.
LX/TERRAIN G+1 USTB T-4.5

T+10.7
CFEJP 1NM : TOD 0:00/ 610NM
ALLIX 2NM 0:01 : DIRECT 2.8 1100
MAFMU 7NM 0:03 : ALLIX 12000
KDEN 177NM 0:31 : 0:01/ 612NM
164
KASE PULL UP
GND PROX
MAFMU
/10210A
10 “CAUTION,
TERRAIN”
5 ALLIX
10200
ABOVE
BELOW DME2
TOD
P604_17_081
CFEJP ––––
13100A
VOR1 ADF2
Terrain/Obstacle Awareness Caution Alert

Figure 17-34

Sept 04
Terrain/Obstacle Awareness Warning Alert
If the aircraft penetrates the Warning envelope boundary, the aural message
“TERRAIN TERRAIN, PULL UP” or “OBSTACLE, OBSTACLE, PULL UP” is
generated, and the red “PULL UP” lights flash. Simultaneously, terrain/obstacle areas
which conflict with the warning criteria are shown in solid red color on the Terrain
Awareness Display.
The warning alert is typically given 30 seconds ahead of a terrain/obstacle conflict.
LX/TERRAIN G+1 USTB T-4.5

T+10.7
CFEJP 2NM : TOD 0:00/ 610NM
ALLIX 1NM 0:00 : DIRECT 9.7° 3600
MAFMU 6NM 0:02 : ALLIX 12200
KDEN 177NM 0:31 : 0:00/ 611NM
164
PULL UP
GND PROX
KASE
MAFMU
/10200 “TERRAIN,
10 TERRAIN,
PULL UP”
5
ABOVE
BELOW ALLIX DME2
/12200
P604_17_082
––––
CFEJP
VOR1 ADF2
Terrain/Obstacle Awareness Warning Alert

Figure 17-35
EGPWS Glareshield Switch/Lights
Terrain Inhibit (TERR INHB) Switch/Lights

A GPWS TERR INHB switch/light is installed above each “PULL UP / GND PROX”
switch/light on the glareshield. These switch/lights are used by the flight crew to
manually inhibit the Terrain Awareness Alerting and Display and the Terrain
Clearance Floor functions when required. Pressing either TERR INHIB switch/light
will inhibit these functions. A second push of either switch/light will reactivate these
functions. Note that when the Terrain Inhibit is selected, the basic GPWS and
windshear detection functions remain operational.
If the terrain is selected for display while the Terrain functions have been inhibited by
the crew, a cyan “TERRAIN INHIBITED” message replaces the “TERRAIN”
message in the top left corner of the MFD and both switch/lights illuminate white.

Sept 04
The GPWS TERR INHB switchlight should be selected before flight if the airport is
not in the EGPWS database or if GPS is not available during QFE operations.
It should also be selected during descent within 15 NM of approach if any of the
following conditions applies:
• Runway is less than 3500 feet in length, or
• Airport is not in the EGPWS database, or
• Intended approach is not compatible with EGPWS terrain awareness alerting,
or
• QFE operation with no GPS available
PULL UP/GND PROX Switch/Lights

The red PULL UP light is activated when an EGPWS “PULL UP” aural warning
occurs. The amber GND PROX light is activated for all other ground proximity alerts.
Momentary pushing of the PULL UP/GND PROX switch/light will activate the
EGPWS self-test when on the ground (the EGPWS self-test is inhibited in flight). In
flight, a momentary push of this switch/light may be used by the crew to cancel “Mode
5 - Below Glideslope” alerts as required.
GPWS TERR INHB

Switch/Light
GPWS PULL UP/GND PROX
Switch/Light
ATS
GPWS LH ENG
TERR FIRE
INHB PUSH
N1 TO MASTER PULL UP N2 SYNC

MASTER
FAIL WARNING CAUTION STALL
GND PROX
BOTTLE 1
ARMED
GPWS TERR INHB
PUSH TO
ATS DISCH
Switch/Light
GPWS PULL UP/GND PROX
Glareshield Switch/Light
RH ENG GPWS
APU TERR
FIRE FIRE INHB
PUSH PUSH
P604_17_063
PULL UP
MASTER MASTER
N1 TO
BOTTLE
BOTTLE 2 STALL CAUTION
ARMED WARNING
PUSH TO ARMED GND PROX FAIL
DISCH PUSH TO
DISCH
ATS
Glareshield
EGPWS Glareshield Switch/Lights

Figure 17-36

May 03
GPWS TERR INHB Switch/Light (Alternate-action) PULL UP/GND PROX Switch/Light

Press - Inhibits Terrain Clearance Floor (TCF) and Terrain/Obstacle (Momentary-action)
Awareness Alerting and Display (TAAD) Modes Press -
Illuminated white - Indicates Terrain Inhibits is selected On the Ground - Initiates EGPWS self-test
In Flight - Cancels Mode 5 - Below Glideslope alerts
PULL UP annunciator
Flashes red - Indicates an EGPWS “PULL UP” alert is
ATS
GPWS
TERR
LH ENG
FIRE
active
INHB PUSH GND PROX annunciator
N1 TO MASTER
WARNING
MASTER
CAUTION STALL
PULL UP
BOTTLE 1
N2 SYNC
Flashes amber - Indicates EGPWS caution alert is
FAIL GND PROX ARMED
PUSH TO
DISCH
active
ATS
GLARESHIELD
GPWS/FLAP Override
(guarded toggle switch)
GPWS
FLAP GPWS/FLAP OVRD - Mutes flap aural
OVRD
warning when entering the landing
P604_17_083
NORM configuration with flaps at a position other
than 45°
ADJACENT TO FLAP SECTION LEVER NORM (guarded) - Normal operation
CENTER PEDESTAL
EGPWS Controls and Indicators

Figure 17-37

May 03
20
10 Windshear Message
Amber - Flashes then comes on steady to
indicate that the airplane is entering an
increasing performance windshear
P604_17_084
condition
10
Red - Flashes then comes on steady to
WINDSHEAR indicate that a severe decreasing
20 performance windshear condition has been
encountered
PFD Indications
Figure 17-38
LX/TERRAIN TEST G+1 USTB T+10.7

T-4.5
YUL 0NM :
(8215) 1NM 0:00 : CLIMB
(8700) 2NM 0:01 : (8215) 8215A
KDEN 177NM 0:31 : 0:00/ 611NM
328
10
(8700)
/8700A
5 (8215)
ABOVE KASE
BELOW /8215A DME2
P604_17_085
––––
VOR1 ADF2
EGPWS Self-Test - Terrain Test Pattern

Figure 17-39

Sept 04
EGPWS ABNORMAL
DESCRIPTION
ANNUNCIATION
The TAAD is inoperative due to an

TERRAIN FAIL EGPWC internal fault or due to the
failure of a required input.
The TAAD and the TCF have been

temporarily inhibited by the EGPWC
TERRAIN NOT AVAIL because the estimated navigation
accuracy from both the GPS and the
FMS is insufficient.
The range of the terrain elevation

TERRAIN CONTROL FAULT data does not agree with the current
MFD range.
EGPWS Abnormal Annunciation

Table 17-8
LX/TERRAIN G+1 USTB T+10.7

T-4.5
YUL 0NM :
(8215) 1NM 0:00 : CLIMB
(8700) 2NM 0:01 : (8215) 8215A
KDEN 177NM 0:31 : 0:00/ 611NM
328
(INTC)
10
(8700)
/8700A
5 (8215)
ABOVE KASE
BELOW /8215A DME2
P604_17_086
––––
TERRAIN FAIL TERRAIN FAIL

VOR1 ADF2
MFD Terrain Abnormal Annunciations

Figure 17-40

Sept 04
EICAS Messages
The following white EICAS status messages are provided to inform the crew when
EGPWS functions are inoperative:
MESSAGE MEANING
GPWS FAIL The basic Ground Proximity Warning function (Mode 1 to 6) is inoperative.
WINDSHEAR FAIL The windshear detection function is inoperative.
The terrain awareness alerting and display functions and the Terrain Clearance
TERRAIN NOT AVAIL Floor function have been temporarily disabled by the EGPWS because the FMS
navigation accuracy is insufficient.
The terrain awareness alerting and display functions and the Terrain Clearance
TERRAIN FAIL
Floor function are inoperative due to a fault condition.
EICAS Messages
Table 17-9

May 03
The following table lists a summary of the EGPWS modes and associated indications:
AURAL VISUAL AURAL VISUAL

MODE CONDITION WARNING WARNING WARNING WARNING
LEVEL 1 LEVEL 1 LEVEL 2 LEVEL 2
1 Excessive Descent Rate “SINK RATE” GND PROX “PULL UP” “PULL UP”
Excessive Terrain Closure Rate “TERRAIN

2A GND PROX “PULL UP” “PULL UP”
(Flaps not extended) TERRAIN”
Excessive Terrain Closure Rate “TERRAIN

2B GND PROX “PULL UP” “PULL UP”‘
(Flaps fully extended) TERRAIN”
Altitude Loss after Takeoff or Go- “DON’T SINK

3 GND PROX None None
Around DON’T SINK”
On Approach with Gear and Flaps “TOO LOW “TOO LOW

4A GND PROX GND PROX
Up TERRAIN” GEAR”
On Approach with Gear Down and “TOO LOW “TOO LOW

4B GND PROX GND PROX
Flaps not in Landing Configuration TERRAIN” FLAPS”
Takeoff or Go-Around Unsafe “TOO LOW

4C GND PROX None None
Terrain Clearance TERRAIN”
“GLIDESLOPE “GLIDESLOPE
5 Descent Below Glideslope GLIDESLOPE” GND PROX GLIDESLOPE” GND PROX
(Soft alert) (Hard alert)
“APPROACHING
6 Approaching Minimums None None None
MINIMUMS”
6 Minimums “MINIMUM” None None None
1000, 500, 50, 40,

6 Altitude Callouts None None None
30, 20, 10 feet RA
6 Excessive Bank Angle “BANK ANGLE” None None None
Windshear Alerting Amber “WINDSHEAR, Red

7 Caution (increasing performance) None WINDSHEAR on WINDSHEAR, WINDSHEAR on
Warning (decreasing performance) PFD WINDSHEAR” PFD
“CAUTION
“TERRAIN
TERRAIN
Terrain Look Ahead GND PROX TERRAIN “PULL UP”
CAUTION
PULL UP”
TERRAIN”
“CAUTION
“OBSTACLE
OBSTACLE
Obstacle Detection GND PROX OBSTACLE ‘‘PULL UP”
CAUTION
PULL UP”
OBSTACLE”
“TOO LOW
Terrain Clearance Floor GND PROX None None
TERRAIN”
GPWS Aural and Visual Alerts

Table 17-10

May 03

May 03
VHF Navigation System
Description
The VHF Navigation System is a dual-receiver system used for en route navigation
and for precision approach and landing. Signals from VHF Omni Range (VOR),
Instrument Landing System (ILS) stations and marker beacons are received and
processed. Separate VOR and ILS modes of operation are provided.
The VHF Navigation System consists of two VHF Navigation Receivers and
associated antennas.
VHF Navigation Receiver
The VOR/LOC receiver operates in the frequency range of 108.0 MHz through 117.95
MHz. The frequencies are spaced 50 kHz apart, giving 200 channels. Forty channels
are designated for Localizer and 150 channels are assigned to VOR. The frequency
range of the Glideslope Receiver is 329.15 to 335.00 MHz. There are 40 channels with
150-kHz spacing. The Localizer and Glideslope channels are paired. The Marker
Beacon operates on a fixed frequency of 75.0 MHz.
The VHF NAV 1 receiver is powered by the DC Essential Bus and VHF NAV 2 by DC
Bus 2.
Nav Tuning
NAV tuning is normally performed from the top level page of the on-side RTU (see
Figure 17-44). Tuning may also be accomplished by the cross-side RTU or by the
FMS CDU.
When the NAV main display page is selected, the sensitivity of the marker beacon
receiver can be controlled via the MKR SENS line select key.
Course Selection and Tracking
The desired VOR/LOC course may be displayed on the PFD horizontal situation
indicator (HSI), by selecting VOR/LOC using the NAV SOURCE knob on the DCP,
and then setting the desired course with the COURSE knob on the Flight Control
Panel (FCP). Pushing the PUSH DIRECT inset button of the COURSE knob on the
FCP sets the VOR course direct to the tuned VOR station.
The VOR/LOC course may also be displayed on the HSI and NAV SECTOR formats
of the MFD.

May 03
Tracking of the VOR/LOC course is accomplished using the flight director and
autopilot. For more information, see Chapter 4 Automatic Flight Control System.
Bearing Pointer Selection
The BRG pushbuttons on the DCPs allow selection of pilot’s side or copilot’s side
VOR information in the form of bearing pointers. The single magenta bearing pointer
displays the direct bearing to the NAV 1 VOR station. The cyan double bearing pointer
displays the direct bearing to the NAV 2 VOR station.
Both pointers may be displayed simultaneously on either PFD’s HSI, and on the HSI,
NAV SECTOR, and FMS MAP formats of the MFD.
Cross-Side Course Display
The PUSH X-SIDE inset button on the NAV SOURCE knob may be used to display
cross-side course information on the HSI and NAV SECTOR MFD formats.

The figures that follow outline the controls and indications relevant to VHF
navigation. Refer to Chapter 6 Communications, and Chapter 11 Flight Instruments
for additional information on the Radio Tuning Unit (RTU) and EFIS displays.

May 03
RTU Top Level

Page
BRT
B
R
T
IDENT
VHF NAV ACT COM1 PRE Preset/Recall
Frequency 123.45 134.92 Frequency
Change/Radio DME-H Selector Key
Page Key ACT NAV1 PRE
108.50 109.00 1/2 VHF NAV Preset
HI
ADF1 TCAS Frequency Display
VHF NAV Active
Frequency 195.5 AUTO REL
Display TONE
ATC1
Marker NEXT
PAGE 4567 Tune Knobs
Beacon
Sensitivity
Indicator
VHF NAV Active BRT Preset/Recall

Indicator
B
Frequency
R
T
Selector Key NAV1 IDENT

ACT PRE
VHF NAV Active 108.5 109.50 Tune Window
DME-H
Frequency DME
Display
113.50 1/2
VHF NAV Preset
Frequency Display
Marker Beacon MKR SENS
Sensitivity LO HI NAV Main Page
Selector Key TONE
RETURN
P604_17_023
VHF Navigation RTU Display

Figure 17-41

May 03
Navigation Receive Marker Beacon Receive

1 - VHF - 2 VHF 3 1 - HF - 2 INT/SVC
Switches Switches
Press to monitor Press to monitor marker
respective navigation beacon audio signals:
receiver. 3000 Hz - inner marker
Press again to deselect. 1300 Hz - middle marker,
Any number of audio and
1 - DME - 2 1 - ADF - 2
sources can be monitored 400 Hz - outer marker
PA
at the same time. Press again to deselect.
Rotate to adjust volume. Rotate to adjust volume.
1 - NAV - 2 1 - MKR - 2 Marker-receive sensitivity
VOICE/BOTH Switch and output volume are set
VOICE – CW signals are by MKR sens mode, on
filtered out of VOR, ILS NAV main page of RTU
R/T VOICE SPKR MASK EMER
and ADF
BOTH – Station
identification and voice
I/C BOTH BOOM NORM
signals are audible
AUDIO CONTROL PANEL
No. 1/2 Bearing Pointer BRG TERR WX TFC

Navigation Source Knob
Source Switches Rotate to select navigation
Push to select No.1/2 NAV source:
(single/dual bar) source: SOURCE -(FMS 3)
FORMAT RANGE P US H
-OFF -FMS 1
-VOR 1/2 X-
SID
-VOR 1 / LOC 1
E
-ADF 1/2-FMS 1/2 -OFF

-(FMS 3) -VOR 2 / LOC 2
Source indicated on -FMS 2
PFD/MFD. DISPLAY CONTROL PANEL -(FMS 3)
Cross-side Course
Selection Pushbutton
Used only on MFD. In HSI
and NAV sector formats,
displays currently selected
cross-side course, along
with course deviation and
course labeling from
cross-side. Selection does
not remove existing data
P604_17_024
from MFD. Push on/push

off.
Audio and Display Control Panel

Figure 17-42

May 03
FD VS DOWN FLC NAV HDG APPR ALT XFR AP ENG FD
P604_17_089
CRS1 SPEED HDG ALT CRS2
VNAV 1/2 BANK B/C TURB AP DISC
S S
US PU PU US
H
H
P
H
P
IA
CH
S/
T
T
IREC SY AN IREC
D
L
C
D
UP MA NC CE
FLIGHT CONTROL PANEL

Course Course
Knob Knob
Flight Control Panel Course Knobs

Figure 17-43
Marker Beacon Indicator

Colored box is displayed as airplane passes over
applicable marker beacon and flashes to indicate:
HDG DR VS -inner or airway marker (BLANK)(white)
10000 3.0
-middle marker (MM) (yellow)
VOR1 ALTS PATH GS
AP 19000 4 -outer marker (OM) (cyan).

250 20
200 2
280 OM
10 1 ILS G/S
100
260 Vertical
8 000
Deviation
240 Pointer
10 900
1 FMS VNAV
220
800 2 Deviation
20
M.452
30.15 IN 4
Pointer
1.9
VOR1
Vertical
CRS 310 33 N 30 Deviation
29.4NM 30 Scale
VIN
3
W
Vertical Deviation Display (G/S or FMS)

6
ILS G/S appears when all necessary conditions are met.

24
VOR1 VOR2
E
If deviation data becomes invalid, display replaced by red

GS flag. When back course selected, scale is presented
B
R
without pointer or flag annunciation. When pointer moves

T
to top or bottom of the display, diamond pointer changes to

a ½ diamond pointing in the direction of the deviation.
Excessive deviation causes the pointer to flash (amber).
Navigation Course Bearing

Source Pointer Pointers
Indicator
VOR1
Course CRS 310 33 N
29.4NM
Display VIN 30
3
W
Station
24
VOR1 VOR2
Identifier
E
P604_17_025
Bearing Bearing Lateral Lateral Bearing

Source Pointer Deviation Deviation Pointer
Indicator Indication Bar Scale Indicators
PFD Navigation Display

Figure 17-44

Jan 04
Course Display
Course Pointer
Indicates the active NAV course. The value is
numerically repeated in the course display.
WX TGT
CID 30.0NM VIN 104.7NM No. 1 Bearing Pointer
TTG11 : 07 TTG 11: 26
Pointer removed if bearing source failed.
340
33 N
Lateral Deviation Bar
30
Indicates airplane deviation from VOR or localizer
3
beam.
W
Lateral Deviation Scale

6
Indicates relative deviation.

24
No. 2 Bearing Pointer

E
Pointer removed if bearing source failed.

21
12
S 15
VOR1 VOR2 MFD 1 MFD 2

VOR 1 VOR 2 VOR 1 VOR 2
LOC 1 LOC 2 LOC 1 LOC 2
B
R
T
FMS 1 FMS 2 FMS 1 FMS 2

COURSE/DESIRED TRACK POINTER
MULTIFUNCTION DISPLAY
PILOT'S AND COPILOT'S INSTRUMENT PANELS
LX/WX+TRB+GCS G+3 USTB T+10.7 TGT

CID 30.0NM VIN 104.0NM
TTG11 : 07 340 TTG11 : 26
To/From Indicator
Indicates direction to or from a tuned VOR or selected
waypoint. Color matches navigation source.
ALO
100 Bearing Source Indicator

CID
Indicates navigation source selected to obtain
50 DBQ bearings.
MFD 1 MFD 2
VOR1 VOR2
P604_17_026
VOR 1 VOR 2 VOR 1 VOR 2

B

R
T

MULTIFUNCTION DISPLAY BEARING POINTER

MFD Navigation Display

Figure 17-45

Sept 04
Glidescope
Vertical
Display Deviation
Control Panel Flag
Source Flag
G
S V
Excessive IAS ALT S
FD
Lateral ATT
Deviation/
Localizer
Comparator RA
Indicator DCP2 TRU
FMS1 LOC1
DTK 072 33 N
29.4NM 30 Heading
VIN
3
Navigation MSG1
Flag
W
Source Flag MSG2
6
24
VOR1 E VOR2
P604_17_027
B
R
T
Will be absent if system is
not functioning
PFD - VHF NAV - Failure Displays

Figure 17-46

Sept 04
Distance Measuring Equipment (DME) System
Description
There are two Distance Measuring Equipment (DME) receivers installed on the
Challenger 604, DME 1 and DME 2. The DME systems measure the slant distance
between the aircraft and a ground station to a maximum range of 300 nautical miles.
Distance information is supplied to the FMSs, the PFDs and the MFDs.
DME Transceivers
The DME transceivers compute distance for display on PFDs and MFDs and also
provide position updating data to the FMSs.
The transceivers transmit, receive and process RF signals to produce slant range to a
ground station. The DME frequency range consists of 252 channels in the frequency
band of 962 to 1213 MHz, designated as X and Y channels 1 to 126.
DME 1 is powered by DC Bus 1, and DME 2 is powered by DC Bus 2.
Tuning
Each DME is a three-channel transceiver. Channel one is manually tuned by the on-
side RTU, the cross-side RTU or by the FMS. Channels two and three are
automatically tuned by the FMS and are used for multisensor navigation.
DME Hold
Pushing the DME-H key (on the right side of each RTU) holds the last DME
frequency. This permits changing to, and working with, another VOR/LOC station
while still receiving DME distance information from the last DME station.
DME Aural Identification
The DME three-letter Morse code identifier is supplied to the audio integrating
system. Audio outputs are monitored using the DME 1 and DME 2 switches on the
audio control panels. When listening to other NAV idents simultaneously, the DME is
recognizable by its higher pitch.

May 03
DME Status Page Selection
The DME status page can be selected by pushing the MFD MENU switch on the FMS
Control Display Unit, followed by pressing the VOR STATUS line select key. For
each DME channel, the following data is displayed:
• received DME ident
• received DME frequency
• received DME slant range
The identifier shown adjacent to the DME label corresponds to the ident received from
the DME sensor. The display of an identifier adjacent to the VOR label is determined
by the FMS. If a DME is in Hold mode, its frequency is followed with an amber “H”.

May 03
DEP
DIR FPLN LEGS ARR PERF IDX TUNE PREV NEXT
MFD MFD MFD

DATA MENU ADV A B C D E F
1 2 3 G H I J K L
4 5 6 M N O P Q R
7 8 9 S T U V W X
. O +/- Y Z SP DEL / CLR
POS BRT
LEFT DISPLAY MENU 1/2

TEXT DISPLAY
L TEXT PG R MAP
TO+APPR REF VOR STATUS
ACTIVE DATA BASE R
FPLN PROG LRN STATUS
SEC DATA BASE E
NAV STATUS INSTERS
UTC DATE
POS SUMMARY ARFTS
PROGRAM R
POS REPORT TERM WPTS
L SIDE
SEC FPLN L/R>
[ ]
MSG MSG EXEC
VOR/DME STATUS
SOURCE ID FREQ BRG/DIST

VOR 1 IOW 116.2 337.4
DME 1 - 1 IOW 116.2 14.1 NM
DME 1 - 2 ------- 111.6 ----.-- NM
DME 1 - 3 DSM 114.1 77.9 NM
VOR 2 CID 117.6 191.0°
DME 2 - 1 CID 117.6H 21.5
DME 2 - 2 ALO 112.2 63.3
DME 2 - 3 LNR 112.8 126.4

P604_17_035
B
R
T
MFD - VOR / DME Status Page

Figure 17-47

May 03

The DME distance and station identifier are displayed in the lower left corner of the
PFD. When DME system information is not valid or unavailable, the DME distance
display is removed.
On the PFD, the H annunciator next to the frequency readout indicates that the HOLD
mode has been selected.
On the MFD, DME information is displayed on the upper left corner of the HSI and
NAV SECTOR format when VOR/LOC is selected as the NAV SOURCE.
On aircraft equipped with “Precision Plus”, DME 1 and DME 2 are continuously
displayed on the left and right sides of the MFDs.

May 03
Top Level Page

BRT
Preset/Recall Frequency
B
R
T
IDENT
Selector Key
VHF NAV Frequency ACT COM1 PRE
Change/ Radio Page Key 123.45 134.92
DME-H
ACT NAV1 PRE DME Hold Pushbutton
108.50 109.00 1/2
113.50H
VHF NAV Active ADF1 TCAS
Frequency Display
195.5 AUTO REL
TONE
ATC
DME Hold Function- NEXT
PAGE 4567
Paired VHF Navigation STBY DME Hold Function
Frequency Indicator
NAV Main Page Preset/Recall

BRT
Indicator
B
R
T
VHF NAV Active IDENT
Frequency Selector Key ACT NAV1 PRE
108.5 109.50 Tune Window
DME-H
VHF NAV Active DME
Frequency Display 113.50 1/2
VHF NAV Preset
MKR SENS Frequency Display
LO HI
TONE
Tune Knobs
DME Hold Function- RETURN
Paired VHF Navigation
Frequency
RADIO TUNING UNIT
1 - VHF - 2 VHF 3 1 - HF - 2 INT/SVC
1 - DME - 2 1 - ADF - 2
PA
1 - NAV - 2 1 - MKR - 2
DME Receive Switches
Press to monitor selected
DME receiver.
Press again to deselect R/T VOICE SPKR MASK EMER
P604_17_033
DME station identification

audio.
Rotate to increase volume. I/C BOTH BOOM NORM
AUDIO CONTROL PANEL
DME Controls (RTU / Audio Control Panel)

Figure 17-48

May 03
Distance Readout HDG DR ALTS

1500
LOC1 ALTS GS
Indicates DME distance (slant AP 4
190
range maximum 300 NM) to 20
200 2
tuned navigation aid. 220
10 1
100
200
3 000
PFD 1 PFD 2 180

10 900
1
VOR 1 VOR 2 VOR 1 VOR 2 160
T
800 2
LOC 1 LOC 2 LOC 1 LOC 2 M.452 2400FT
20
30.15 IN 4
FMS 3 FMS 3 FMS 3 FMS 3 LOC1
CRS 310 33 N 15
15.4NM
H 30
VIN
3
DME HOLD (H) Symbol (yellow)
6
When DME-H is selected, H
24
ADF1 VOR2
replaces NM legend on distance
E
readout.
PRIMARY FLIGHT DISPLAY
Ground Speed Readout (white)

When VOR is navigation source, readout indicates
DME ground speed.
When DME failed, readout and label blanked.
LX/RADAR OFF G+3 USTB T+10.7

T+5.0
Navigation LX/WX+TRB+GCS G+3 USTB T+10.7 TGT
UTC01: 06 TAS 345 GS 345 SAT-29C TAT-13C Source Indicator UTC11 : 42 TAS 250 GS 250 SAT 15C TAT–15C Cross-Side
YUL 15NM : VOR1 CRS 350 FMS2 DTK 030 Course
HOKKE 9NM 0:02 : DIRECT 3.3° 2000 Station Identifier CID 30.0NM VIN 104.0NM
THURO 26NM 0:05 : TEXEN 2600A
TTG : 07 340 TTG11 : 26 Displays
CYOW 66NM 0:15 : 0:11/ 56NM Time-To-Go Display
280
26000A
ALO
Distance Display
100
CID
THURO
50 50 DBQ
ABOVE
BELOW 25 HOKKE Nautical Miles (NM)
P604_17_034
DME1 DME2
DME Hold (H) Symbol
YUL YUL
15.6 15.6
VOR1 YUL ADF2 ADF1 ADF2
MULTIFUNCTION DISPLAY MULTIFUNCTION DISPLAY

(FMS MAP PAGE) (NAV SECTOR PAGE)
DME Displays (PFD / MFD)

Figure 17-49

Jan 04
Automatic Direction Finder (ADF) System
Description
The Automatic Direction Finder (ADF) system is a dual low-frequency radio
navigation system (ADF 1 and ADF 2). The receivers are independently tunable in
0.5-kHz increments, in the frequency ranges of 190.0 to 1799.5 kHz and 2179 to 2185
kHz. The transmitting stations can be non-directional beacons (NDBs) or standard AM
broadcasting stations.
ADF Receivers
The ADF receivers supply bearing-to-station and audio outputs to the navigation and
audio systems, and digital bus outputs to the Integrated Avionics Processor System
(IAPS) and Electronic Flight Instrument System (EFIS).
ADF 1 is powered by the DC essential bus, and ADF 2 is powered by the DC bus 2.
ADF Antenna
The ADF Antenna contains one sense antenna and two loop antennas mounted 90°
relative to each other.
ADF Tuning
The ADF receiver is normally tuned by the on-side RTU, but may also be tuned by the
cross-side RTU or by the FMS. The audio is controlled by ADF 1 and ADF 2 switches
on the audio control panel. A VOICE/BOTH switch filters out the station
identification or selects both identification and voice.
When the 1/2 switch on the RTU is pushed, each RTU can control the on-side and
cross-side ADF receivers.
ADF Bearing Pointer Selection and Navigation
The BRG pushbuttons on the DCPs allow selection of pilot's side or copilot's side
ADF information in the form of bearing pointers. The magenta single bearing pointer
displays the direct bearing to the ADF 1 station. The cyan double bearing pointer
displays the direct bearing to the ADF 2 station.
Both pointers may be displayed simultaneously on either PFD’s HSI, and on the HSI,
NAV SECTOR, and FMS MAP formats of the MFD.

May 03
ADF bearings cannot be coupled to course tracking or flight guidance systems. If

navigation is being conducted using ADF information, the pilot is responsible to
assign heading or course commands using the airplane’s other navigational systems.
ADF Operation Modes
The ADF system has two selectable modes of operation: ANT and ADF.
• when ANT is selected on the ADF page of the RTU, the NDB station signal may
be received at long range, but no bearing information is available
• when ADF is selected, the reception range for the NDB signal is reduced, but
bearing to the station is available
ADF Failure Indication
An ADF system failure is displayed as follows:

• the ADF frequency display on the RTU top level page is replaced with dashes
• on the pilot’s and copilot’s PFDs and MFDs, the applicable bearing pointer is
removed
• the applicable magenta or cyan bearing source indicator is replaced with a red
boxed bearing source indicator
ADF Self-test
To conduct the self-test, the ADF receiver must be in the ADF mode with a valid NDB
frequency tuned in. The self-test is started by pushing the ADF TEST key on the RTU
ADF main page. During the test, the bearing pointer rotates 90 degrees
counterclockwise and the tone generator activates. The self-test is completed when the
bearing pointer returns to its original bearing.

The figures that follow outline the controls and indications relevant to ADF
navigation. Refer to Chapter 6 Communications and Chapter 11 Flight Instruments for
additional information on the Radio Tuning Unit (RTU) and EFIS displays.

May 03
No. 1 Bearing Pointer

Source Switches
Push to select No.1 source:
-OFF
-VOR 1
-ADF 1
-FMS 1 BRG TERR WX TFC
-(FMS 3) NAV
Source indicated on SOURCE
PFD/MFD. FORMAT RANGE PUSH
X-
No. 2 Bearing Pointer SID
E
Source Switches
Push to select No.2
(single/dual bar) source: DISPLAY CONTROL PANELS
-OFF
-VOR 2 PFD 1 PFD 2
-ADF 2
-FMS 2 VOR 1 VOR 2 VOR 1 VOR 2
-(FMS 3) ADF 1 ADF 2 ADF 1 ADF 2
Source indicated on FMS 1 FMS 2 FMS 1 FMS 2
PFD/MFD. FMS 3 FMS 3 FMS 3 FMS 3
BEARING POINTER
HDG DR VS
10000 3.0
VOR1 ALTS PATH GS
AP 19000 4
250 20
200 2
280
10 1
100
260
No. 1 Bearing Pointer 8 000 No. 2 Bearing Pointer
Indicates bearing to VOR, 240 Indicates bearing to VOR,
10 900
ADF or FMS navigation 1 ADF or FMS navigation
source selected on display 220 source selected on display
800 2
control panel. Pointer M.452
20 control panel. Pointer
30.15 IN 4
removed if navigation source 1.9 removed if navigation source
failed VOR1 failed
CRS 310 33 N 30
29.4NM 30
VIN
3
No. 1 Bearing Source No. 2 Bearing Source

W
Indicator Indicator
6
Indicates navigation source Indicates navigation source

24
ADF1 ADF2
selected to obtain No. 1 selected to obtain No. 2
E
P604_17_029
bearing bearing
B
R
T

ADF Bearing Display (PFD)
Figure 17-50

Jan 04
WX
UTC 11:42 TAS 250 GS 254 SAT 12 C TAT -15 C LX/WX+TRB+GCS G+3 USTB T+10.7
VOR1 CRS 350 FMS2 DTK 030 UTC 11:42 TAS 250 GS 254 SAT 12 C TAT -15 C
No. 1 Bearing CID 30.0NM VIN 104 NM VOR1 CRS 350 FMS2 DTK 030
CID 30.0NM VIN 104 NM
Pointer TTG :07 TTG :26
TTG :07 TTG :26
340 33 340
N
No. 2 Bearing
Pointer
33 N 30
30
3 Cross-side
ALO
Course
3
100 CID
Pointer
W
No. 1 Bearing 50
DBQ No. 2 Bearing
Source
24
Pointer
Indicator
E
Indicator
P604 17 030
21
12
No. 1 Bearing S 15 No. 2 Bearing
Source Pointer
Indicator Indicator
HSI MODE NAV SECTOR MAP MODE
ADF Bearing Display (MFD)

Figure 17-51

May 03
FREQ Change / Radio Page BRT
Key Top Level Page
B
R
T
Tune – Push key once to IDENT
directly tune active frequency ACT COM1 PRE
with tuning knobs 123.45 134.92
DME-H
Radio Page – Push key twice to NAV1
ACT PRE
select ADF main page
108.50 109.00 1/2
ADF1 TCAS
195.5 AUTO REL
TONE ADF FREQ Readout
ATC Indicates active ADF frequency
NEXT
PAGE 4567
STBY
RTU
(Pilot Shown)
ADF Mode Key
Selects either ADF or antenna
functions:
ANT – Used for range BRT ADF Main Level Page
navigation, optimum station Used to select ADF modes and
B
R
T
tuning, or monitoring. IDENT
frequencies
ADF – Used to select directional
ADF1
antenna which seeks signal 238.0
DME-H
source. Bearing to selected
station is displayed on the HSI MODE
portion of the primary flight ADF ANT 1/2 FREQ Readout
display or the multifunction Indicates active ADF frequency
display. TONE
OFF ON
TONE TEST
Tone Key Initiates self-test. Pointer rotates
Selects tone circuit either on or RETURN TEST 90° CCW, tone activates
off.
ON – Superimposes an aural
signal on unmodulated carrier
waves to aid in precise
frequency selection. RTU
(Pilot Shown)
1 - DME - 2 1 - ADF - 2
PA
VOICE / BOTH Switch

VOICE – Station identification 1 - NAV - 2 1 - MKR - 2
CW signals are filtered out of ADF Receive Switches
VOR, ILS and ADF audio Press to monitor selected ADF
BOTH – Station identification receiver.
P604_17_031
R/T VOICE SPKR MASK EMER

and voice signals are audible Press again to deselect ADF
receiver audio.
BOTH BOOM NORM
Rotate to increase volume
I/C
AUDIO CONTROL PANELS
ADF Controls (RTU / Audio Control Panel)

Figure 17-52

May 03
Air Traffic Control (ATC) Transponder System
Description
The ATC Transponder system is an automatic altitude and identification reporting unit
which responds to ground ATC interrogators and airborne traffic alert and collision
avoidance system (TCAS) interrogators.
There two Air Traffic Control transponders, ATC 1 and ATC 2. The transponders have
three modes of operation:
• Mode A - aircraft identity reporting
• Mode C - altitude reporting
• Mode S - data links with other mode C and S transponders for the traffic collision
avoidance system (TCAS)
Transponder
The solid-state transponders receive and decode air traffic control interrogations and
reply automatically. The system can receive but cannot reply to interrogations when on
the ground.
The ATC 1 system is powered by the DC Essential Bus, and the ATC 2 system is
powered by DC Bus 2.
Antennas
Each transponder system has two paired antennas. Each system has an upper and
lower antenna located on the forward fuselage.

May 03
ATC Selector Knob
The ATC selector knob is located on the REVERSIONARY / INHIBIT panel of the
center pedestal. The selector has three positions: 1, STBY and 2. When ATC 1
transponder is selected, it uses altitude information from ADC 1 to respond to mode C
and mode S interrogations. ATC 2 receives altitude information from ADC 2. When
either transponder is selected, the RTU four-digit identification code turns green.
When in STBY, the RTU code is white.
NOTE
In RVSM airspace, the pressure altitude source for the
transponder must be the same as the pressure source used by
the automatic altitude control system (i.e., the flight director and
autopilot). If flight director 1 is in use, select ATC 1 as the
transponder. If flight director 2 is in use, select ATC 2 as the
transponder.
Code Selection
Selection of ATC identification code and altitude reporting are performed via the ATC
Main Page on the RTUs. The TUNE page on the FMS permits manual selection of the
ATC code.

May 03
BRT
Top Level Page
B
R
T
IDENT
ACT COM1 PRE IDENT Pushbutton
123.45 134.92
DME-H
ACT NAV1 PRE ATC Identification Code
108.50 109.00 1/2
Selector Key
ADF1 TCAS
195.5 AUTO REL ATC Identification Code
TONE Display
ATC1
NEXT
PAGE 4567
Altitude Mode Off Indicator ALT OFF ID
STBY Mode IDENT Indicator or R For
Reply
BRT
B
R
T
Tune Indicator IDENT

ATC ATC Main Page
4567
Tune Window STBY R DME-H Reply Indicator
ALT
ON OFF Reported Altitude Display
Standby Mode Indicator 1/2
41000
TONE
Altitude Mode Selector Key
RETURN
P604_17_037
Transponder Controls (RTU)

Figure 17-53

May 03

May 03
ATC SEL
Selects No. 1 or No. 2
ATC Transponder
STBY
1 2
1 2
AFCS ATC
SEL INHIBIT PUSH SEL
P604_17_038
FMS
RTU 1 RTU 2 TUNE
INHIB INHIB INHIB
1-RTU-2 FMS TUNE
Transponder Controls (Reversionary / Inhibit Panel)

Figure 17-54

May 03
Traffic Alert and Collision Avoidance System (TCAS)
Description
The TCAS is an airborne traffic surveillance system that provides collision avoidance
alerts and conflict resolution cues to pilots. Operating with the Mode-S transponder,
interrogations are transmitted, responses from other similarly equipped aircraft are
received and analyzed, potential traffic threats are identified and displayed, and
conflict resolutions are presented visually and aurally.
TCAS monitors a radius of approximately 5 to 40 NM around the aircraft. The TCAS
transceiver transmits mode-C and mode-S transponder interrogation signals and
monitors all replies. Internal processing determines the range, bearing, and altitude of
each transponder-equipped aircraft within range. When a conflict exists, the TCAS
generates traffic advisory (intruder alert), resolution advisory (recommended vertical
escape maneuver), and/or synthesized-voice audio outputs. When an intruder aircraft
is also equipped with a functioning mode-S transponder, the TCAS uses the
transponder to transmit collision avoidance data to that aircraft. This mode-S link
allows the two TCAS systems to coordinate conflict resolution between aircraft.
TCAS Transmitter / Receiver
The TCAS transmitter / receiver contains the TCAS computer, and is installed in the
underfloor avionics compartment. It selectively transmits interrogation signals,
receives and analyzes the responses, determines if potential conflicts exist, generates
collision avoidance solutions, and formats the data to visually and/or aurally present
that information to the pilots.
The TCAS transmitter / receiver receives bearing information from the TCAS
directional antenna on the top of the fuselage, and receives altitude information from
the TCAS omnidirectional antenna located on the underside of the fuselage.
Power for the TCAS transmitter / receiver is supplied by the AC Essential Bus.
TCAS Traffic Symbology

The TCAS computer classifies nearby aircraft into one of four types:
• Other traffic (OT)
• Proximate traffic (PT)
• Traffic alert (TA)
• Resolution advisory (RA)

May 03
LX/WX+TRB G+3 USTB T+10.7 Range

UTC11:42 TAS 250 GS 254 SAT 12C TAT -15C Rings
Range FMS2
Distance YUL
Traffic Symbol
10
Azimuth Tick
Example: Marks
+07 +01
RA traffic alert –
intruder at 10:30; 4
miles away, 700 feet
above, descending +10 Aircraft
-02 Symbol
greater than 500 fpm
ALT
180
TCAS ABOVE
Altitude BELOW
-OFF RA 2.0NM/ 00
Display
TA 4.0NM/ -03
No Bearing
Advisory
TCAS Window
Mode
Display
B
R
T
TCAS TRAFFIC MAP FORMAT
Traffic Detail: The following TCAS messages may display on the

VS Arrow MFD screens:
(if VS > 500 fpm)
Message Meaning
- 45 TCAS FAIL TCAS system failure (amber)
TCAS TEST TCAS computer is in test mode (white)
ALT Data TD FAIL TCAS data not received (amber)
Intruder (REL/ABS Altitude
Symbol x 100 feet)
The following TCAS messages may display on the PFD
Intruder Symbology: screens:
RA Traffic
Message Meaning
TA Traffic TRAFFIC RA (red) or TA (amber) intruder detected
RA FAIL TCAS data not received (amber)
P604_17_043
Proximate Traffic TCAS FAIL TCAS system failure (amber)

TCAS OFF TCAS system is off (white)
Other Traffic TCAS TEST TCAS computer is in test mode (white)
TCAS MFD Traffic Symbology Display

Figure 17-55

May 03
Other Traffic (OT)
Other Traffic (OT) is non-threat traffic within the TCAS surveillance area. The display
of OT symbols on the MFD may be set to on or off. The control for this function is
located on the RTU TCAS main display page.
Other Traffic is available for display in variable altitude volumes. The controls for this
feature are also located on the RTU TCAS main display page. “NORMAL” mode is
the default mode. “NORMAL” mode sets the OT window from between 2700 feet
above to 2700 feet below own airplane altitude. Selecting “BELOW” extends the
lower portion of the OT window to 9900 feet below own airplane altitude. Selecting
“ABOVE” extends the upper portion of the OT window to 9900 feet above own
airplane altitude.
Proximate Traffic (PT)
Proximate traffic are non-threat aircraft within ± 1200 feet relative altitude and six NM
of own aircraft. Proximate traffic cannot be deselected, and is always shown on the
traffic display as an aid to the pilots when visually acquiring TAs and RAs.
Traffic Alert (TA)
The TCAS computer issues Traffic Alerts as appropriate when TA/RA mode is active.
TA/RA mode is selected on the TCAS RTU main menu page. Traffic alerts are issued
for non-threat intruder aircraft that should be monitored because, depending upon their
continued flight path, they may become RA traffic. Traffic alerts are issued aurally and
visually on the MFD, starting 20 to 48 seconds before the calculated closest point of
approach. The audio message “TRAFFIC, TRAFFIC” is annunciated over the aircraft
audio system, and the message “TRAFFIC” shows in yellow below the VSI on the
PFD when the system detects TA traffic.
When the TCAS computer is operating in TA ONLY mode, RA traffic shows as TA
traffic, and no commanded vertical speeds show on the PFD. TA ONLY mode is
selected via the RTU TCAS main display page. “TA ONLY” shows in white on the
PFD when the system is operating in TA ONLY mode. “TA ONLY” shows in yellow
when the system is operating in the TA ONLY mode and TA traffic is detected.
NOTE
TA ONLY mode is automatically selected when below 1100 feet
AGL on takeoff and 900 feet AGL on landing.

May 03
Resolution Advisory (RA)
The TCAS computer issues Resolution Advisories as appropriate when TA/RA mode
is active. TA/RA mode is selected on the TCAS RTU main menu page. When the
system determines a potential threat requires immediate pilot action, a resolution
advisory shows on the MFD. The TCAS system gives an RA on the PFD in the form
of a vertical speed command designed to increase the separation between the intruding
threat aircraft and own aircraft.
Resolution advisories show as red-only, or red-and-green bands. To comply with a
resolution advisory, avoid flying vertical speeds within the red banded areas, and fly
the vertical speeds within the green banded areas (if presented). “TRAFFIC” shows in
red below the vertical speed scale on the PFD when the system detects RA traffic.
There are two types of RA: corrective and preventive.
Corrective RA:
A corrective RA is issued if the TCAS computer has determined that corrective action
needs to be taken to avoid the threat traffic. The computer displays the vertical speed
range to seek and/or avoid on the PFD vertical speed display. Corrective RA audio
annunciations are issued by the TCAS computer over the cockpit audio system. (See
Table 17-12).
Preventive RA:
A preventive RA is issued if the TCAS computer has determined that the current
vertical speed will resolve the threat situation. The computer displays the vertical
speed range to maintain, and the vertical speed range to avoid, on the PFD vertical
speed display. The command “Monitor Vertical Speed” is issued by the TCAS
computer over the cockpit audio system.
RA Communication and Coordination
In a case where both aircraft are TCAS equipped, the TCAS communicates with the
other aircraft to coordinate evasive strategies. This coordination may occur before an
advisory is issued and is calculated for optimum safe separation using the least
disruptive maneuver possible. For example, if one aircraft is in a particular vertical
speed (VS) profile, it may be advantageous for that aircraft to increase or decrease its
VS as opposed to the other assuming an evasive VS. Whatever maneuver is selected,
this information is communicated to other aircraft and ground facilities.
If the other aircraft is not TCAS equipped, the corrective or preventive maneuver
responsibility is assumed by the TCAS-equipped aircraft, and only the ground facility
communication is possible.

May 03
4 4 4
2 2 2
1 1 1
1 1 1
2 2 2
4 4 4
CLIMB DESCENT CLIMB

PREVENTIVE PREVENTIVE CORRECTIVE
4 4 4
2 2 2
1 1 1
P604_17_098
1 1 1
2 2 2
4 4 4
DESCENT CLIMB PREVENTIVE/ DESCEND PREVENTIVE/

CORRECTIVE CLIMB CORRECTIVE DESCEND CORRECTIVE
TCAS Vertical Speed Advisories

Figure 17-56
FIXED RANGE
RANGE THRESHOLD ALTITUDE THRESHOLD THRESHOLD, USED
TCAS ADVISORY
(SECONDS) (FEET) WITH SLOW CLOSURE
RATES (NMI)
V6.04a V7 V6.04a V7 V6.04a V7
Traffic advisory
FL200 - FL300 48 48 850 850 1.3 1.3
FL300 - FL420 48 48 1200 850 1.3 1.3
Corrective RA
FL200 - FL300 35 35 600 600 1.1 1.1
FL300 - FL420 35 35 700 600 1.1 1.1
Preventive RA
FL200 - FL300 35 35 700 700 1.1 1.1
FL300 - FL420 35 35 800 700 1.1 1.1
TCAS Threat Resolution Parameters

Table 17-11

May 03
VERSION 6.04 AURAL

TCAS ADVISORY VERSION 7 AURAL ANNUNCIATION
ANNUNCIATION
Traffic Advisory Traffic, Traffic Traffic, Traffic
Climb RA Climb, Climb Climb, Climb, Climb
Descend RA Descend, Descend Descend, Descend, Descend
Climb, Crossing Climb; Climb, Crossing Climb;

Altitude Crossing Climb RA
Climb, Crossing Climb Climb, Crossing Climb
Descend, Crossing Descend; Descend, Crossing Descend;

Altitude Crossing Descend RA
Descend, Crossing Descend Descend, Crossing Descend
Reduce Climb,
Reduce Climb RA Adjust Vertical Speed, Adjust
Reduce Climb
Reduce Descent,
Reduce Descent RA Adjust Vertical Speed, Adjust
Reduce Descent
Climb, Climb NOW; Climb, Climb NOW;

RA Reversal to a Climb RA
Climb, Climb NOW Climb, Climb NOW
Descend, Descend NOW; Descend, Descend NOW;

RA Reversal to a Descend RA
Descend, Descend NOW Descend, Descend NOW
Increase Climb,
Increase Climb RA Increase Climb, Increase Climb
Increase Climb
Increase Descent, Increase Descent,

Increase Descent RA
Increase Descent Increase Descent
Maintain Rate RA Maintain Vertical Speed, Maintain Monitor Vertical Speed
Altitude Crossing, Maintain Maintain Vertical Speed, Crossing

Monitor Vertical Speed
Rate RA (Climb and Descend) Maintain
Weakening of Initial RA Adjust Vertical Speed,Adjust Monitor Vertical Speed
Preventive RA (No change in Monitor Vertical Speed,

Monitor Vertical Speed
vertical speed required) Monitor Vertical Speed
RA Removed Clear of Conflict Clear of Conflict
TCAS Aural Annunciation Table

Table 17-12

May 03
TCAS Resolution Advisories (RAs) Inhibits
TCAS resolution advisories and some audio annunciations are inhibited below certain
radio altitudes. Radio altitudes and the associated RA status are as follows:
RADIO ALTITUDE RESOLUTION ADVISORY (RA) STATUS
Below 900 feet AGL descending

All RAs inhibited (TA ONLY) and TA audio annunciations inhibited
Below 1100 feet AGL climbing
Below 1000 feet AGL descending

DESCEND RA inhibited
Below 1200 feet AGL climbing
Below 1450 feet AGL INCREASE DESCENT RA inhibited
TCAS RA Inhibits
Table 17-13

May 03
RTU Controller
The TCAS is controlled by the RTUs. The TCAS Main Display Page can be selected
from the Top Level Display by pressing the TCAS line select button on the right side
of the RTU display.
BRT
B
R
T
IDENT
ACT COM1 PRE
123.45 134.92
DME-H
ACT NAV1 PRE
108.50 109.00 1/2 TCAS Display
HI
ADF1 TCAS
195.5 AUTO REL
TONE
ATC1
NEXT
PAGE 4567
TCAS Mode Select Key TCAS Main Page Traffic Display Select Key
AUTO – Traffic resolution Used to select TCAS modes Used to select display mode:
indication automatically and display formats ON – Displays all
appears on vertical speed accessed through TCAS key transponder-equipped traffic
indication. on top level page (threat, proximate and other).
STBY – Standby. OFF – Displays threat traffic
TA ONLY – TRAFFIC only
indication on PFD indicates BRT
amber and flashes for TA

B
R
T
indication. IDENT
TCAS
MODE TRAFFIC
AUTO STBY ON Altitude Range Select Key
TA ONLY OFF DME-H
Used to select relative range
Altitude Tag Key
ALT ABOVE values:
Used to select altitude REL ABS
readout type on MFD. 1/2 NORM – -2700 feet to
REL – Relative to own +2700 feet
aircraft altitude. ABOVE – -2700 feet to
TEST NORM +9900 feet
ABS – Altitude reference is TONE
corrected barometric altitude. BELOW – -9900 feet to
RETURN BELOW +2700 feet
P604_17_040
ALTXXX displays on MFD.
TCAS TEST Key

Used to initiate TCAS self-
test. Takes normally about 8
seconds to complete
Note: the TCAS test is RETURN Key
disabled with the airplane in Used to return to top level
the air page
TCAS Controls (RTU)

Figure 17-57

Sept 04
MFD TCAS Displays
The altitude, relative position, distance and vertical speed of mode C or mode S
transponder-equipped aircraft are displayed on the following MFD formats:
• MFD TCAS format
• MFD NAV SECTOR format, when the TFC button is pushed on the DCP
• MFD FMS MAP format, when the TFC button is pushed on the DCP
LX/RADAR OFF G+3 USTB T+10.7 RADAR OFF TGT LX/MAP G+1 USTB T+10.7
T-4.5
UTC 22:39 TAS 0 GS 0 SAT 15C TAT 15C UTC01 : 50 TAS 146 GS 145 SAT 10C TAT–13C UTC22:15 TAS 467 GS 537 SAT-49C TAT -20C
LOC1 CRS 059 FMS2 DTK 030 BDF 22NM : DES 1:11/ 616NM
JOT IUL 8.5NM YUL 12.7NM JDT 40NM 0:05 : ADVISORY
TTG11 : 42 059 TTG11 : 04
PMM 153NM 0:07 :
CYUL 737NM 1:33 :
JOT 071
10
-20
-12 10
-20
5 100 JOT
ABOVE
P604_17_088
BELOW -12
25
BDF ABOVE -20
BELOW DME2
-12
––––
BDF
VOR1 NAV SECTOR VOR2 VOR1 ADF2
TCAS DISPLAY NAV SECTOR FMS MAP

MFD TCAS Displays
Figure 17-58
TFC Button
BRG TERR WX TFC
NAV
SOURCE
FORMAT RANGE PUSH
P604_17_079
X-
SID
E
Display Control Panel

Figure 17-59
The TFC button operates as follows:

• if the MFD is in NAV SECTOR or FMS MAP format at a range of 50 NM or less,
pushing the TFC button alternately selects or removes the clock position hash
marks and traffic display
• at MFD ranges greater than 50 NM in NAV SECTOR or FMS MAP format,
pushing the TFC button once removes the traffic display. Pushing the TFC button a
second time automatically displays the MFD TCAS format at 10 NM range
• if the MFD is in HSI or PLAN MAP format, pushing the TFC button automatically
displays the TCAS format at 10 NM range

May 03
PFD TCAS Displays
Resolution advisories are displayed on the vertical speed indicator (VSI) portion of the
PFD. The VSI shows the appropriate vertical maneuver required to avoid a conflict.
1/2BNK HDG DR ALTS

32000
VOR1 ALTS PATH GS Traffic Resolution Advisory
240 AP
20
4 Indication on Vertical
200 2 Speed Scale
320
TCAS Message Area 10 1 Red Band – Indicates that
100
TRAFFIC - RA (red) or TA 300
pilot is advised to fly out of,
(amber) intruder detected. or not to enter, indicated
32 000
TCAS FAIL (amber) - 280
vertical speed range
Indicates TCAS failure. 10 900 (corrective/preventive RA).
1
TCAS RA FAIL (amber) - 260 Green Band – Advises pilot
Indicates TCAS resolution 20 800 2 of vertical speed range
M.765
advisory failure. 29.96 IN 4 (corrective RA) to attain to
TA ONLY (white) - Indicates avoid traffic.
VOR1 TRAFFIC
that TCAS has been selected CRS 310
33
N 30 TCAS
RA
to traffic advisory mode. 29.4NM 3 FAIL
VIN
30
TCAS OFF (white) -

6
Indicates that TCAS has

W
been selected to standby VOR1 ADF2

E
mode.
4
P604_17_041
B
R
T

(PILOT'S AND COPILOT'S INSTRUMENT PANELS)
PFD TCAS Display

Figure 17-60

Jan 04
Self-Test
The TCAS self-test is initiated from the RTU TCAS main page by pushing the TEST
line select key. The following indications should be evident during the test:
• PFD and MFD display “TCAS TEST”
• Each PFD displays flashing red “TRAFFIC” and vertical traffic resolution cue on
the VSI (red/green)
• MFD traffic display shows the TCAS self-test pictorial representation. The display
should show four intruder symbols as follows:
TCAS Test
Indicates TCAS test
has been selected
LX/WX+TRB G+3 USTB T+10.7

UTC11:42 TAS 250 GS 254 SAT 12C TAT -15C
FMS2
2700 YUL
4 TCAS TEST
2
200 2
1 10
1
100
+01
-01
0 000
100 1
+10
2
-02
200
29.92 IN 4
ALT
180
ABOVE
TRAFFIC BELOW
TCAS -OFF RA 2.0NM/ 00
TEST
TA 4.0NM/ -03
P604_17_044
B
R
T
TCAS Test PFD and MFD Indications

Figure 17-61
Successful test completion is indicated by an aural, “TCAS SYSTEM TEST OK”

voice message. An unsuccessful test will give a “TCAS SYSTEM TEST FAIL” aural
message.

May 03
Global Positioning System (GPS)
Description
The GPS is a space-based navigation system that provides highly accurate three-
dimensional position, velocity and time information to ground or aircraft receivers.
The GPS is a sensor used by the flight management system to compute an accurate
position. All GPS data is accessed through the FMS CDU.
The GPS has three main segments:
• space segment
• control segment (ground)
• user segment
Space Segment
The space segment of the GPS is made up of 24 NAVSTAR satellites. There are 21
operational satellites at all times and three are spares. The satellites:
• are in a 10,900-mile-high orbit
• are in six orbital planes with 3 to 4 satellites in each plane
• have a 12-hour orbit
• are spaced to provide a minimum of 4 satellites in view at all times
• have atomic clocks and transmit on two coded frequencies
Control Segment
The control segment monitors the space segment and adjusts the orbits when
operationally required. It includes five ground stations around the world. One is the
master control station and the others are monitor stations.
The monitor stations passively track all satellites in view and acquire range data from
them. This data is forwarded to the master control station. The master control station
uses the data from the monitor stations to estimate satellite orbit and clock data. This
information is transmitted to the satellites and down to the users as a navigation
message.
User Segment
The FMS uses the signal from the GPS satellites as a navigation sensor to upgrade its
own position. A minimum of three satellites is required for two-dimensional
calculations and four satellites are required for three-dimensional calculations.

May 03
GPS Receivers
Dual GPS receivers are installed in the Challenger 604 (GPS 1 and GPS 2). The GPS
receivers process signals from the orbiting constellation of GPS satellites to determine
geographic position. Each of the GPS receivers is capable of receiving up to 12
satellites. Tuning is fully automatic, and does not require any pilot input/action.
GPS 1 is powered by DC Bus 1, and GPS 2 is powered by DC Bus 2.
GPS Sensors and Navigation
The flight management system (FMS) is the interface between the GPS receivers and
the aircraft navigation systems. GPS position information is supplied to each FMS by
the on-side GPS receiver (GPS 1 supplies FMS 1, and GPS 2 supplies FMS 2). The
FMS then calculates the integrated navigation solution (FMS position) using a
combination of GPS, DME/DME, VOR/DME, and IRS sensor information.
In the event that on-side GPS information is not available, the FMS will automatically
use cross-side information, and display the GPS REVERTED message on the FMS
CDU.
GPS RAIM
GPS Receiver Autonomous Integrity Monitoring (RAIM) is used to assure that the
GPS position information meets the required accuracy:
• 4 NM oceanic/remote
• 2 NM en route
• 1 NM terminal
• 0.3 NM final approach
The current RAIM accuracy limit and measured accuracy limit are displayed on the
MFD LRN STATUS page 2/2. The measured accuracy limit indicates the maximum
estimated error based on measurement inconsistency. Unless an error is detected by
RAIM, this value is always less than the RAIM accuracy limit.
When an error is detected, it is annunciated on the MFD LRN STATUS page 2/2. If the
detected error cannot be predicted to be less than the required integrity threshold, GPS
is removed from the navigation solution.
If no error is detected by RAIM, the probable GPS error is shown. This is a statistical
number based on normal satellite error characteristics.

May 03
LRN STATUS 2/2 LRN STATUS 2/2
SENSOR POSITION TRK/SPD SENSOR POSITION TRK/SPD

GPS 1 N33°40,87 W116°59,50 071°/405 GPS 1 N53°43,30 W000°12,30 315°/254
MODE: NAV SATELLITES:08 MODE: NAV SATELLITES:12

RAIM ACCURACY LIMIT: 000.10 NM RAIM ACCURACY LIMIT: 000.41 NM
MEAS ACCURACY LIMIT: 000.10 NM MEAS ACCURACY LIMIT: 000.23 NM
PROBABLE ERROR: 000.05 NM PROBABLE ERROR: 000.04 NM
GPS 2 N33°40,87 W116°59,50 071°/405 GPS 2 N53°43,30 W000°12,30 315°/254
MODE: NAV SATELLITES:08 MODE: NAV SATELLITES:07

RAIM ACCURACY LIMIT: 000.10 NM RAIM ACCURACY LIMIT: 000.41 NM
MEAS ACCURACY LIMIT: 000.10 NM MEAS ACCURACY LIMIT: 000.46 NM
PROBABLE ERROR: 000.05 NM RAIM DETECTED ERROR 000.05 NM
P604_17_092
NORMAL RAIM INDICATIONS RAIM DETECTED ERROR ON GPS 2
MFD LRN STATUS (Page 2/2)

Figure 17-62

May 03
In the terminal environment, RAIM accuracy is indicated by the white TERM message
below the NAV SOURCE display of the PFD.
On final approach, RAIM accuracy is indicated by the white GPS APPR message
below the NAV SOURCE display of the PFD.
If RAIM accuracy does not reach final approach tolerances, the yellow NO APPR
message is displayed below the NAV SOURCE display of the PFD.
Terminal FMS 1
RAIM DTK 310 30 33
6.4NM
Message MOSSY W
N
TERM 24
MSG
3
VOR1 VOR2
21
6
Approach FMS 1
DTK 310 33
RAIM 1.8NM
30
W
Message MOSSY
N
GPS APPR
24
MSG
3
VOR1 VOR2
21
RAIM Not In
Approach FMS 1
Tolerance DTK 310 30 33
1.8NM
Message MOSSY W
N
P604_17_093
NO APPR
24
MSG
3
VOR1 VOR2
21
PFD RAIM Indications

Figure 17-63

May 03
For a complete listing of GPS and RAIM messages, see the “Collins FMS-6000 for the
Challenger 604” Pilot’s Guide.
POS BRT
TITLE LINE
SEC FPLN 1/3 1/3
ORIGIN DEST
CYUL CYYZ
ROUTE ALTN
GPS 2 <ENABLED> CYOW
FLT NO ORIG RWY
RJ001 RW06L
VIA TO
DIRECT YUL
DEST PRED RAIM ETA
<ROUTE MENU AVAIL ACTIVATE>
ATC
L 1 ATC 2R1
<SEC LEGS SEC PERF>
[ ]
P604_17_091
MSG NO GPS RAIM EXEC
FMS-CDU RAIM Message
FMS CDU RAIM Message

Figure 17-64

May 03
FMS-GPS Control Page
The GPS control page allows the pilot to monitor the FMS aircraft position in relation
to the GPS. The position differential (POS DIFF) is shown in direction and magnitude
from the FMS position.
To alternately enable or disable use of a specific GPS sensor, push the left side line-
select key of that sensor. Enabled sensors show in large green font, and disabled
sensors show in small white font.
The DEST and ETA entries are those of the active flight plan. You can manually enter
changes to see if RAIM is available for other destinations and/or arrival times.
Satellite Deselect
Individual satellites can be deselected from use by entering the identifier for the
satellite in the FMS. This function would be used if the satellite is NOTAMed under
test. When deselected, the FMS ignores the data from the satellite. Deselected
satellites are not included in the predicted RAIM computations.
POS BRT
TITLE
FMS1 GPSLINE 1/3
CONTROL 1/5
COM 1 POS DIFF
R
GPS 1 <ENABLED> >
016° / 0.0
RCL 1 RCL 2 R
GPS 2 <ENABLED> >
016° / 0.0
NAV 1 NAV 2 E
114.85 114.85 >
SAT DESELECT NAV 2
18 21 5 13 AUTO/MAN
DEST PRED RAIM ETA
CYUL AVAIL >
23:59
ATC
L 1 ATC 2R1
<INDEX 1441 >
[ ]
P604_17_090
MSG EXEC
FMS GPS Control Page

Figure 17-65

May 03
Flight Management System (FMS)
Description
A dual flight management system (FMS) provides integrated cockpit and flight
management functions. Each flight management system (FMS 1 and FMS 2) is
composed of a Control Display Unit (CDU) in the cockpit and a Flight Management
Computer (FMC) in the underfloor avionics equipment bay. A single Data Base Unit
(DBU) allows data to be uploaded or downloaded to all of the FMCs. A third flight
management system (FMS 3) may be installed as a customer option.
The FMS cockpit management functions include:
• Navigation sensor control
• Radio tuning
• Multifunction display (MFD) control menus
• Navigation database management
• Control and management of the data loader
• Management of the data interface with external systems (AFIS)
Flight management functions include:
• Continuous calculation of the integrated navigation solution
• Flight plan inputs by the crew
• Lateral flight plan point-to-point navigation
• Vertical navigation
• Performance calculation
• Lateral/vertical steering commands to the flight control system
The third FMS, if installed, is defined as a “hot spare” and is fully functional when
selected.
For a comprehensive description of FMS functions and operation, refer to the “Collins
FMS-6000 for the Challenger 604” Pilot’s Guide.

May 03
FMS Control Display Units (CDUs)
The FMS CDU is the cockpit interface of the Flight Management System. It allows the
flight crew to input, modify, and execute flight plans, as well as calculate aircraft
performance. It also acts as a radio tuning interface through a dedicated TUNE page,
and is the primary means of control for most navigation sensors. The CDU controls
certain information displays on the MFDs, and advises the flight crew of FMS system
status through a variety of message formats.
Power Supplies
• The No. 1 (left) CDU is powered by DC Bus 1
• The No. 2 (right) CDU is powered by DC Bus 2
• The No. 3 CDU is powered by the DC Essential Bus
In the event of loss of normal electrical power, the No. 1 CDU will be powered by the
BATT BUS when the ADG deploys.
Scratchpad and Line Select Keys

The FMS CDU is arranged so that all flight crew inputs are conducted through a
“scratchpad” which allows easy data input and retrieval. An alphanumeric keypad
permits entry of all relevant data to the scratchpad, and line-select keys are used to
insert the data in the appropriate area of the display page. Most information contained
on the display page can similarly be “line-selected” and is then transferred to the
scratchpad for reference or modification.
Execute Key
Most entries made into the flight plan or performance calculations are considered
modifications to the active flight plan, and must be executed using the EXEC function
key before they become active components of the flight plan. This permits the flight
crew to cross-check any modifications prior to committing them to the active flight
plan.
Function Keys
Dedicated function keys allow direct access to certain flight management or cockpit
management features of the FMS.
Certain CDU displays have multiple pages as indicated in the top right corner of the
display screen. Access to the other pages is achieved using the PREV and NEXT
function keys.

May 03
MFD Function Keys

Three function keys relate specifically to MFD displays. The MFD DATA and MFD
MENU keys control the type of information available on the MFD. The MFD ADV
key allows access to multiple pages of MFD information. When the PLAN MAP
format of the MFD is in use, the MFD ADV key allows the flight crew to view the
waypoints of their flight plan.
FMS 1 FMS 2
FMS 3
POS BRT
TITLE LINE 1/3

STATUS 1/2
NAV DATA R
WORLD >
ACTIVE DATA BASE R
23MAY02 23JUN02 >
SEC DATA BASE E
25APR02 22MAY02 >
Line Select Keys UTC DATE Line Select Keys
12:11 23MAY02
PROGRAM R
SCID 832-4117-034 > Message
Scratchpad Line Annunciation Line
L R
<INDEX POS INIT>
[ SCRATCHPAD LINE ]
Message Key MSG MSG ANNUNCIATION EXEC EXEC Execute Key
DEP
Function Keys DIR FPLN LEGS ARR PERF IDX TUNE PREV NEXT
MFD MFD MFD

MFD Function Keys DATA MENU ADV A B C D E F
1 2 3 G H I J K L
4 5 6 M N O P Q R Alphanumeric Keys
P604_17_047
7 8 9 S T U V W X
. O +/- Y Z SP DEL / CLR
FMS Control Display Unit (CDU)

Figure 17-66

May 03
Flight Management Computers (FMCs)
The flight management computers are installed in the Integrated Avionics Processor
System (IAPS). The FMCs receive flight crew inputs from the CDU, and perform all
the flight management and cockpit management functions. Each FMC contains a
navigation database, which it uses to execute the active flight plan.
Integrated Navigation Solution

The integrated navigation solution is the FMS-calculated position of the aircraft in
latitude and longitude. The FMCs receive data from all aircraft navigation sensors, and
continuously calculate the integrated navigation solution. GPS is normally the highest
priority sensor used in this position calculation, but a combination of DME/DME,
VOR/DME, and IRS information is also used according to predetermined blending
algorithms. The FMC rejects sensor data that is not valid, and advises the flight crew
of position determination errors through the CDU message system.
Flight Plan Tracking

By comparing the integrated navigation solution to the navigation database and the
active flight plan, the FMC calculates and displays the aircraft's position relative to the
flight plan routing, and issues steering commands to the flight control computers to
track the lateral and vertical components of the active flight plan.
Data Base Unit (DBU)
The Data Base Unit (DBU) is a panel-mounted data loader with a disk drive that is
used with the FMS system and the maintenance diagnostic computer. The FMS system
uses the DBU to load database updates from diskettes into the FMS computers. The
Integrated Avionics Processor System (IAPS) maintenance diagnostic computer uses
the DBU to upload maintenance tables from diskette or download maintenance data
files to diskette. High-density and double-density 3-1/2 inch diskettes are acceptable.
The unit has a “drive in-use” indicator and a disk eject button.
The navigation database is loaded into each FMC individually through the DBU.
Flight plans and waypoints may also be loaded or stored on disk through the DBU.

May 03
DBU
Used to revise FMS NAV data base upload /
download data from AFIS maintenance
diagnostic computer.
P604_17_046
Data Base Unit

Figure 17-67

May 03
Synchronized / Independent Operation
Dual-FMS systems have provision for operation in synchronized (SYNC) or

independent (INDEP) modes. By default, dual-FMS airplanes power up in SYNC, and
triple-FMS airplanes power up in INDEP mode.
In the triple-FMS configuration, the flight crew decides which two FMSs to
synchronize. FMS 3 is selected using the FMS reversionary selector switch (see Figure
17-69). SYNC / INDEP mode selections are made on the FMS CONTROL page of the
CDU.
When two FMSs are synchronized, they share the following parameters:
• Flight Plan edits
• Performance initialization
• Leg sequencing
• Active database selection
• Fix entries
• Deselection of navaids
• Performance mode selection
• MAG / TRU display mode
• Thrust management
Parameters that are not synchronized include:
• FMC position initialization
• Selection of left / right sensors
When the FMSs are operated in INDEP mode, all parameters must be manually
entered in each FMS.
For additional information about SYNC / INDEP operation, see the “Collins
FMS-6000 for the Challenger 604” Pilot’s Guide.

May 03
FMS Tune Inhibit
The FMS may be inhibited from tuning the radios by selection of the FMS TUNE
INHIB switch/light located on the Reversionary/Inhibit panel.
FMS Tune Inhibit

Switch/Light - Disables radio tuning from
FMS CDU
FMS TUNE INHIB Light
Illuminates when FMS auto tune inhibit
selected
STBY
1 2
1 2
AFCS ATC
SEL INHIBIT PUSH SEL
FMS
RTU 1 RTU 2 TUNE
P604_17_050
INHIB INHIB INHIB
1-RTU-2 FMS TUNE
FMS TUNE INHIB Switch/Light

Figure 17-68

May 03
FMS 3 Reversionary Selector
FMS 3 may be selected using the FMS 3 reversionary selector switch on the center
pedestal. FMS 3 replaces FMS 1 or FMS 2 when the rotary selector switch is moved to
the position 1 or 2 respectively.
L IRS R IRS FMS3

NORM
1 2
NORM ALTN NORM ALTN
P604_17_097
FMS 3 Reversionary Selector
Figure 17-69

May 03
FMS Message Displays
The FMS messages are displayed in several locations. Typically, a message remains
displayed as long as the condition that generated the message persists. For a complete
description of messages and message categories, see the “Collins FMS-6000 for the
Challenger 604” Pilot’s Guide.
CDU Messages
Messages may appear in the scratchpad or in the message line immediately below the
scratchpad. Selection of the MSG function key cycles the CDU display to a dedicated
message page, where new and old messages may be reviewed.
POS BRT
ACT LEGS 1/1

COM 1 SEQUENCE
RW06R AUTO/INHIBIT
331° 13NM R
YUL >
AUTO/INHIBIT
279° 82NM E
YOW AUTO/INHIBIT
>
NAV 2
AUTO/MAN
ADF 1 ADF 2 R
373.0 373.0 >
L R1
<RWY UPDATE LEG WIND>
[ INVALID DELETE ]
MSG MSG EXEC
CDU Messages Line Scratchpad Message
POS BRT
TITLE LINE 1/3

MESSAGES 1/1
NEW MESSAGES
NONE
OLD MESSAGES
GPS NOT AVAILABLE
FMS NAV INVALID
FMS INDEPENDENT OP
DEST PRED RAIM ETA
XTALK FAIL AVAIL
ATC
L 1 ATC 2R1
P604_17_094
INITIALIZE POSITION
[ ]
MSG MSG EXEC
CDU MESSAGES PAGE
CDU Message Display

Figure 17-70

May 03
PFD Messages
FMS messages also appear on the PFD, immediately under the NAV SOURCE display
(when FMS is the NAV SOURCE). Additionally, certain PFD messages may be
displayed in the center of the HSI.
1/2BNK LNV1 DR VGP

900
LOC1 ALTS PATH GS
AP RWY 4
128
160 800 2
20
T
1
140 700
10
2
120
R 1 600
500
1
100 10
2
400
M.452 1200FT20 29.96 IN 4
0.7
FMS1 HDG 072
DTK 072 6 E 25
3.8NM 3
RW07
12
MDA 840
GPS APPR
N
MSG
15
ADF1 ADF2
33
P604_17_048
B
R
T
A1 and A2 FMS Messages NO FLIGHT PLAN

- Only highest priority MSG displayed if more FMS that is selected as NAV source has
FMS1 than one active. no active flight plan
DTK 072 - Only displayed if FMS is the NAV source
3.8NM shown on that PFD. MSGs will clear if cause
RW07 ceases to exist.
- A1 MSGs will flash for 5 secs then remain on.
GPS APPR - A2 MSGs two types: 6 E
MSG 1- Clearable using “MSG” key. 3
12
2- Non-clearable until condition(s) clear.

N
NO FLIGHT PLAN
15
33
PFD Message Display

Figure 17-71

Jan 04
MFD Messages
FMS messages may be displayed on the lower portion of the MFD display area.
WX G+1 USTB T+10.7

T-4.5
RW06R 0NM :
YUL 14NM 0:05 :
YOW 95NM 0:07 :
CYUL 186NM 1:33 :
80
40
P604_17_096
DME2
––––
MAP
FMS NAV INVALID
MFD Message Display

Figure 17-72

May 03
FMS Color Conventions
The FMS color conventions are outlined in the following table. The EFIS FMS colors
have been included for reference only.
COLOR FMS CDU USE EFIS USE (REFERENCE ONLY)
RED Not used. Warnings.
Cautions usually requiring timely pilot

YELLOW Cautions.
intervention.
GREEN Active selections VNAV data on legs page. Safe/normal operation altitudes on map.
Secondary information (e.g. from waypoint, Legends, pilot-selected values, secondary

CYAN
page titles, and route plan legs). map data.
“To waypoint”, fly-to-reference flight director,

MAGENTA Active leg (“to waypoint”).
airspeed bug, preselect altitude.
Primary information (e.g. flight plan data, Reference symbols, scales NAV MAP,
WHITE down track waypoints, and FPLN and legs alternate source sensor, on-side FMS, AFDS
ACT or MOD state). armed modes.
FMS Color Conventions Table

Table 17-14

May 03

CL 604-Navigation Systems

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

CL 604-Navigation Systems

Uploaded by

Copyright:

Available Formats

PILOT TRAINING GUIDE NAVIGATION SYSTEMS

Introduction ....................................................................................................................... 17-1

For Training Purposes Only 17-i

EGPWC Position and Altitude Determination ..................................................... 17-43

17-ii For Training Purposes Only

Code Selection.................................................................................................... 17-74

For Training Purposes Only 17-iii

Page Intentionally Left Blank

17-iv For Training Purposes Only

Mode Select Unit...............................................................................................................17-1

For Training Purposes Only 17-v

Terrain/Obstacle Awareness Caution Alert..................................................................... 17-35

17-vi For Training Purposes Only

CHAPTER 17: NAVIGATION SYSTEMS

Independent Position Determining Systems

Dependent Position Determining Systems

For Training Purposes Only 17-1

Flight Management System (FMS)

17-2 For Training Purposes Only

Inertial Reference System (IRS)

Components and Operation

Inertial Reference Unit (IRU)

For Training Purposes Only 17-3

IRU # AC POWER BACKUP DC POWER

1 AC Essential Bus Battery Bus

3 AC Bus 1 Battery Bus

IRU Power Sources

Mode Select Unit (MSU)

17-4 For Training Purposes Only

Mode Select Unit

IRS Reversionary Mode Selectors

For Training Purposes Only 17-5

PFD IRS Source Annunciations

17-6 For Training Purposes Only

L MFD EICAS R MFD

ADC IRS DCP

DUAL IRS INSTALLATION

NORM ALTN NORM ALTN

TRIPLE IRS INSTALLATION

L IRS R IRS FMS3

TRIPLE IRS / TRIPLE FMS INSTALLATION

Source Selector Panel - IRS Reversionary Mode Selectors

For Training Purposes Only 17-7

IRS Normal Alignment

PFD IRS Aligning Annunciation

17-8 For Training Purposes Only

IRU INTERNAL TEMP TIME TO COMPLETE

< -12.5 16 (see note)

Low-Temperature Alignment Times

Extended 15-Minute Alignment

For Training Purposes Only 17-9

IRS Rapid Realignment

IRS Attitude (ATT) Mode

- - - - - - - - - - - - SET IRS HDG

SET IRS HDG

17-10 For Training Purposes Only

The IRS manufacturer recommends the following operating tips:

PHASE OF FLIGHT RECOMMENDATIONS

IRS Operating Tips

For Training Purposes Only 17-11

Controls and Indicators

NAV NAV IRS 1/2 Mode Selector Switches