EGPWS HONEYWELL PDF

Honeywell pioneered the first Terrain Awareness and Warning System (TAWS) over 30 years ago. Today, we offer Enhanced TAWS protection in our “EGPWS”. This Pilot’s Guide describes the functions and operation of the MKV-A Enhanced Ground Proximity Warning System. (EGPWS). The document. The Mark V-A enhanced ground proximity warning system (EGPWS) is a replacement for the popular Mark V EGPWS. The Mark V-A is certified to the new terrain.

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All along, it has entered a growing number of aircraft types and helped significantly in reducing the safety problem of controlled flight into terrain CFIT. Now, systems suited for virtually all aircraft types and sizes are available.

The latest Honeywell systems entered flight test in the spring, in Bell and MD helicopters.

Enhanced Ground Proximity Warning System

Their FAA certification was expected in October. Systems with the Class B designation offer many of same features as Class A systems. However, the Class B system requires no radio altimeter interface, and its database is somewhat limited; for example, it will provide the aircrew with the elevations of runways and heliports, but not of the terrain around them. Also, it does not require a display, though it must be capable of providing display data should the aircraft owner decide to add a display in the future.

Without a display, the aircrew relies on aural and annunciator alerts. It received technical standard order TSO approval in July. It is now standard equipment in all Airbus and Boeing models, and is standard or a standard option in all business-jet models and many regional aircraft.

Honeywell claims that more than airlines operate with EGPWS and that some 5, aircraft have flown more than 30 million hours with the well-proven system on board.

Honeywell is looking at a general aviation market of more thanaircraft, representing different types that range from single-engine piston aircraft to twin turboprops.

Enhanced Ground Proximity Warning System – Honeywell Aerospace

Its KGP is already approved in some 30 aircraft types. Aircraft operating under Part with six to nine passenger seats also must have a Class B system, honeywell with more than nine seats they must be fitted with a Class A system, joining aircraft operating under Part This applies to all new aircraft produced after March 29,and to all older aircraft needing retrofit by March 29, And Honeywell officials will tell you that, in terms of greater situational awareness, courtesy of EGPWS, there is much more to come.

One feature that can result from this combination, says Curtis, is a kind of “intent bus,” which will indicate where the aircraft is going in relation to terrain.

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In this case, weather information would be overlaid on EGPWS display so that, with a vertical situation display, the crew can see the terrain profile and what weather is above it.

How soon depends on the capabilities of their displays. So the display can show where I am, where I should land, and where I actually will land if I proceed with my course. The elements remaining to gain this full capability, he adds, are a pictorial to display the information for a safe landing and data on runway conditions—which likely will come eventually via a data link.

Consider, for example, inputting traffic information through the enhanced traffic alert collision avoidance system ETCAS. Now, when making an approach, the flight crew of an aircraft in trail can be made aware of oncoming turbulence from the lead aircraft vortices. Honeywell is working on this feature, too. While Honeywell engineers work on these futuristic enhancements, crewmen today enjoy an EGPWS that far exceeds the early ground-prox systems, which were prone to nuisance and false alarms because their inputs derived only from barometric and radio altimeters.

The system prioritizes the use of the three sources, depending on the phase of flight, to assure the most accurate altitude reading. For example, the field elevation predominates while the aircraft is on the ground; the radio altimeter during takeoff; and the GPS during cruise. The system continually calculates the mean sea level MSLand it maintains position accuracy of from 50 to 75 feet. With the KPG model, pilots have the option of checking their radio altimetry against the GPS reading, which can be beneficial in case of a frozen pitot tube and lost pressure altitude.

With such multisensor accuracy, plus a massive terrain database, the EGPWS can provide seven modes of capability:. Excessive descent rate, offering alerts and warnings for excessive descent with respect to altitude above ground level AGL.

Advisory callouts, for when the aircraft descends through predefined altitudes below 2, feet AGL or a decision height set on the radio altimeter, or when bank angles become too steep; and. Early GPWSs simply viewed the terrain below the aircraft, providing a second at best alert prior to possible impact.

But look-ahead algorithms provide data to predict possible incursions with terrain at up to two minutes in advance. With the horizontal look-ahead, the airplane can “see” at least a quarter mile on each side of the aircraft. This is in addition to the advisory eglws heard when the bank angle is too steep—a feature tailored goneywell either air transport aircraft or business jets.

The green color on the image indicates terrain safely below the aircraft. Yellow represents a cautionary alert seconds prior to the predicted time of impact and is accompanied by a “caution terrain” aural message.

Enhanced Ground Proximity Warning System (EGPWS)

And honeywfll indicates terrain that the aircraft could impact within 30 seconds; it is accompanied by an aural “terrain, terrain, pull up. For example, working with British Airways, the company added a “Peaks Mode” to the system, which is beneficial when an aircrew is flying at a safe elevation but, in case of an emergency, still would like to egows about the terrain below. Airlines flying over, say, the Himalaya Mountains might welcome this feature.

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What Peaks Mode offers is a depiction of the terrain below in various shades of green to denote ground elevations. The crew can view the terrain on their display even while 2, feet above the terrain. This was an easy feature to develop from the Honeywell database, says Curtis, because all ocean surfaces are, obviously, at one elevation: Inland bodies of water, including the Great Lakes are not yet painted in cyan, Curtis adds, because they are not at zero MSL.

For transoceanic crews, the cyan color benefits by making them aware of when they cross a shoreline. It represents a five-year project, gathering data from multiple sources worldwide. For air transport customers, the database includes all runways with hard egpas that are 3, feet or longer, and for non-air transport pilots, all runways 2, feet or longer, regardless of the surface.

And the worldwide data gathering continues at Honeywell. The obstacle egws is being expanded to include other parts of the world.

In addition, there are updates. Once offered every four months via a service bulletin, the updates are now issued about twice yearly. The more-frequent updates were needed initially, according to Curtis, because Honeywell was still gathering new data in different parts of the world. This compares the aircraft position, heading, and the height above field HAF against the database to provide a protective, seamless envelope around the aircraft during the approach and down until the wheels touch the pavement.

Ground proximity warning system – Wikipedia

Should the aircraft approach the wrong runway, the system will give the crewmen an alert. It does have other features, and as it becomes further integrated into avionics suites such as the Honeywell Epic, the system undoubtedly will offer even more.

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