attention pilots! critical fms service information letter ... · pdf fileattention pilots!...

Problem Statement

BackgroundHoneywell recently discovered software anomalies in which the FMS lateral navigation function (LNAV) may incorrectly fl y published terminal area procedures. As a result, Honeywell is removing procedures from the navigation database for items A through G. The data provided in the aircraft matrix table is effective in 2011 navigation database cycle 06. Actual number of removed procedures will vary each cycle.

Honeywell will continue to evaluate procedures each navigation database cycle to ensure that only problematic procedures are removed. A navigation database process is in place to ensure that all anomalies listed in this SIL are addressed by removing affected procedures.

The list of procedures removed can be downloaded at:http://www.honeywellaes.com http://www.epicinds.com

FMS issues requiring procedure removal from navigation database:

A. Procedures containing a course change of 180° or more. This excludes holding patterns and procedure turns which are fl own correctly:

• Last leg of a procedure contains a course change of 180° or greater.

• Last leg has a turn direction specifi ed in the navigation database.

• Last waypoint common in connecting procedures.

Example of Item A: KGPI SKOTT 2 SID RWY02—LNAV incorrect turn to FCA as indicated by red arrow. When common waypoint becomes the active leg, map display and lateral guidance are incorrect.

Attention Pilots!Critical FMS Service Information Letter Revision (SIL)Honeywell published a revised SIL on July 1, 2011. All applicable aircraft are referenced in the Service Information Letter. In addition, SIL D201012000014R002 has been superseded by SIL D201011000003R003.

Honeywell highly recommends that all pilots review the SIL referenced below:

SIL Publication Number: D201011000003R003Reduction of Navigation Database Procedures Content due to Possible LNAV Display/Guidance Issue.

Direct-TO

C U R R E N T H E A D L I N E S

Online Pilot Training Now Available Page 2

Pilot Support Contact Information Page 2

Honeywell’s Global Data Center Weight and Balance Tool Page 3

Aircraft Types Currently Available for Weight and Balance Page 3

RNP AR International Procedures Page 3

LPV Approaches Using FMS 6.1 Page 4

Questions & Answers Page 5

New GNS-XLS PRNAV Software Receives TSO 0

Go Direct™ Services Page 10

2011 Honeywell Pilot Training Events and Seminars Page 11

H O N E Y W E L L F M S Q U A R T E R LY U P D A T E A N D N E W S L E T T E R J U N E 2 0 1 1

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Online Pilot Training Now AvailableHoneywell’s Customer & Product Support organization employs a group of experienced pilots dedicated to supporting fi elded aircraft and providing training for the avionics and FMS installed during production or retrofi t. One of the goals for 2011/2012 is to implement more online pilot training which makes it easier for our customers to access information on Honeywell products.

We have some exciting projects in the works this year, including integrated video in pilot’s guides, iPad applications as well as interactive pilot familiarization guides. The fi rst step is to capture and record the shorter pilot seminars and briefi ngs which in the past have been presented at Honeywell Operator Conferences and at customer sites. These instructor-led lectures have been recorded during the online Honeywell Webinar sessions and converted into Breeze format. Viewing of online pilot training material is free of charge. These presentations are currently located on the www.mygdc.com website outside the login page. For a direct link to the online training modules go to http://www.mygdc.com/public/cpsfl tops_training.php.

Current online modules include:

• IntuVue™ Weather Radar

• Dassault EASy II

• Gulfstream PlaneView™ Cert Foxtrot

• Bombardier Batch 3

Future webinar sessions will also be recorded and posted. These include:

• Primus Elite™ LCD Display Upgrade

• Honeywell Global Data Center (GDC) Features & Services

• Airspace Mandates and Updates (RNP AR, CPDLC, SBAS, ADS)

• Hawker 4000 Load 20

• Pilatus PC-12 NG Build 7

• TCAS II v7.1 Software

• EGPWS

• NZ2000 FMS Tips & Tricks

• EASy FMS Tips & Tricks

• Epic FMS Tips & Tricks

• Optimizing Your Weather Radar

• AW139 Phase 7

• Shooting WAAS (SBAS) Approaches

• Updating Your Nav Database

• Using VNAV and Flying a VGP Approach with FMS 6.1/7.1 Software

• Cessna Sovereign Phase 5.2

Pilot Support Contact Information:Pilots are aircraft manufacturer focused and can be contacted via email or phone for operational-type questions. For information and links to pilot training, operator conference agendas and locations as well as pilot services go to http://www.mygdc.com/public/cpsfl tops.

Steve Hammack, Lead PilotSteve supports Pilatus, Viking & HAIGCertifi cations–PC-12 NGEmail: [email protected]: (602) 436-2489

Jeff Holt, Lead PilotType ratings–LR-JET, F2000 EX, EMB145 & B737Jeff supports Dassault and EmbraerEmail: [email protected]: (817) 564-3436

Pam Mannon, Flight Operations ManagerType ratings–G-V, EMB145, CE680, BBD700 & H4000Pam supports Bombardier and Hawker BeechEmail: [email protected]: (913) 961-1901

Roger Moore, Senior PilotType ratings–LR-JET, A320, A330, B777 & DC-9/MD-80Roger supports Airbus & BoeingEmail: [email protected]: (602) 436-1528

David Rogers, Lead PilotType ratings–CE750, CE680, CE560, G-VDavid supports Gulfstream, Cessna & Honeywell FMS (NZ & Epic)Email: [email protected]: (425) 516-8654

For additional information on seminars or pilot training, contact Pam Mannon at [email protected] (913) 961-1901.

For fi eld support, or to fi nd your local Honeywell representative, consult the Business & General Aviation Customer Support and Aftermarket Sales Directory.http://www51.honeywell.com/aero/common/documents/BGA-Customer-Support-Aftermarket-Sales-Directory.pdf

For FMS questions, email [email protected].

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RNP AR International ProceduresIf you are a U.S. registered aircraft approved for RNP AR operations, you still must be approved for international RNP. However, the FAA is beginning a path of approving certain International airports with RNP AR approvals. You still must receive approval from the FAA along with the country with the approach for the operations. First cities approved: Hong Kong and Tegucigalpa.

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CESSNA 560 V PWJT15D-5A

CESSNA 680 PW306C

CESSNA 750 AE-3007C

CESSNA 750 AE-3007C1

CESSNA S550 SII PWJT15D-4B

CHALLENGER 300 HTF 7000

CHALLENGER 601-3A CF34-3A

CHALLENGER 601-3R CF34-3A

CHALLENGER 604 CF34-3B

FALCON 2000 TFE 738

FALCON 2KEX PW308C

FALCON 7X PW307A

FALCON 900DX TFE 731-60

FALCON 900EX TFE 731-60

G150 TFE-731-40AR

G200 PW306A

G450 TAY MK611-8C

G550 BR700-710C4-11

GIV RR Tay MK611-8

GV BR700-710A1-10

HAWKER 4000 PW308A

LR45 TFE 731-20BR-1B

For aircraft Weight and Balance load information not included in the above list, please contact the GDC at [email protected] 425-885-8100 or toll free 888-634-3330.

Aircraft Types Currently Available for Weight and Balance

GDC customers may now compute Weight and Balance as a stand-alone option, integrated with GDC fl ight plans, or integrated with runway performance calculations. The system facilitates the user to perform the weight and balance calculation based on the runway specifi c weights or based on the structural weights of an aircraft. Runway analysis facilitates determining the maximum takeoff weight and landing weight for specifi c airports/runway conditions and various airplane confi gurations. Weight and Balance facilitates determining the aircraft allowable limits (takeoff and landing weight) and center of gravity allowable limits for its confi guration. A graphical interface of the CG allowable limits, maximum takeoff and landing weights for the aircraft is included.

The following can be achieved by integrating Weight and Balance with Runway Analysis:

• Users can perform stand-alone Weight and Balance.

• Users can compute the weight and balance for the fl ight plans computed by GDC.

• Users can compute the Weight and Balance for the planned fl ight plan and with runway performance details.

• Users can view the CG envelope graphically. Note: GDC acts as the master source for the tail’s OEM weights, so any changes needed to the weights should be carried out in the aircraft profi le management page.

Honeywell’s Global Data Center Weight and Balance Tool

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Introduction

Honeywell recently incorporated LPV approach capability into FMS Software version 6.1. An LPV approach is an RNAV function requiring SBAS, using a fi nal approach segment (FAS) data block, which computes, displays and provides both horizontal and approved vertical approach navigation to minimums as low as 200 foot ceiling and ½ mile visibility.

This article is applicable to NZ2000 aircraft that are equipped with VGP. Aircraft not equipped with VGP will use the same technology to fl y a LPV approach, but the system will function as an “ILS Look-Alike”. A description of this functionality will be addressed at a later date.

General

RNAV (GPS) approaches to LPV lines of minima take advantage of the improved accuracy of SBAS lateral and vertical guidance to provide an approach that is very similar to a Category I ILS. Just as with an ILS, LPV has vertical guidance and is fl own to a DA. The design of the LPV approach incorporates angular guidance with increasing sensitivity as an aircraft gets closer to the runway. The sensitivities are nearly identical to those of the ILS at similar distances. This was done intentionally to allow the skills required to profi ciently fl y an ILS to readily transfer to fl ying RNAV (GPS) approaches to the LPV line of minima.

Additionally, LPV approaches are not impacted by non-standard temperatures or pressures that affect other approaches using LNAV or LNAV/VNAV minimums. The increased accuracy of the SBAS signal provides a geometric altitude solution, thus providing a glideslope similar to an ILS.

Note: The FAA recently began publishing LP approaches which take advantage of SBAS accuracy without the vertical guidance provided by LPV approaches. LP approaches when compared to LPV approaches are similar to localizer approaches when compared to an ILS. At the present time, FMS 6.1 is not capable of performing RNAV approaches to LP lines of minima.

Approach Setup

The FMS is approved to conduct RNAV approaches to LPV, LNAV/VNAV, or LNAV minimums. When an RNAV approach contains an LPV line of minima, the ARRIVAL page includes an indication of the selected approach minima type. In this instance, the LPV minimum is the default setting.

LPV Annunciations—Normal

The normal sequence of events for an LPV approach are as follows:

1. The fl ight crew inserts the LPV approach into the fl ight plan by way of the ARRIVAL page

2. When the aircraft is in the Terminal Area, the LPVannunciator is lit. This indicates that the system is armed and ready to perform the LPV approach.

3. When the aircraft is within 2NM of the FAF, the LPVannunciator is replaced with a green LPV annunciator. This indicates that the GPS is transmitting data using the FAS data block directly to the Flight Guidance Controller. The green LPV annunciator remains lit for the entire approach.

LPV Annunciations—Abnormal

There are two conditions that light the LPV or LPV UNAVAILannunciators:

• Loss of SBAS SolutionIt is possible the aircraft can enter an area where SBAS is not available and thus prevents continuation of a LPV approach. If either of these messages occur, then the lateral and vertical deviations are removed from the display.

• Excessive DeviationThe system supplies the pilot with an annunciator in the event of an excessive deviation from the defi ned LPV fi nal approach segment. This annunciator is displayed as a fl ashing lateral or vertical deviation scale. For aircraft with external annunciators, an LPV UNAVAIL annunciator is lit.

LPV Approaches using FMS 6.1

Figure 1—Arrival page indicating an LPV approach is available

Figure 2—PFD view after full scale CDI defl ection or loss of SBAS signal

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Q: Why were procedures removed?

A: Due to recently discovered issues dealing with the way procedure legs with turn directions indicated are handled in the FMS, the FAA has required Honeywell to remove procedures that could potentially result in incorrect turn directions. There are a few other issues as well, but this is the bulk of the reason these actions have been taken.

Q: Where can I fi nd out more information about these procedure removals?

A: There is a Service Information Letter (SIL) available at: http://www.honeywell.com/aero/alert. The SIL number that discusses the issue that results in the procedure removal is: D201011000003. The document is appended with a revision number in the form: R###, where ### is the revision. The current document name as of this writing is: D201011000003R002.

Q: What is Honeywell doing to reinstate these procedures for the future?

A: Honeywell is actively working to provide upgrades to each FMS that has these issues. The schedule for each of these upgrades will vary by aircraft platform.

Q: Why do I still have these procedures in my older BGA (Primus 2000 and NZ 2000 SW level 4.x and prior) ‘generic’ NavDB?

A: Honeywell has been evaluating this older software and has discovered some of these safety-of-fl ight issues do apply. As such, in cycle 1107 (effective 30 June 2011), these older platforms will see some procedure removals as well. Unfortunately, the upgrade path for these FMS’s is a hardware upgrade.

Q: How can I get a list of the procedures that have been removed in my NavDB?

A: When you download your NavDB from the website, alongside your NavDB is a fi le that contains a list of procedures affected.

From the AES website:

From the INDS website:

At this time, this fi le is called ‘Detailed Data,’ but there is a good chance this will be renamed in an upcoming cycle to be more descriptive of the contents. This fi le is a Microsoft Excel spreadsheet that can be sorted, searched, fi ltered and formatted as the customer sees fi t. As posted, it has been formatted in a way to make printing easy. This fi le will soon be available without a log-on.

Additional items of interest are the comments, labels and content fi les. “Comments” is a short message that, when clicked, results in a pop-up that provides important information about the NavDB for that cycle. This should be checked every time the NavDB is downloaded. The contents letter shows the current contents and will not change unless there has been an action taken that cycle. The effective date of this letter indicates the last time the contents were modifi ed. The labels are available to printout for fl oppy discs.

Q: Which Primus APEX Purple CD Nav Database version should I be loading into my Pilatus PC-12?

A: Recent Safety of Flight issues with procedures used by the FMS system in the PC12 NG Build 6.2, Viking Build 1.3 and other platforms have required the removal of some procedures and other information from the Purple CD. With the introduction of APEX Build 7 in the PC12 NG, some of the FMS issues were corrected. With this in mind, some procedures were returned to the Purple CD database for Build 7 aircraft.

When accessing the EPIC INDS web site to download the Purple CD, PC-12 customers should only have access to the default Build 6 database as shown in Example 1 below. After Build 7 has been installed in the aircraft, they should notify Jeppesen INDS Account Services of the build update by calling (888) 309-7555, Option 1.

Jeppesen INDS will ask for the EB number or part number of the FMS. This can be found on the lower MFD lower left window on the SCMS/DL screen. They are looking for the Top Level System Part Number. Once INDS Account Services has verifi ed that Build 7 has been installed, they will provide access to the VAR14 database as shown in Example 2 below.

Safety of Flight Procedure Removals—Frequently Asked QuestionsLately, there has been a large volume of questions surrounding the recent safety of fl ight procedure removals for BGA, EPIC and INAV navigation databases (NavDB). This article is an attempt to answer some of the more common questions.

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Recommended Pilot Actions after Loss of SBAS

Whenever the SBAS signal is degraded or lost, lateral and vertical guidance can only be restored by selecting another approach or by activating the missed approach in the FMS. Therefore, it is recommended that fl ight crews consider the following procedures:

In the Terminal AreaIf SBAS fails in the terminal area, the crew can go to the ARRIVAL page of the MCDU and select either LNAV/VNAV or LNAV minimums and continue the approach to the selected minimums using normal GPS capability.

After passing 2NM prior to the FAF, or when the green After passing 2NM prior to the FAF, or when the green LPVannunciator is litIF SBAS fails or the aircraft exceeds 2 dots deviation either laterally or vertically, the LPV or LPV UNAVAIL annuncators will illuminate. This will be accompanied by a loss of lateral and vertical scaling and the autopilot will revert to basic pitch and roll modes. Subsequently, a missed approach should be initiated since the system is not capable of a ‘fail down’ mode during this stage of the approach.

CAUTION: In order to regain lateral guidance after SBAS failure or excessive deviation, the fl ight crew must either press TOGA or select the MISSED APPR prompt on the MCDU to activate the missed approach. Once this is accomplished, the FMS may then be reconfi gured for another approach.

Q: What version does my GNS-XLS have to be to meet RNAV and RNP compliance requirements?

A: RNP• GNS-XLS P/N 17960-0102 / -0203 / -0103 / -0204:

Although their accuracy is equal to an RNP of 1, ICAO fl ight plan fi ling is looking for either RNP 4 or RNP 10. All GNS-XLS versions should fi le as RNP 10 unless a Letter of Authorization for RNP 4 operations has been acquired in accordance with FAA Order 8400.33.

RNAV DEPARTURE and ARRIVAL LEVELS• GNS-XLS P/N 17960-0102 and -0203:

These two P/Ns do not qualify to fl y RNAV Departure and Arrival procedures.

• GNS-XLS P/N 17960- 0103 and -0204:These two P/Ns are qualifi ed to fl y RNAV Departure and Arrival procedures with a level of RNAV 1, in accordance with FAA AC 90-100A. They also qualify for P-RNAV operations in Europe in accordance with JAA TGL 10.

RNAV EN ROUTE LEVELS• GNS-XLS P/N 17960-0102 / -0203 / -0103 / -0204:

These P/Ns are qualifi ed to fl y “Q” and “T” routes, and will fi le fl ight plans as RNV2.

Q: What do I need to do to upgrade my GNS-XLS P/N 17960-0102 or -0203 to become RNAV 1 Arrival and Departure capable?

A: • For P/N 17960-0102, upgrade the unit to -0103 per Honeywell Service Bulletin GNS-XLS-34-M4.

• For P/N 17960-0203, upgrade the unit to -0204 per Honeywell Service Bulletin 17960-0203-34-M1.

Example #2

Example #1

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Note that Build 7 aircraft can use either database. Build 6 aircraft should only use the (AP6) Pilatus Load 6.2 database. Special care should be taken for fl eet operators with different software versions on their aircraft to avoid loading the VAR14/Build 7 database version on a Build 6 aircraft as this could lead to a Safety of Flight condition.

LPV Approaches using FMS 6.1Continued from page 4

Frequently Asked QuestionsContinued from page 5

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B. Procedures containing right turn arcs:

• A right turn direction arc leg terminates a procedure (e.g., STAR).

• First leg of following procedure (e.g., Approach) begins with arc termination.

• When arc becomes the active leg, lateral guidance is incorrect.

Note: Many procedures containing right turn arcs have been removed from the database.

Example of Item B: RJBB MAYAH STAR entered in fl ight plan, LNAV guidance is incorrect and opposite of course indication on MFD.

C. SID/STAR combinations:

• SID/STAR combinations which contain common waypoints between departure, arrival and/or approach segments.

• Course change to common waypoint is 180° or greater.

Example of Item C: KDVT 1 departure and KTUS DINGO 5 arrival entered in fl ight plan.

D. Final Approach Overshoot:

• STAR, Approach Transition and Approach contain common waypoint.

Note: Only problematic approach transitions are removed from the navigation database.

Example of Item D: RJBB ILS 6R—ALLAN waypoint is common to arrival, approach transition and approach. FMS overfl ies ALLAN, the common waypoint.

E. FMS/LNAV Loss of Turn Direction on SID or approach

• Procedures with course change of 180° or greater.

• Altitude terminating leg (Displayed on MCDU as *ALT) precedes Course/Direct to a fi x leg (CF/DF).

• Aircraft has reached an altitude which is above the specifi ed altitude constraint prior to sequencing the

*ALT waypoint.Example of Item E: MCDU displays the correct left turn to PXR, FMS may turn right if aircraft is above 4000' prior to sequencing *ALT07 waypoint.


Critical FMS Service InformationContinued from page 1

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F. Missed Approach Activation

• Procedures with course change or 180° or greater.

• Any of the following combinations: Track/Course/Direct to a fi x leg (TF/CF/DF) preceding a Course/Direct to a fi x leg (CF/DF) in a missed approach procedure.

• If Missed approach is activated by the pilot on the MCDU, the FMS will change the turn direction displayed on the MCDU.

Example of Item F: UATG RWY14—Missed approach is activated—FMS incorrectly changes the turn direction to left on the MCDU, LNAV makes an incorrect left turn.

G. FLY XXX OR AS ASSIGNED Heading Legs Note: Previously addressed in SIL D201012000014R001 (Superseded). Procedures which contain heading legs with a course change of 160° or greater have been removed from the navigation database beginning in 2011 Cycle 06.

• Procedures with course change of 180° or greater.

• Heading leg turn direction from database not followed by LNAV.

• FMS will turn in direction of least course change.Example of Item G: UATG RWY14—right turn heading leg to 322°, FMS incorrectly turns left.

Aircraft—Anomaly/Procedure Impact MatrixItem A B C D E F G

Number of Procedures Removed Note: Data displayed for 2011 Cycle 07 and will vary each cycle 618 394 31 647 347 239 527

Aircraft

Agusta AW-139 EB7030191-00105 (Phase 4) X X X

Agusta AW-139 EB7030191-00107 (Phase 5) X X X X X X X

Agusta AW-139 EB7030191-00108 (Phase 6) X X X X X X X

Cessna Sovereign EB7031847-00105 (Phase 3) X X X

Cessna Sovereign EB7031847-00106 (Phase 4) X X X

Cessna Sovereign EB7031847-00108 (Phase 4.1) X X X

Cessna Sovereign EB7031847-00109 (Phase 4.2) X X X

Cessna Sovereign EB7031847-00111 (Phase 5) X X X X X X X

Dassault F900EX EB7036889-00112 X X X




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Item A B C D E F G

Number of Procedures Removed Note: Data displayed for 2011 Cycle 07 and will vary each cycle 618 394 31 647 347 239 527

Aircraft

Dassault F900EX/LX EB7036889-00116 X X X




Dassault F7X EB7034843-00101 X X X

Dassault F7X EB7034843-00102 X X X

Embraer 170 PS7027709-00124 (Load 21.2) X X X


Embraer 170 PS7027709-00127 (Load 23.1) X X X X X X X







Embraer 170/190 PS7027709-00303 (Load 25.1.0.1) X X X X X

Gulfstream G350/450 EB7031236-00410 (Delta) X X X

Gulfstream G350/450 EB7031236-00411 (Echo) X X X

Gulfstream G350/450 EB7031236-00409 (Foxtrot) X X X X X X X


Gulfstream G350/450 EB7031236-00412 (Golf) X X X X X

Gulfstream G500/550 EB7031236-00315 (Delta) X X X

Gulfstream G500/550 EB7031236-00316 (Echo) X X X




Gulfstream G500/550 EB7031236-00317 (Golf) X X X X X

Hawker 4000 EB7030192-00113 (Load 19) X X

Pilatus PC-12NG EB7037248-00103 (Build 6.2) X X X X X X X

Pilatus PC-12NG EB7037248-00104 (Build 7.2) X X X X X

Viking DHC6-400 EB7032889-00101 (Load 1.3) X X X X X X X

NZ-2000 and FMZ-2000/IC-615/IC-800/IC-1080 P/N 7018879-01001, 01002, 02003, 02004, 02005, 02006, 02007, 02010, 02017, 03008, 03012, 03014, 03016, 03018, 03020, 03022, 03024, 03026, 03028, 03030, 10000, 11009, 11015, 11019, 11021, 11023, 7017000-94XXX, 95XXX, 98XXX, 99XXX, 21XXX, 7017300-01XXX, 11XXX, 21XXX, 31XXX, 41XXX, 43XXX, 45XXX, 56XXX, 61XXX, 63XXX

X X

7018879-03032, 03034 X X X X



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Summary

Pilots fl ying aircraft that are affected should consult the website to view procedures that are removed prior to fl ight. Pilots are advised to remember that published charts always take precedence over FMS guidance.

The list of procedures that have been removed can be downloaded at: www.honeywellaes.com OR www.epicinds.com

Note: To obtain a list of removed procedures an account log-in is required.

SIL Publication Number: D201012000014R001Terminal Area Procedures Using Heading Legs FLY XXX OR AS ASSIGNED

Problem Statement

Depending on the procedure, FLY XXX OR AS ASSIGNED legs with course changes equal to or greater than 180° degrees may result in the FMS providing guidance to turn in the wrong direction.

An FMS software anomaly has been identifi ed which causes the FMS to turn in the shortest direction to the assigned heading ignoring the coded turn direction (L or R) from the navigation database.

The list of procedures that have been removed can be downloaded at: www.honeywellaes.com OR www.epicinds.com

Note: To obtain a list of removed procedures an account log-in is required.

Honeywell is working closely with the aircraft manufacturers to fi nd permanent fi xes for these issues. To download a copy of these SIL’s please visit: http://www.honeywell.com/aero/alert

If you have any questions regarding these SIL’s please contact the Honeywell Technical Operations Center (TOC) at 1-800-601-3099 (U.S.) or 1-602-365-3099 (Int’l) or send an email to [email protected].

New software for the PRNAV version of the GNS-XLS Standard received TSO approval on 23 May 2011. This software is SM04 and is applicable to P/N 17960-0103-xxxx. Logistics are underway for distribution of the new software, as well as are updates to the Operator’s Manual. Once it is made available to the fi eld, this modifi cation will be available via SB GNS-XLS PRNAV-34-02, Publication D201103000046.

TSO approval for the new versions of the GNS-XLS Enhanced PRNAV and GNS-XL PRNAV software are expected to occur through Q3 of 2011.

The new software addresses the following issues:

• Increased the buffer size to increase the number of approaches from 75 to 200

• Modifi ed the arc guidance logic to always fl y radius to a fi x (RF) legs as curved path arcs

• Modifi ed the display for RF legs

• Fixed the output to the course deviation indicator (CDI) failure near the fi nal approach fi x (FAF)

• Fixed the intermittent CDI drop on Global Positioning System (GPS) approaches

• Fixed the sensor navigation fi lter logic and waypoint (WPT) indexing that could result in off course issues

• Fixed the GNS-XLS possible date shift to the incorrect GPS epoch date

• Fixed the logic that could potentially cause a power-on self-test during fl ight

• Fixed the logic that could intermittently prevent keyboard entries

• Fixed a problem when the last transition WPT does not match the fi rst WPT of the approach

• Fixed the issue of the inability to enter an airway when a leg discontinuity was in the fl ight plan

• Fixed the timing issue that could cause FMS HDG SELECT mode to be cancelled

New GNS-XLS PRNAV Software Receives TSO

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For those that don’t attempt to keep up with the latest FAA guidance material, the new advisory circular (AC 90-101A, web www.faa.gov/regulations_policies/advisory_circulars) for Required Navigation Performance operations has been published. This change incorporates several items that seem small but can have an impact on the RNP AR approval process. The good news is that the Go Direct team has been in alignment with the new guidance material for our customers. We just returned from a Washington, D.C.

briefi ng by the FAA on all of the changes and know that our existing and future customers will be well-supported in RNP operations. One change you may notice: The acronym SAAAR (Special Aircraft and Aircrew Authorization Required) is shortened to AR (Authorization Required) on your RNP charts. Although the buzzwords are shorter, the application process is not and the team remains vigilant on making sure our consultations are best of class.

Go Direct™ Services

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A40-1503-000-000June 2011© 2011 Honeywell International Inc.

C O N T A C T I N F O R M A T I O N

Honeywell Aerospace 1944 E. Sky Harbor Circle Phoenix, AZ 85034 USA

[email protected]

800-601-3099 Toll Free US

602-365-3099 Direct Dial for customers outside of US

00-800-601-30999 Toll Free in many EMEAI countries

420-234-625-500 Direct Dial option for EMEAI customers

V I S I O N

The Technical Operations Center vision is to provide timely one call resolution of customer technical issues, enabling a 24x7 proactive service approach.

• Technical expert availability

• Knowledge on demand

• Issue ownership and tracking

• Global virtual resources

• Simplified contact options

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This year’s training offerings include Honeywell Operators Conferences and online Pilot Training Webinars. Most sessions are free of charge and everyone is welcome to attend. These seminars are primarily for pilots, but maintenance personnel and technicians are encouraged to participate as operational tips, current issues and new products and upgrades are covered. Instructors are Honeywell Customer & Product Support training pilots who are type-rated on various platforms including Gulfstream, Dassault, Bombardier, Cessna, Hawker Beech and Embraer.

Date Description City/Country or Webinar

July 21 IntuVue Wx Radar (for APAC) Online Webinar

July 21 Pilatus Build 7 Update Online Webinar

Aug. 4 EASy II Update (for APAC) Online Webinar

Aug. 10Honeywell Operators Conference

All-Day Pilot Breakout SessionSao Paulo, Brazil

Aug. 18 Primus Elite (for APAC) Online Webinar

Sept. 1 FMS v6.1–F900B/C/EX Online Webinar

Sept. 15 Pegasus Step 1/A Online Webinar

Sept. 21 Jet Aviation Workshop–Pilot Breakout Session Basel, Switzerland

Oct. 6 Pilatus Build 7/8 Online Webinar

Oct. 20 Agusta AW139 Epic Phase 6 Update Online Webinar

Nov. 3 EGPWS–Helo Operations Online Webinar

Nov. 17 FMS v6.1–Gulfstream IVSP, V Online Webinar

Interested in attending a conference or webinar? Most classes require advanced registration. Contact Pam Mannon at (913) 961-1901 or email [email protected].

Schedule and location is subject to change based on registration for each event. More international dates are coming soon!

2011 Honeywell Pilot Training Events and Seminars

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