Contents

1 Introduction 4
1.1 Disclaimer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

2 Installation 4
2.1 Upgrading from X-RAAS 1.0 . . . . . . . . . . . . . . . . . . . . . . . . . 5

3 Activating X-RAAS in the aircraft 5

3.1 Aircraft type requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.2 Annunciation mechanism and aircraft integration . . . . . . . . . . . . . . . 5
3.2.1 Aural annunciations . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.2.2 Visual annunciations . . . . . . . . . . . . . . . . . . . . . . . . . . 6

4 Advisories 7
4.1 Approaching a runway on the ground . . . . . . . . . . . . . . . . . . . . . 7
4.2 Lined up on runway for takeoff . . . . . . . . . . . . . . . . . . . . . . . . 8
4.3 Extended holding on a runway . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.4 Lined up on runway too short for takeoff . . . . . . . . . . . . . . . . . . . 9
4.5 Short runway takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
4.6 Taxiway takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
4.7 Late rotation on takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4.8 Rejected takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4.9 Altimeter setting climbing through transition altitude . . . . . . . . . . . . . 11
4.10 Altimeter setting descending through transition level . . . . . . . . . . . . . 12
4.11 Approaching a runway to land . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.12 Late flap selection during approach to land . . . . . . . . . . . . . . . . . . 14
4.13 Steep descent late in the approach to land . . . . . . . . . . . . . . . . . . 14
4.14 Excessive airspeed on approach . . . . . . . . . . . . . . . . . . . . . . . . 16
4.15 Attempting to land on a parallel taxiway . . . . . . . . . . . . . . . . . . . 17
4.16 Long landing/Deep landing . . . . . . . . . . . . . . . . . . . . . . . . . . 18
4.17 Landing rollout runway length remaining . . . . . . . . . . . . . . . . . . . 18
4.18 Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.19 Runway exit via high-speed exit taxiways . . . . . . . . . . . . . . . . . . . 20

5 Configuration 21
5.1 Graphical configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
5.2 Text-based configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
5.3 Configuration storage and loading . . . . . . . . . . . . . . . . . . . . . . . 29

6 Electrical system integration 30

7 Feature compatibility 31

8 About the X-RAAS project 32

8.1 Author . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
8.2 Acknowledgements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
8.3 License . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

2
List of Figures
1 Example routine visual annunciation . . . . . . . . . . . . . . . . . . . . . . 6
2 Example non-routine and caution visual annunciations . . . . . . . . . . . . 6
3 Approaching a runway on the ground . . . . . . . . . . . . . . . . . . . . . 7
4 Lined up on runway for takeoff . . . . . . . . . . . . . . . . . . . . . . . . 8
5 Lined up on runway too short for takeoff . . . . . . . . . . . . . . . . . . . 9
6 Short runway takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
7 Taxiway takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
8 Late rotation on takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
9 Rejected takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
10 Altimeter setting climbing through transition altitude . . . . . . . . . . . . . 11
11 Altimeter setting descending through transition level . . . . . . . . . . . . . 12
12 Approaching a runway to land . . . . . . . . . . . . . . . . . . . . . . . . . 13
13 Late flap selection during approach to land . . . . . . . . . . . . . . . . . . 14
14 Steep descent late in the approach to land . . . . . . . . . . . . . . . . . . 15
15 Glidepath angle multiplier table . . . . . . . . . . . . . . . . . . . . . . . . 15
16 Excessive airspeed on approach . . . . . . . . . . . . . . . . . . . . . . . . 16
17 Attempting to land on a parallel taxiway . . . . . . . . . . . . . . . . . . . 17
18 Long landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
19 Landing rollout runway length remaining . . . . . . . . . . . . . . . . . . . 19
20 Runway exit via high-speed exit taxiways . . . . . . . . . . . . . . . . . . . 20
21 Graphical configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

3
1 Introduction
X-RAAS implements a simulation of the Honeywell Runway Awareness and Advisory System
(RAAS)1 , which is itself a set of software extensions to the Enhanced Ground Proximity
Warning System (EGPWS) computer. RAAS monitors the aircraft’s GPS position and other
sensor inputs to construct a picture of the aircraft’s position relative to runways and several
other threat conditions. When a potentially hazardous condition is detected, RAAS issues
caution and warning aural annunciations and visual advisories. X-RAAS models most of these
annunciations.

1.1 Disclaimer
X-RAAS is NOT meant for flight training or use in real avionics. Its performance can seriously
deviate from the real world system, so DO NOT rely on it for anything critical. It was created
solely for entertainment use. This project has no ties to Honeywell or Laminar Research.

2 Installation
To install X-RAAS, simply extract the installation ZIP archive into the plugins folder. Once
installed, X-RAAS will begin to function automatically. After installation, your X-Plane folder
structure should look like this:
<X-Plane Folder>
Resources
plugins
X-RAAS2
On first startup of X-Plane, X-RAAS will scan all installed scenery and extract runway in-
formation to build its own data cache. Depending on the amount of scenery installed, this
process can take up to 10 seconds or more. Once the cache is built, X-RAAS will use the cache
and startup will be much faster. The purpose of this cache is to make sure that X-RAAS’s
runway information matches your scenery as closely as possible to avoid generating spurious
annunciations. Once started up, X-RAAS should not impose any significant additional load
on your simulator.
X-RAAS checks for updates to airport scenery or the navigational database in the simulator
during startup. If scenery is added or removed, or the AIRAC cycle number is changed, X-
RAAS will automatically recreate its airport data cache using the new data.
NOTE
Updates to existing scenery packages might not be detected, as X-RAAS doesn’t
attempt to detect file modifications. If you have modified existing scenery packages
and would like to force X-RAAS to refresh its airport data cache, use the menu entry
“Plugins” → “X-RAAS” → “Recreate data cache”.

1
More specifically, the SmartRunway and SmartLanding products.

4
2.1 Upgrading from X-RAAS 1.0
Version 2.0 is a complete rewrite of X-RAAS and as such, an existing X-RAAS 1.0 installation
is obsolete and can be removed from the Resources/plugins/FlyWithLua/Scripts folder.
If you have been using customized configuration files in X-RAAS 1.0, you can carry these
customization over into X-RAAS 2.0 without much difficulty. To transfer the global configura-
tion, simply copy the X-RAAS.cfg file from the Resources/plugins/FlyWithLua/Scripts
folder into the new global configuration file location in <X-Plane>/Output/preferences.
The per-aircraft configuration file location has not changed, so there is no need to move the
per-aircraft configuration files.
Please also refer to section 5.1 for the new graphical configuration user interface. The
GUI configuration uses the same configuration files in its backend and should thus pick up
any settings made in the configuration files automatically.

3 Activating X-RAAS in the aircraft

3.1 Aircraft type requirements
X-RAAS automatically begins functioning as soon as electrical power is applied to the aircraft’s
primary avionics systems. Normally, RAAS is only used by airliners with a sophisticated
EGPWS. RAAS advisories and performance monitoring can be a poor fit for small general
aviation aircraft or aircraft with performance significantly different from airliners. To avoid
producing spurious annunciations in unsuitable aircraft, X-RAAS checks during startup if the
aircraft currently loaded in the simulator meets all of the following criteria:
• The aircraft isn’t a helicopter.
• The aircraft must have at least 2 or more engines.
• The aircraft’s Maximum Take Off Weight (MTOW) must be at least 5,700 kg or more.
If the aircraft is a helicopter or any of the numeric contraints above is not satisfied, X-RAAS
startup is inhibited. All of these contraints are configurable, so it is possible to enable X-RAAS
on any aircraft in X-Plane, provided sufficient electrical power is available. See section 5 for
details on how to fine tune X-RAAS’s behavior.
Please note that not all features are available on all aircraft models due to compatibility
and integration considerations. Refer to section 7 for a complete feature compatibility listing.

3.2 Annunciation mechanism and aircraft integration

3.2.1 Aural annunciations
Aural annunciations are made normally through the aircraft’s loudspeaker system. The follow-
ing details of aural annunciations can be adjusted (refer to section 5 for details on configuring
X-RAAS):
• Audio volume.
• Voice gender.
• Style of runway number pronunciation.
• Units of measure.
• Whether to append units of measure to the distance initial callout.
If the current simulator view is external, aural annunciations are suppressed.

5
3.2.2 Visual annunciations
If visual annunciations are supported, they are performed in one of two ways:
• Overlaid in large type on the aircraft’s navigation or multifunction displays in the 3D
cockpit (see figures 1 and 2).
• Using a semi-translucent on-screen overlay near the top center of the screen.
Display of visual annunciations in the 3D cockpit model requires 3rd party aircraft integration.
If an aircraft does not provide this integration, X-RAAS will by default fall back to display
visual annunciations using the on-screen overlay. If the current simulator view is external,
visual annunciations are suppressed.
Please note that not all real aircraft feature visual annunciations in their avionics. In these
cases, X-RAAS will disable all visual annunciations. Refer to section 7 for a list of aircraft
which support visual annunciations and by what mechanism.

Figure 1: Example routine visual annunciation

Figure 2: Example non-routine and caution visual annunciations

6
4 Advisories
This section lists all the various routine, non-routine and caution advisories X-RAAS can
issue for various potential hazards. It is organized by phase of flight, starting with initially
approaching a runway on the ground for takeoff and progressing towards a landing and runway
exit.

4.1 Approaching a runway on the ground

X-RAAS constructs a virtual bounding box around each runway which extends laterally ap-
proximately 1.5x the runway width from the runway centerline and 2,000 feet longitudinally
from each runway threshold2 . The purpose of this 2,000 ft extension is to warn when nearing
a runway’s approach sector. X-RAAS will issue an advisory when the aircraft’s nose is approx-
imately 1 second from penetrating this bounding box (calculated based on ground speed).
The advisory names the runway end closest to the aircraft.

Figure 3: Approaching a runway on the ground

The aural advisory is accompanied by a routine green visual advisory on the ND:

APP XX
Where ‘XX’ is the runway identifier. The advisory is inhibited when ground speed exceeds 40
knots to prevent activation on takeoff and landing through intersecting runways. Please also
note that the annunciation does not guarantee the ability to stop before entering the runway.

2
If the runway has a displaced threshold, the bounding box is extended to encompass it completely, but
the 2,000 ft buffer is not extended from the displaced end. Stopways are not placed in the bounding box.

7
4.2 Lined up on runway for takeoff
This annunciation is made initially on lining
up on a runway (aircraft heading is within
20 degrees of runway heading). The aural
advisory is accompanied by a routine green
visual advisory:

ON XX
Where ‘XX’ is the runway identifier. This
annunciation may be supplemented by an an- Figure 4: Lined up on runway for takeoff
nunciation of “FLAPS, FLAPS” if the appro-
priate takeoff flap configuration has not yet
been selected at the time of line up. The takeoff flaps advisory is inhibited if the GPWS
flaps override mode is active. If the “FLAPS, FLAPS” annunciation is to be issued, an amber
non-routine ‘FLAPS’ visual advisory will be issued instead of the green ‘ON XX’ advisory:

FLAPS

4.3 Extended holding on a runway

If the aircraft holds in position on a runway for an extended period of time, the on-runway
annunciation repeats as a non-routine advisory at configurable intervals. Holding in position
is defined as the aircraft being aligned with a runway while its ground speed doesn’t exceed 4
knots. The aural annunciation is repeated twice per interval (e.g. “ON RUNWAY 09 RIGHT,
ON RUNWAY 09 RIGHT”) and displays an amber non-routine ‘ON XX’ visual advisory. The
default intervals are defined as follows:
• Delay until the initial annunciation: 60 seconds
• Delay until repeat annunciation: 120 seconds
• Maximum number of annunciations: 3
After the advisory has been repeated for the maximum number of times, further advisories
are inhibited until the aircraft lines up on another runway. Thus, with the default config-
uration, the annunciations occur after holding in position for 1 minute, 3 minutes and 5
minutes. Refer to section 5 for the interval configuration parameters on rwy warn initial,
on rwy warn repeat and on rwy warn max n.

8
4.4 Lined up on runway too short for takeoff
If the runway length remaining for takeoff
is below an operator-defined minimum for a
safe takeoff, the “ON RUNWAY” annunci-
ation described in subsection 4.2 is supple-
mented by a runway distance remaining read-
out, rounded down to the nearest 100 feet or
meters. The aural advisory is accompanied
by a non-routine amber visual advisory on
the ND:

ON XX YY
Where ‘XX’ is the runway identifier and ‘YY’
is the runway length remaining in hundreds Figure 5: Lined up on runway too short for
of feet or meters. takeoff

4.5 Short runway takeoff

If takeoff is attempted on a runway with
runway length remaining below an opera-
tor defined minimum, once ground speed ex-
ceeds 40 knots, a caution annunciation is
generated: “CAUTION! SHORT RUNWAY!
SHORT RUNWAY!” The aural advisory is
accompanied by a caution amber visual ad-
visory on the ND:

SHORT RUNWAY

4.6 Taxiway takeoff

Figure 6: Short runway takeoff
This annunciation warns of attempting take-
off on a taxiway, typically after missing a turn onto the intended departure runway. The
conditions for triggering this annunciation are:
• the aircraft is NOT on a runway, and
• ground speed exceeds 40 knots.
The aural advisory is accompanied by a cau-
tion amber visual advisory on the ND:

ON TAXIWAY

Figure 7: Taxiway takeoff

9
4.7 Late rotation on takeoff
If the aircraft is on a runway and acceler-
ates past 40 knots ground speed, X-RAAS
switches into takeoff mode. Normally most
annunciations are inhibited during this mode,
however, if the runway length remaining
drops below an operator-defined value and
rotation has not yet been initiated, X-RAAS
will start to issue runway length remain-
ing annunciations to notify the crew of the
rapidly approaching runway end and the need
to initiate rotation as soon as possible. No
Figure 8: Late rotation on takeoff
visual advisories are generated.

4.8 Rejected takeoff

In takeoff mode (on runway and ground speed greater than 40 knots), X-RAAS closely monitors
the aircraft’s ground speed. If the aircraft decelerates 5 knots below the maximum ground
speed attained during the takeoff roll, X-RAAS assumes that the takeoff is being rejected.
During a rejected takeoff, if runway length remaining decreases below 9000 feet or 2700 meters,
X-RAAS will start to issue runway length remaining annunciations. No visual advisories are
generated.

Figure 9: Rejected takeoff

10
4.9 Altimeter setting climbing through transition altitude
X-RAAS determines the transition altitude based on database information for the closest air-
port to the aircraft. If the aircraft climbs through the transition altitude, X-RAAS monitors
the barometric altimeter subscale setting. If by 30 seconds after transitioning the subscale is
not set to QNE (1013.25 hPa or 29.92 in.Hg), the following advisory is issued: “ALTIME-
TER SETTING”. This is to prevent incorrect altitude readings in cruise, which increases the
possibility of traffic collisions. The aural advisory is accompanied by a caution amber visual
advisory on the ND:

ALTM SETTING
Please note that this advisory might not be available if transition altitude is not published in the
navigation database. Flight crews must remain fully alert to crossing the transition altitude
and reliance on the altimeter setting RAAS annunciation as part of standard operations is
prohibited.

Figure 10: Altimeter setting climbing through transition altitude

11
4.10 Altimeter setting descending through transition level
This is the reverse advisory to the altimeter setting advisory during climb. X-RAAS determines
the transition level based on the navigational database entries of the airport closest to the
aircraft. If a fixed transition level is not published, X-RAAS calculates the lowest possible
transition level based on barometric pressure readings, GPS calculated elevation AMSL and a
published transition altitude, such that the calculated transition level is equal in true elevation
AMSL to the transition altitude. Please note that this fallback mechanism might not be
as accurate as using the ATC-assigned transition level, so reliance on this annunciation to
determine the correct transition level is prohibited.
Once the aircraft descends through the transition level, X-RAAS monitors the barometric
altimeter reading and GPS-calculated altitude:
• If the QNH altimeter monitor mode is enabled3 , the GPS-determined elevation AMSL
is compared to the barometric altimeter reading. If the values differ by more than a
pre-determined threshold after more than 30 seconds has elapsed since crossing the
transition level, an “ALTIMETER SETTING” annunciation is generated.
• If the QFE altimeter monitor mode is enabled4 , X-RAAS compares GPS-determined
elevation above the nearest aerodrome with the barometric altimeter reading to make
sure that they are within a pre-determined threshold.
The default altimetry mode is QNH. The 30 second timeout for the barometric altimeter
setting check can be preempted and initiated early if the aircraft descends below 1,500 feet
above field elevation of the nearest airport.
The aural advisory is accompanied by a caution amber visual advisory on the ND:

ALTM SETTING

Figure 11: Altimeter setting descending through transition level

3
See parameter altm qnh mon in section 5.
4
See parameter altm qfe mon in section 5.

12
4.11 Approaching a runway to land
To facilitate proper runway alignment, X-RAAS issues a runway approach annunciation also
when approaching a runway from the air with the intention to land. The following conditions
need to be met for this annunciation:
• Within approximately 3 nm of a runway.
• Track is aligned with the runway and heading is within 20 degrees of runway heading.
• In landing configuration.
• Descending through between 700 feet and 320 feet above runway threshold elevation5 .
The aural advisory is accompanied by a routine green visual advisory on the ND:

APP XX
Where ‘XX’ is the runway identifier. If the runway length is below an operator-defined min-
imum6 , the annunciation is supplemented by an additional callout of the length available for
landing, rounded down to the nearest 100 feet or 100 meters. In this case, the following
non-routine amber visual advisory displays on the ND instead:

APP XX YY
Where ‘XX’ is the runway identifier and ‘YY’ is the runway length available in hundreds
of feet or meters. If the aircraft remains on approach, and descends below 400 feet, but is
above 320 feet, an additional annunciation is made: “CAUTION. SHORT RUNWAY! SHORT
RUNWAY!” This annunciation is accompanied by a caution amber visual advisory:

SHORT RUNWAY

Figure 12: Approaching a runway to land

5
The annunciation is temporarily inhibited between 520-480 feet and 420-380 feet above threshold elevation
to allow for GPWS or manual altitude callouts.
6
See parameter min landing dist in section 5.

13
4.12 Late flap selection during approach to land
X-RAAS also monitors the flaps configuration7 during an approach to land and issues flaps
advisories in case flaps are not in the proper setting for landing at certain periods during the
approach, based on height above runway threshold:
• 950 feet to 600 feet, aural: “FLAPS (pause) FLAPS”, visual: FLAPS
• 600 feet to 450 feet, aural: “FLAPS! FLAPS!”, visual: FLAPS
• 450 feet to 300 feet, aural: “UNSTABLE! UNSTABLE!”, visual: UNSTABLE
All visual alerts are generated at the caution level. This annunciation is inhibited if:
• the aircraft descends below 300 feet above threshold elevation, or
• the GPWS flaps override mode (or terrain override mode if the aircraft isn’t equipped
with a separate flaps override mode) is active, or
• gear is not down, or
• the rate of climb exceeds 300 feet per minute (go-around detection).

Figure 13: Late flap selection during approach to land

4.13 Steep descent late in the approach to land

To protect against steep descents late in the landing approach and “dive bombing it” at
the last moment, X-RAAS calculates the aircraft glide path angle and compares it with the
optimal glide path angle stored in the database for the runway. If the actual glide path angle
exceeds a limiting angle, X-RAAS issues caution advisories, depending on height above runway
threshold:
• 950 feet to 600 feet: aural: “TOO HIGH (pause) TOO HIGH” visual: TOO HIGH
• 600 feet to 450 feet: aural: “TOO HIGH! TOO HIGH!” visual: TOO HIGH
• 450 feet to 300 feet: aural: “UNSTABLE! UNSTABLE!” visual: UNSTABLE
All visual alerts are generated at the caution level. Annunciation is inhibited if:
• the aircraft descends below 300 feet above threshold elevation, or
7
See parameter min landing flap in section 5.

14
 • the GPWS terrain override mode is active, or
• the rate of climb exceeds 300 feet per minute (go-around detection).

Figure 14: Steep descent late in the approach to land

The algorithm for calculating the limiting glide path angle is based on the aircraft’s distance
from the runway threshold. The distance determines a multiplier applied to the optimal angle.
For example, if the multiplier is 2 and the optimal glide path angle is 3◦ , then the limiting
angle is 6◦ for that particular point on the approach. Refer to figure 15 for details on the
actual multiplier values used.

Figure 15: Glidepath angle multiplier table

15
4.14 Excessive airspeed on approach
This check monitors airspeed during an approach and compares it with the landing speed set
in the FMS. If the indicated airspeed becomes excessive while passing through pre-determined
height gates above threshold elevation, X-RAAS will issue the following annunciations:
• 950 feet to 600 feet: aural: “TOO FAST (pause) TOO FAST” visual: TOO FAST
• 600 feet to 450 feet: aural: “TOO FAST! TOO FAST!” visual: TOO FAST
• 450 feet to 300 feet: aural: “UNSTABLE! UNSTABLE!” visual: UNSTABLE
All visual alerts are generated at the caution level. Annunciation is inhibited if:
• the aircraft descends below 300 feet above threshold elevation, or
• the GPWS terrain or flaps override mode is active, or
• the rate of climb exceeds 300 feet per minute.

Figure 16: Excessive airspeed on approach

The amount of speed margin allowed above the landing speed depends on the height above
the runway threshold and whether the landing speed includes wind and gust factors (VAPP —
common on Airbus) or not (VREF — common on Boeing):

16
Please note that excessive approach speed monitoring requires aircraft-specific integration.
Refer to section 7 for a list of aircraft which support this feature.

4.15 Attempting to land on a parallel taxiway

Many airports feature runways with close parallel taxiways. Under certain conditions, these
can look very similar to each other during final approach and lead to confusion as to which is
the runway and which is a taxiway. This increases the risk of an aircraft attempting to land
on a taxiway.
To help in preventing this hazard, X-RAAS closely monitors an aircraft’s position during
the final stages of approach. If X-RAAS detects all of the following conditions, it will issue a
caution advisory:
• Radio altitude is less than 250 feet, but more than 100 feet.
• The aircraft is in landing configuration (gear is down and flaps in the landing position).
• The aircraft is NOT in the runway approach area or it is NOT aligned with the runway
(aircraft heading not within 20 degrees of runway heading).
The advisory is inhibited if the aircraft descends below 100 feet radio altitude8 , or if the
GPWS terrain override mode is active. The aural advisory is accompanied by a caution visual
advisory:

TAXIWAY

Figure 17: Attempting to land on a parallel taxiway

8
If the parallel taxiway is very close to the runway, X-RAAS may not be able to detect a taxiway landing
attempt. This is due to the minimum radio altitude constraint and the runway approach area shape. There
is a minimum lateral deviation value of the aircraft’s longitudinal center axis from the edge of the runway
surface. If the actual lateral deviation is less than this minimum value, this advisory is inhibited. For runways
with a 3◦ glidepath, a threshold clearing height of 50 feet and roughly flat terrain in the runway approach
area, the minimum lateral deviation is approximately 56 feet or 17 meters. The shallower the glidepath or the
higher the terrain in the approach area, the wider the minimum lateral deviation below which this advisory
will be inhibited.

17
4.16 Long landing/Deep landing
This annunciation protects against excessive floating on landing or an incorrectly executed too
high or too fast approach, resulting in touch down very far down the runway and potentially
insufficient runway length available for rollout. For this annunciation to trigger, all of the
following conditions must be met:
• The aircraft is above the runway.
• Radio altitude indicates less than 100 feet, but more than 5 feet.
• Aircraft is past 14 of the runway length or 2,000 feet from the approach end (whichever
is shorter), or remaining runway length is less than an operator-defined minimum.

Figure 18: Long landing

X-RAAS will initially annunciate “LONG LANDING!” twice and the remaining runway length
if it is less than 9,000 feet (2,700 meters) or an operator-defined maximum9 . Afterwards,
X-RAAS will continue to annunciate runway length remaining every 1,000 feet (300 meters),
unless the aircraft lands and decelerates below 40 knots ground speed, or performs a go-around
(refer to section 4.18 for conditions monitored during a go-around). The aural advisory is
accompanied by a caution amber visual advisory on the ND:

LONG LANDING

4.17 Landing rollout runway length remaining

During landing rollout, X-RAAS closely monitors aircraft position, ground speed and decel-
eration. X-RAAS will start issuing runway distance remaining annunciations in 1,000 foot or
300 meter increments if all of the following conditions are met:
• the remaining runway length is less than 5,000 feet or 1,500 meters (configurable as an
operator-defined value10 ),
• the ground speed is above 40 knots,
• the current rate of deceleration is insufficient to come to a complete stop prior to the
end of the runway.
9
See parameter stop dist cutoff in section 5.
10
See parameter stop dist cutoff in section 5.

18
Thus the annunciation of runway length remaining during a normal landing indicates that
additional braking might be required to bring the aircraft to a safe stop. The runway distance
remaining annunciations are based on the position the aircraft’s nosewheel will attain in ap-
proximately 1 second with an added approximate 200 foot or 60 meter buffer. Therefore a
“3000 (feet) remaining” annunciation can be sounded between 3,000 to 3,200 feet remain-
ing. The last 1,000 feet or 300 meters of runway length remaining feature two additional
annunciations:
• The last 500 feet or 100 meters. Inhibited if ground speed is below 40 knots.
• The last 100 feet or 30 meters. This annunciation is sounded irrespective of ground
speed as long as the aircraft remains aligned with the runway to warn the pilot of the
need to perform an immediate stop or turn to avoid running off the end of the runway.

Figure 19: Landing rollout runway length remaining

The runway length remaining is calculated based on the position of the threshold of the
opposite runway. If the opposite runway features a displaced threshold, this displacement
length is counted towards the runway length remaining, i.e. the displaced threshold portion
of a runway is considered to be suitable for landing rollout. If the opposite runway features
a stopway (a “blastpad”), this is NOT counted towards the runway length remaining11 . No
visual advisories are generated.

Distance [feet] Distance [meters] Maximum ground speed [knots]

9,000 2,700 250
8,000 2,400 250
...
1,000 300 250
500 100 125
100 30 60
11
Stopways are normally designed for emergency use only.

19
4.18 Go-around
During go-around, runway length remaining annunciations are inhibited as soon as the aircraft
climbs through 5 feet radio altitude and the following two conditions are met:
• radio altitude is below 100 feet
• rate of climb is 300 feet per minute or greater
If the rate of climb decays to below 300 feet per minute, runway length remaining annun-
ciations are continued. If the aircraft climbs through 100 feet radio altitude, runway length
remaining annunciations are not performed even if the aircraft resumes level flight.

4.19 Runway exit via high-speed exit taxiways

To support efficient high-traffic-density operations, landing traffic needs to be able to exit the
runway environment after landing in an expeditious manner. To this end, many airports feature
“high-speed exit” taxiways. These taxiways, rather than connecting to the runway at right
angles, connect at relatively shallow angles, allowing landing traffic to maintain higher speed
when turning off the runway. To support high-speed rollouts onto these kinds of taxiways,
X-RAAS monitors groundspeed and aircraft position relative to the runway after landing. If
the aircraft exceeds a limiting ground speed, this annunciation will be generated: “CAUTION!
ON TAXIWAY! ON TAXIWAY!” and ON TAXIWAY on the ND.
• As long as the aircraft remains on a runway, no limiting ground speed is imposed.
• If the aircraft leaves the runway, but remains within the runway approach bounding box
(as described in section 4.1), the limiting ground speed is 60 knots.
• If the aircraft leaves both the runway and the runway approach bounding box, the
limiting ground speed is 40 knots.

Figure 20: Runway exit via high-speed exit taxiways

20
5 Configuration
Just like the real system, X-RAAS can be extensively customized to suit the particular op-
erational requirements of an aircraft or airline. For this purpose, X-RAAS contains both a
graphical and textual configuration interface. Both interfaces have equivalent capability. The
graphical configuration system simply generates a text configuration that is then stored on
disk and read by X-RAAS during startup.

5.1 Graphical configuration

To invoke the graphical configuration interface, choose “Plugins”→“X-RAAS”→“X-RAAS
configuration. . . ” from the simulator’s main menu. This will bring up the main configuration
window shown in figure 21.

Figure 21: Graphical configuration

When open, the window will reflect the state of the current configuration of X-RAAS. You can
make changes to the configuration and save it, or reset it to a default state. The following
table explains what every control in the configuration window does:

# Description Default Equivalent text config

param
1 The master ON/OFF switch. ON enabled
ON: X-RAAS starts up if the current aircraft is com-
patible.
OFF: X-RAAS startup is completely inhibited.
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21
continued from previous page
# Description Default Equivalent text config param
2 Switches the unit of measure for distances used. ON use imperial
ON: use feet as the unit of measure in annunciations.
OFF: use meters as the unit of measure in annuncia-
tions.
This setting doesn’t affect the units used in the con-
figuration interface. The configuration interface always
requires lengths and distances to be specified in meters.
3 X-RAAS has the option of pronouncing single- OFF us runway numbers
digit runways with or without prepending a leading
’0’. Prepending ’0’ is ICAO-standard nomenclature,
whereas not prepending ’0’ is used in FAA-governed
territories.
ON: pronounce single-digit runway numbers without a
leading ‘0’ (e.g. ‘1L’).
OFF: pronounce single-digit runway numbers with a
leading ‘0’ (e.g. ‘01L’).
4 Sets the aural annunciation voice gender. ON voice female
ON: the voice of aural annunciations is female.
OFF: the voice of aural annunciations is male.
5 During runway distance remaining or available annunci- ON speak units
ations, selects whether the units of measure used in the
annunciation are appended to the initial annunciation
(subsequent annunciations omit the units).
ON: append the units of measure used to initial dis-
tance annunciations.
OFF: don’t append the units of measure used to dis-
tance annunciations.
6 If a late touchdown on landing is detected, this setting OFF say deep landing
controls what nomenclature is used to annunciate this
fact:
ON: annunciate late touchdown as ‘DEEP LANDING’.
OFF: annunciate late touchdown as ‘LONG LAND-
ING’.
This setting does not control whether the long land-
ing monitor is enabled. Refer to section 4.16 for more
information.
7 Controls whether X-RAAS startup is allowed if the cur- OFF allow helos
rent aircraft is detected to be a helicopter.
ON: permit startup if the current aircraft is a heli-
copter.
OFF: inhibit startup if the current aircraft is a heli-
copter.
This setting doesn’t affect other compatibility checks,
such as the minimum number of engines allowed or the
minimum MTOW limit. Refer to section 3.1 for more
information.
NOTE: this option is omitted when X-RAAS is dis-
tributed as part of an aircraft package.
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22
continued from previous page
# Description Default Equivalent text config param
8 On startup, X-RAAS displays a message at the bottom ON startup notify
of the screen for 4 seconds to indicate that it is oper-
ating correctly and what units of measure are used for
distance callouts, e.g:
• “Runway Awareness OK, Feet.”
• “Runway Awareness OK, Meters.”
ON: display of the startup message is enabled.
OFF: display of the startup message is inhibited.
This setting doesn’t control startup of X-RAAS itself.
NOTE: this option is omitted when X-RAAS is dis-
tributed as part of an aircraft package.
9 When the currently loaded aircraft doesn’t meet the ON auto disable notify
minimum requirements for X-RAAS to activate, X-
RAAS displays a short message at the bottom of the
screen to point out that it is auto-inhibited. This op-
tion controls whether this auto-inhibition message is-
displayed.
ON: the display of the auto-inhibition message is en-
abled.
OFF: the display of the auto-inhibition message is dis-
abled.
NOTE: this option is omitted when X-RAAS is dis-
tributed as part of an aircraft package.
10 ON: while the simulator view is external, audible play- ON disable ext view
back and display of visual overlay annunciations is in-
hibited.
OFF: while the simulator view is external, audible play-
back and display of visual overlay annunciations is per-
mitted.
11 Controls whether the issuing of visual annunciations is ON nd alerts enabled
enabled, irrespective of whether on the fallback screen
overlay or on the aircraft’s ND.
ON: permit issuing visual alerts on the ND or the screen
overlay.
OFF: inhibit issuing visual alerts on the ND and the
screen overlay.
Refer to section 3.2.2 for more information.
12 Controls whether visual annunciations are allowed to be ON nd alert overlay enabled
displayed using the fallback screen overlay.
ON: permit display of visual alerts using the screen
overlay.
OFF: inhibit display of visual alerts using the on-screen
overlay.
This doesn’t inhibit the issuing of visual alerts, only
their display on the overlay. If the aircraft model pro-
vides display of visual alerts in the virtual cockpit, those
will be displayed even if this setting is set to OFF. Refer
to section 3.2.2 for more information.
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23
continued from previous page
# Description Default Equivalent text config param
13 On aircraft which provide visual alert integration into OFF nd alert overlay force
the visual cockpit, X-RAAS will attempt to avoid show-
ing the fallback screen overlay so as not to disturb the
pilot by duplicate messages out of the virtual instru-
ment frame. This setting allows you to override this
behavior and force the display of the screen overlay.
ON: permit display of visual alerts using the fallback
on-screen overlay.
OFF: inhibit display of visual alerts using the on-screen
overlay.
Refer to section 3.2.2 for more information.
14 Some aircraft models do not properly set the required OFF override electrical
datarefs for X-RAAS to detect electrical power being
applied to the aircraft’s avionics systems, resulting in
X-RAAS being inoperable.
ON: permit startup even if insufficient power is being
applied to the aircraft’s electrical buses.
OFF: inhibit startup unless sufficient power is being
applied to the aircraft’s electrical buses.
15 During replays, aircraft position can behave in strange OFF override replay
and non-predictable ways, which can cause X-RAAS to
give spurious annunciations.
ON: permit X-RAAS operation even if the simulator is
currently in replay mode.
OFF: inhibit X-RAAS operation if the simulator is cur-
rently in replay mode.
16 In case you encounter compatibility issues with audio OFF use tts
playback from X-RAAS and any other remedy is un-
available, you can force X-RAAS to play aural annunci-
ations using the host operating system’s text-to-speech
function.
ON: use the host operating system’s text-to-speech
function.
OFF: use X-RAAS’s own audio playback.
NOTE: this feature is not available on Linux.
17 When generating audio, X-RAAS can either use a ded- OFF openal shared
icated OpenAL audio context, or a context shared with
the rest of X-Plane. Certain audio drivers on Windows
are known not to properly support multiple OpenAL
contexts. If you encounter audio playback issues in
that case, try to switch X-RAAS to use a shared audio
context.
ON: X-RAAS should use an OpenAL audio driver con-
text shared with the rest of X-Plane.
OFF: X-RAAS should use its own dedicated OpenAL
audio driver context.
NOTE: operating using a shared context can result in
compatibility issues with certain 3rd party plugins and
aircraft.
continued on next page

24
continued from previous page
# Description Default Equivalent text config param
18 ON: the approaching runway on ground monitor is en- ON apch rwy on gnd mon
abled.
OFF: the approaching runway on-ground monitor is dis-
abled.
Refer to section 4.1 for more information.
19 ON: the approaching runway in air monitor is enabled. ON apch rwy in air mon
OFF: the approaching runway in air monitor is disabled.
Refer to section 4.11 for more information.
20 ON: the approaching short runway in air monitor is ON apch rwy in air short mon
enabled.
OFF: the approaching short runway in air monitor is
disabled.
Refer to section 4.11 for more information.
21 ON: the on-runway lineup monitor is enabled. ON on rwy lineup mon
OFF: the on-runway lineup monitor is disabled.
Refer to section 4.2 for more information.
22 ON: the on-runway (short runway) lineup monitor is ON on rwy lineup short mon
enabled.
OFF: the on-runway (short runway) lineup monitor is
disabled.
Refer to section 4.4 for more information.
23 ON: the on-runway lineup late flap selection monitor is ON on rwy lineup flaps mon
enabled.
OFF: the on-runway lineup late flap selection monitor
is disabled.
Refer to section 4.2 for more information.
24 ON: the short runway takeoff monitor is enabled. ON on rwy tkoff short mon
OFF: the short runway takeoff monitor is disabled.
Refer to section 4.5 for more information.
25 ON: the on-runway extended holding monitor is en- ON on rwy hold mon
abled.
OFF: the on-runway extended holding monitor is dis-
abled.
Refer to section 4.3 for more information.
26 ON: the taxiway takeoff monitor is enabled. ON twy tkoff mon
OFF: the taxiway takeoff monitor is disabled.
Refer to section 4.6 for more information.
27 ON: distance remaining callouts on landing are en- ON dist rmng land mon
abled.
OFF: distance remaining callouts on landing are dis-
abled.
Refer to section 4.17 for more information.
28 ON: distance remaining callouts on rejected takeoff are ON dist rmng rto mon
enabled.
OFF: distance remaining callouts on rejected takeoff
are disabled.
Refer to section 4.8 for more information.
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25
continued from previous page
# Description Default Equivalent text config param
29 ON: the taxiway landing monitor is enabled. ON twy land mon
OFF: the taxiway landing monitor is disabled.
Refer to section 4.15 for more information.
30 ON: the runway ending distance remaining callout is ON rwy end mon
enabled.
OFF: the runway ending distance remaining callout is
disabled.
31 ON: the ‘TOO HIGH’ approach monitor upper gate ON apch too high upper mon
(950-600 ft AFE) is enabled.
OFF: the ‘TOO HIGH’ approach monitor upper gate is
disabled.
Refer to section 4.13 for more information.
32 ON: the ‘TOO HIGH’ approach monitor lower gate ON apch too high lower mon
(600-450 ft AFE) is enabled.
OFF: the ‘TOO HIGH’ approach monitor lower gate is
disabled.
Refer to section 4.13 for more information.
33 ON: the ‘TOO FAST’ approach monitor upper gate ON apch too fast upper mon
(950-600 ft AFE) is enabled.
OFF: the ‘TOO FAST’ approach monitor upper gate is
disabled.
Refer to section 4.14 for more information.
34 ON: the ‘TOO FAST’ approach monitor lower gate ON apch too fast lower mon
(600-450 ft AFE) is enabled.
OFF: the ‘TOO FAST’ approach monitor lower gate is
disabled.
Refer to section 4.14 for more information.
35 ON: the late flap selection approach monitor upper ON apch flaps upper mon
gate (950-600 ft AFE) is enabled.
OFF: the late flap selection approach monitor upper
gate is disabled.
Refer to section 4.12 for more information.
36 ON: the late flap selection approach monitor lower gate ON apch flaps lower mon
(600-450 ft AFE) is enabled.
OFF: the late flap selection approach monitor lower
gate is disabled.
Refer to section 4.12 for more information.
37 The conditions checked depend on the lower gate set- ON apch unstable mon
ting of the respective approach monitor.
ON: the unstable approach monitor is enabled.
OFF: the unstable approach monitor is disabled.
Refer to sections 4.13, 4.14 and 4.12 for more informa-
tion.
38 ON: the QNE altimeter setting monitor mode is en- ON altm qne mon
abled.
OFF: the QNE altimeter setting monitor mode is dis-
abled.
Refer to section 4.9 for more information.
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26
continued from previous page
# Description Default Equivalent text config param
39 ON: the QNH altimeter setting monitor mode is en- ON altm qnh mon
abled.
OFF: the QNH altimeter setting monitor mode is dis-
abled.
Refer to section 4.10 for more information.
40 ON: the QFE altimeter setting monitor mode is en- OFF altm qfe mon
abled.
OFF: the QFE altimeter setting monitor mode is dis-
abled.
Refer to section 4.10 for more information.
41 ON: the long landing monitor is enabled. ON long land mon
OFF: the long landing monitor is disabled.
Refer to section 4.16 for more information.
42 ON: the late rotation on takeoff monitor is enabled. ON late rotation mon
OFF: the late rotation on takeoff monitor is disabled.
Refer to section 4.7 for more information.
43 The relative audio volume for aural annunciations. 100 voice volume
44 Minimum number of engines the aircraft must have for 2 min engines
it to be considered an “airliner” and permit X-RAAS
startup.
NOTE: this option is omitted when X-RAAS is dis-
tributed as part of an aircraft package.
45 Lowest value of the aircraft’s Maximum TakeOff 5700 min mtow
Weight (MTOW) for it to be considered an “airliner”
and permit X-RAAS startup.
NOTE: this option is omitted when X-RAAS is dis-
tributed as part of an aircraft package.
46 The minimum runway length remaining that is consid- 1000 min takeoff dist
ered to be safe for conducting a takeoff. If the runway
length remaining is less than this value, caution annun-
ciations will be issued.
Refer to section 4.3 for more information.
47 The minimum runway length remaining that is consid- 800 min landing dist
ered to be safe for conducting a landing. If the runway
length remaining is less than this value, caution annun-
ciations will be issued.
Refer to section 4.11 for more information.
48 The minimum runway length remaining by which if the 400 min rotation dist
aircraft hasn’t initiated rotation, X-RAAS will start is-
suing runway length remaining annunciations to warn
of rapidly approaching the runway end.
Refer to section 4.7 for more information.
49 The minimum pitch angle relative to the runway slope 3 min rotation angle
above which X-RAAS considers the aircraft to have ini-
tiated rotation for takeoff.
Refer to section 4.7 for more information.
50 On landing, do not initiate runway length remaining 1600 dist dist cutoff
annunciations as long as the runway length remaining
is above this value.
Refer to section 4.17 for more information.
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27
continued from previous page
# Description Default Equivalent text config param
51 Issue the first “ON RUNWAY” annunciation for ex- 60 on rwy warn initial
tended holding on the runway after this number of sec-
onds have elapsed.
Refer to section 4.3 for more information.
52 Issue subsequent “ON RUNWAY” annunciations for ex- 120 on rwy warn repeat
tended holding on the runway after this number of sec-
onds have elapsed.
Refer to section 4.3 for more information.
53 Maximum number of “ON RUNWAY” annunciations 3 on rwy warn max n
issued for extended holding on the runway. Refer to
section 4.3 for more information.
54 Maximum glidepath angle multiplier for the “TOO 2 gpa limit mult
HIGH” approach monitor.
Refer to section 4.13 for more information.
55 Maximum absolute glidepath angle for the “TOO 2 gpa limit max
HIGH” approach monitor.
Refer to section 4.13 for more information.
56 Maximum distance from the approach threshold above 610 long land lim abs
which if the aircraft has not yet touched down, the
landing is considered a long/deep landing.
Refer to section 4.16 for more information.
57 Fraction of the runway length from the approach 0.25 long land lim fract
threshold above which if the aircraft has not yet
touched down, the landing is considered a long/deep
landing..
Refer to section 4.16 for more information.
58 Minimum relative flap handle position, including and 0.5 min landing flap
above which the flaps setting is considered a valid flaps
setting for landing.
Refer to section 4.12 for more information.
NOTE: this option is omitted when X-RAAS is dis-
tributed as part of an aircraft package.
59 Minimum relative flap handle position, including and 0.1 min takeoff flap
above which the flaps setting is considered a valid flaps
setting for takeoff.
Refer to section 4.2 for more information.
NOTE: this option is omitted when X-RAAS is dis-
tributed as part of an aircraft package.
60 Maximum relative flap handle position, including and 0.75 max takeoff flap
below which the flaps setting is considered a valid flaps
setting for takeoff.
Refer to section 4.2 for more information.
NOTE: this option is omitted when X-RAAS is dis-
tributed as part of an aircraft package.
61 Number of seconds for which visual alerts are displayed 7 nd alert timeout
on the ND.
62 A filter which controls what visual alerts are displayed ALL nd alert filter
on the ND:
ALL: all visual alerts are displayed (routine, non-
routine, caution).
NON-R: only non-routine and caution alerts are dis-
played.
CAUT: only caution alerts are displayed.
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28
 continued from previous page
# Description Default Equivalent text config param
63 Specifies the font file (TTF) to use for the fallback (auto) nd alert overlay font
screen overlay. To use a custom font, place the font
file into the X-RAAS plugin folder under “data/fonts”
and specify its filename here.
To revert to the default font, simply leave this text field
empty.
64 The pixel size of the font to use for the ND alert overlay. 28 nd alert overlay font size
65 Saves the current configuration into the airline-specific N/A N/A
configuration location. See section 5.3 for more infor-
mation.
66 Saves the current configuration into the aircraft-specific N/A N/A
configuration location. See section 5.3 for more infor-
mation.
67 Saves the current configuration as the global configu- N/A N/A
ration location. See section 5.3 for more information.
NOTE: this option is omitted when X-RAAS is dis-
tributed as part of an aircraft package.
68 Removes the airline-specific configuration (if it exists). N/A N/A
See section 5.3 for more information.
69 Removes the aircraft-specific configuration (if it exists). N/A N/A
See section 5.3 for more information.
70 Removes the global configuration (if it exists). See sec- N/A N/A
tion 5.3 for more information.
NOTE: this option is omitted when X-RAAS is dis-
tributed as part of an aircraft package.

5.2 Text-based configuration

The text-based configuration file is called X-RAAS.cfg. A sample file is provided in the
sample-config folder in the X-RAAS distribution package. You can open it up in any text
editor such as Notepad or TextEdit. Please note, that the file must first be moved to a
different folder if you want to use it (see section 5.3). The configuration file is simply a set
of lines in the following format:
<Parameter> = <Value>
You can set the value of a parameter any number of times in a configuration file. The
last setting encountered will be the one used. Please note that if you are satisfied with the
default value of a parameter, you do not need to set it in the configuration file. Absence of
a parameter setting implies that X-RAAS should use the default value. This should help to
keep your configuration file short.
Anything following a hash sign (#) is considered a comment and ignored by X-RAAS:
# This is a comment. X-RAAS ignores what’s on this line.
<Parameter> = <Value>

5.3 Configuration storage and loading

X-RAAS supports three kinds of saved configurations, depending on where the configuration
file is stored. The files are loaded in the following order:

29
Airline configuration: This configuration is stored in the livery folder of the currently loaded
livery in the currently loaded aircraft (e.g. “Aircraft/Laminar Research/Boeing
737-800/liveries/Delta/XRAAS.cfg”). This allows for per-airline and even per-
airframe customizations of the configuration.
Aircraft configuration: This configuration is stored in the aircraft’s installation folder in
X-Plane (e.g. “Aircraft/Laminar Research/Boeing 737-800/XRAAS.cfg”).
Global configuration: This configuration is stored in the global X-RAAS configuration folder
(“Output/preferences/X-RAAS/XRAAS.cfg”).
If no custom configuration was found, X-RAAS reverts to its hard-coded default settings.
You may choose to manually edit the configuration file. If a specific configuration rule is not
present in the file, a lower-priority configuration file may override it. Therefore it is possible to
hand-edit only specific configuration rules in the higher priority configuration files and leave
other options for lower-priority configuration files.
<X-Plane Folder>
Aircraft
<Your Aircraft’s Folder>
X-RAAS.cfg ← overrides global settings only for this aircraft
liveries
<Currently Loaded Livery>
X-RAAS.cfg ← overrides aircraft settings only for this livery
Output
preferences
X-RAAS.cfg ← overrides settings shared by all aircraft
The sample configuration file shipped with X-RAAS contains a list of all settable parameters
with comments on what they do (though all lines are commented out, so all parameters are
set to their defaults). Refer to the sample configuration file for a reference on all parameters.

6 Electrical system integration

X-RAAS is internally connected to electrical bus #1 and #2 in the aircraft (normally the “left”
and “right” electrical bus) and is also subject to the master “Avionics on” switch (if installed
on the aircraft). Losing power on both electrical buses or setting the master avionics switch
to the “off” position will result in X-RAAS shutting down. X-RAAS requires a minimum of at
least 11 Volts to be present on one of the electrical buses to operate and nominally consumes
around 40 Watts of power.
In case your aircraft model is having integration problems with X-RAAS, it is possible to
disable X-RAAS’s electrical checks and have it always turn on, regardless of power state on
the aircraft’s electrical buses. See the override electrical parameter described in section
5.

30
7 Feature compatibility
The following table lists aircraft-specific feature compatibility. Features and monitors not
listed in the table’s columns are supported on all aircraft.

Aircraft Model Name GTO GFO VAND VAO EASM

√ √
Laminar Reserach Boeing 747-400 × × ×
(X-Plane 10 & X-Plane 11)
√ √
Laminar Reserach MD-82 × × ×
√ √
Laminar Reserach Boeing 737-800 × × ×
√ √ √ √
FlightFactor Airbus A320 ×
√ √ √
FlightFactor 757 v1 × ×
√ √ √ √
FlightFactor 757 v2 ×
√ √ √ √
FlightFactor 767-300ER ×
√ √ √ √ √
FlightFactor 777
√GEAR √ √ REF
IXEG 737-300 × ×
√GEAR √
FlyJSim 732 Twinjet FLAP × × ×
√ √
Carenado Beechcraft 1900D v1 × × ×
√ √
JRollon BAe Jetstream 32 × × ×
√ √ √ √
JARDesign Airbus A320 Neo ×
√ √ √ √
JARDesign Airbus A330-243 ×
√
Other aircraft × × × ×

Legend:
GTO (GPWS Terrain Override): GPWS terrain override selection is supported. Sub-
scripts:
√
√: the function is engaged using the standard GPWS terrain override switch.
GEAR : the aircraft isn’t equipped with a dedicated terrain-override switch, or the
switch is inoperative. The function is instead engaged using the GPWS gear
√ override switch.
FLAP : the aircraft isn’t equipped with a dedicated terrain-override switch, or the switch
is inoperative. The function is instead engaged using the GPWS flaps override
switch.
GFO (GPWS Flaps Override): GPWS flaps override selection is supported.
VAND (Visual Alerts on Navigation Display): Visual alerts will display integrated in the
3D cockpit on the navigation display.
VAO (Visual Alerts on Overlay): Visual alerts will display using an on-screen overlay near
the top center of the screen.
EASM (Excessive Approach Speed Monitor): Monitoring of excessive approach speed is
supported.
√ Refer to section 4.14 for details on this monitor. Subscripts:
: Both the VREF and VAPP methods are supported. Which method is used depends
on the setting in the FMS. If a VAPP speed is set, the VAPP method will be used.
Otherwise X-RAAS falls back to using the VREF method if the VREF speed is set
√ in the FMS.
REF : Only the VREF method is supported.

31
8 About the X-RAAS project
8.1 Author
X-RAAS was written by Sašo Kiselkov. You can contact the author at:

[email protected]

8.2 Acknowledgements
The X-RAAS project would like to thank the following people for their valuable help in testing,
reporting bugs and suggesting improvements to X-RAAS.
• Chris Hargreaves
• Jean Joubert
• Kyle Madore
• Pascal “hectopascal” Reichel

8.3 License
X-RAAS is open-source software distributed under the terms of the Common Distribution
and Development License. A copy of the license text is included in the software package
in the COPYING file. The quick’n’dirty of the terms of this license:
1. You can copy, modify, run and use X-RAAS in any way you want.
2. You can redistribute your copies (whether modified or not) and even sell X-RAAS. You
can incorporate X-RAAS into your own projects (whether open-source or not).
3. If you modify X-RAAS and wish to distribute it in any way, you must share the source
code for the modifications you have made to it. If you’ve made it part of a larger work,
you don’t have to share the source code for all of your work, only the bits of X-RAAS
you’ve modified.
For the full list of terms, refer to the COPYING file.
An exception to this license are the files under the Documentation/api folder. These
are distributed under the terms of the MIT License. This pretty much allows you to do
whatever you want with them. Refer to the headers of each for the full license text.

32