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a cross-check with the GPS data. This is the power of the Sandel EHSI at work. By allowing you to have
multiple data sources simultaneously displayed, your situational awareness is greatly enhanced.
Note also that the “desired track, distance and time” to waypoint “FAWNS” is displayed in the upper left, and
the OBS knob has been adjusted to “8” to provide a better visual cue. Even without benefit of the GPS “map,”
it is easy to see that we are left of the desired track, and are on an intercept course. When the blue GPS arrow
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Operating the EHSI
and the beige VOR2 arrow are in alignment, then we will be
exactly on course. Incidentally, since only VOR1 features
“time to station” (displayed in the upper right corner below
Groundspeed), by tuning NAV1 to the YUL VOR also, we are
able to see an ETE to that station, which also happens to be
our 4th GPS waypoint.
The picture on the right shows the same data, but in the expanded,
ARC mode. Notice that the “desired GPS track” is
now displayed as a dotted line, and the center CDI is now hidden.
This opens up the display and provides an uncluttered
view of the situation, yet continues to provide all the data
needed to remain aware of all the critical information needed
for safe, IFR flight, even in heavy IMC conditions.
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Operating the EHSI
We’ve just passed the YUL waypoint, and begun the turn to line up
with the THIBO GPS waypoint. Notice the GPS Arrow & Display
now shows a desired track of 59º. After completing the turn, we will
click on the O-S button to re-synch the GPS heading indicator, as
pictured below.
Turning to next waypoint
We’ve clicked the O-S button to resynch
the GPS heading indicator
Now that we’ve re-synched the GPS heading indicator, notice that
the “head” of the VOR2 needle is now pointing back to the VOR.
This allows us to continue using this as a cross-check against the
GPS data, to give us a greater sense of security.
Here, we’ve passed the THIBO waypoint, and are now tracking
the SOKYE waypoint.
Notice that I’ve added the UFX ADF beacon to give me an
added visual reference.
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Operating the EHSI
Here we are following vectors from ATC as we approach 6L at CYQB. Notice that we have IUL ILS/DME
tuned to NAV1. The big red X means that we have not yet acquired the glideslope. The ADF is tuned to the
“U” beacon, which now provides us a clue to the direction we need to fly in order to intercept the localizer centerline.
The VOR1 Arrow tells us the current heading to the localizer, and gives us an additional spatial clue as
we fly towards the airport. When the VOR1 Arrow and the ADF Arrow are lined up, we will be at the intersection
defined by these two signals.
Here we have acquired the glideslope signal. The AP has switched
to APR mode (after we Armed it, of course), and is now lining the
aircraft up with the localizer signal and will command a descent as
soon as the glideslope indicator indicates that we have traveled far
enough to be centered on the glidepath.
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Now we have intersected both the localizer and the glideslope, and have begun our descent to 6L. Notice that
we are 1.0 Nm from the TDZ, at a groundspeed of 164 kts.
Summary:
It is beyond the scope of this document to describe in detail every possible use for the EHSI. Suffice it to say
that any type of procedure that normally would require the pilot to use multiple instruments, such as the HSI,
an RMI, a DME display, and possibly a separate VOR2 indicator, may be easily accomplished on a single, coherent
and color-coded display.
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Operating the EHSI
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SPECIFICATIONS
Dimensions
Length 47’, 3”
Height 14’, 9.5”
Wingspan 51’, 8.4”
Horizontal Stabilizer Span 18’, 10”
Wheelbase (Main to Nose Gear) 18’, 2”
Stance (Distance between Main Gear) 17’, 7”
Cabin
Length (Pressure Vessel) 20’, 11”
Height 4’, 9”
Width 4’, 11”
Capacities
Oil Tank 2.08 Gallons Per Engine
Fuel (Maximum Usable) ~2500 Lbs. Per tank (371 gallons)
Oxygen (Full Bottle) 500 Liters @ 70 psi (Reduced from system pressure
　
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