Longitudinal axis and avionics...

[capttrob]

Not really sure about EGPWS, but im pretty sure that is what we had with the Honeywell Primus 2000 (IIRC you are an avionics tech IK?). So you probably know much more about it than i. What i do know is the GPWS warnings in the F-15 behave much like some aircraft i have flown, with the exception of "sink rate, sink rate" or "bank angle bank angle". But i guess in a fighter, that logic would be disabled.

 

You're also right about the gyro stab having limits now that i think about it. Considering i rarely look at the RA and have DH set to my PFD altimeter (which is always in MSL), im rarely looking at the RA especially in steep banks. Another thing to point out IIRC, military approaches are shot to DH where civilian approaches are shot to DA. One is set to RA (altitude in perenthesis which i believe military uses for their approach) and the other is set in MSL (civilian).

 

Here is a good example. Note the Straight in mins. I believe mil pilots use the number in perenthesis, which would be consistent with the HUD switch to RA.

 

PS. If anyone wants to correct my spelling of "perenthesis", please do.. im too lazy to look it up...

[Guest IguanaKing]

Yup, I'm an avionics tech...well, actually I recently became a fully-certified inspector. :D GPWS was definitely available with the Primus 2000 system (Honeywell...I go back to when it was RCA that supported that system. LOL. Honeywell owns almost everything now.). EGPWS sounds like the same thing through its name, but the E (Enhanced) changes everything. EGPWS, like the Mark VI and Mark VII from Allied Signal (Now...Honeywell, of course), don't even use the radar anymore. They use GPS position and a terrain database. We've got a Mark VI we are trying to interface with MS2004 so a local community college can use it in their aviation curriculum...its been a pain in the arse so far. TAWS is even cooler, its almost the same as EGPWS, but its essentially just a software upgrade on existing, stand-alone GPS receivers. Then there's TIS and Capstone (REALLY cool stuff)...everything is going toward GPS these days. You mentioned a PFD. Hopefully its a Collins Pro-Line IV system. Everything else is just a waste of money in the CJ market, IMHO. ;)

 

Your chart is from Vero Beach? Shudders...home of the Piper Meridian...more shudders. :icon_axe:

[capttrob]

Congrats on the Inspector certificate!

 

The 328 i used to fly had 5 DU's, 2 RMU's, 1 FMS and an FGC all controlled by 2 IAC's, 2 DAU's and 2 MADC's which made up the Primus 2000 brand (i guess). The Honeywell Primus 2000 is the same system that is in the 744 and 777 IIRC. As far as who made the DU's, i havent a clue. Probably Honeywell. Our MFD's were interchangable with the PFD's and EICAS. They were basically all the same monitor. If you got to airliners.net and do a search for a 328Jet cockpit, you'll see what im talking about (but i have a feeeling you already know ;) )

 

As for the VRB approach plate, its was the first thing i stumbled upon when i did a google image search so i could show an example. Purely reference only of course.. ;)

[Guest IguanaKing]

Thanks for the congrats! :D Its been so long since I have dealt with the Primus 2000, I had forgotten there was more to it than just the radar. I still see SPZ-200 systems regularly (actually an awesome system, but with simulated "steam" gauges), but haven't seen a Primus 2000 in quite a while.

 

Yup...interchangeability...that seems to be a lost art. That's why I hate the Piper Meridians so much. That S-Tec MAGIC system is SO retarded. They have 6 tubes which all run on 429, two FDUs, two NDUs, and two EDDUs. They all run on this common databus format, yet NONE of them are interchangeable, except LH to RH. This REALLY sucks, since they fail quite regularly, and troubleshooting is almost impossible, as is changing an NG safety-of-flight condition to a go. So far I've done one RVSM conversion on a PC12, and I'll tell you, the Honeywell AM-250 system is AWESOME. We were NEVER more than 5 feet off altitude with those ADDUs during our cert flights. :icon_supe

[Shepski]

Hi Inspector IguanaKing! :beer:

 

I have a couple of thousand hours in the PC-12 and why would someone want an RVSM upgrade for it when the base of RVSM is FL290 and the service ceiling of the -12 is FL300?

 

What are your thoughts on the UNS v802 with TAWS? We just got dual units in one of our Boeings, with TAWS to come later... it replaced a GNS-XLS so we're happy to have it!

[Guest IguanaKing]

I hear ya on the RVSM cert of the PC12, I don't understand it myself, since you are paying a HUGE amount to be certified to use the bottom 2K of the RVSM region. As long as I get paid though...it doesn't matter. I do my job, and do it right, how much my customer saves in fuel is HIS problem. ;) N449BY is one of the first to be certified, and it was done by my crew...those guys did all the frustrating legwork, all I did was take the cert flights in the right seat. I guess it all depends on the needs of the customer...if he feels he can save enough JP4 by paying for a $100,000 plus RVSM install and certification...so be it. We were all pretty darn happy with the AM-250 when descending through 150 over the rocks in hard IMC, with a 65 knot cross-wind. The pilot joked..."well, I guess we'll find out how well it works, or we'll never know we just died."