DOC AIRBUS | AMM A320FENHANCED GROUND PROXIMITY WARNING SYSTEM (GPWS) - DESCRIPTION AND OPERATION
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
1. General
The purpose of the Enhanced Ground Proximity Warning System (Enhanced GPWS) is to alert the flight crew of potentially hazardous conditions with respect to the terrain.
The system achieves this objective by accepting a variety of aircraft parameters as inputs, applying alerting algorithms, and providing the flight crew with aural alert messages and visual annunciations and displays in the event that the boundaries of any alerting envelope are exceeded.
Enhanced features have been added to existing basic Ground Proximity Warning Modes 1 to 5 which are the backbone of the system.
The purpose of the Enhanced Ground Proximity Warning System (Enhanced GPWS) is to alert the flight crew of potentially hazardous conditions with respect to the terrain.
The system achieves this objective by accepting a variety of aircraft parameters as inputs, applying alerting algorithms, and providing the flight crew with aural alert messages and visual annunciations and displays in the event that the boundaries of any alerting envelope are exceeded.
The Enhanced GPWC, will be able to use preferably GPS position when available on board and to activate peaks and/or obstacle functions with EFIS/EIS1/EIS2 display.
Enhanced features have been added to existing basic Ground Proximity Warning Modes 1 to 5 which are the backbone of the system. The primary design objective has been to maintain the integrity of these modes independent of the other functions. For example, loss of the Terrain Awareness Display (TAD) function does not affect the operation of the basic GPWS modes. Also, loss of basic GPWS modes does not affect TAD function.
The following illustration provides an overall system block diagram.
The purpose of the Enhanced Ground Proximity Warning System (GPWS) is to alert the flight crew of potentially hazardous conditions with respect to the terrain.
The system achieves this objective by accepting a variety of aircraft parameters as inputs, applying alerting algorithms, and providing the flight crew with aural alert messages and visual annunciations and displays in the event that the boundaries of any alerting envelope are exceeded.
The Enhanced GPWC, will be able to use preferably GPS position when available on board and to activate peaks and/or obstacle functions with EFIS/EIS1/EIS2 display.
Two architectures will be available to receive GPS data. The first one using the ADIRS connection as GPS data are transmitted via the IRS bus, and the second one will be a direct connection between Enhanced GPWS and GPS sensor (MMR or GPSSU) if ADIRS is not able to transmit GPS data.
The following illustration provides an overall system block diagram.
Several main alerting functional areas are integrated into the Enhanced GPWC, which is a single Line Replaceable Unit (LRU). Except for basic GPWS, each function is pin selectable.
The functional areas are:
The functional areas are:
The purpose of the Enhanced Ground Proximity Warning System (Enhanced GPWS) is to alert the flight crew of potentially hazardous conditions with respect to the terrain.
The system achieves this objective by accepting a variety of aircraft parameters as inputs, applying alerting algorithms, and providing the flight crew with aural alert messages and visual annunciations and displays in the event that the boundaries of any alerting envelope are exceeded.
Enhanced features have been added to existing basic Ground Proximity Warning Modes 1 to 5 which are the backbone of the system.
The purpose of the Enhanced Ground Proximity Warning System (Enhanced GPWS) is to alert the flight crew of potentially hazardous conditions with respect to the terrain.
The system achieves this objective by accepting a variety of aircraft parameters as inputs, applying alerting algorithms, and providing the flight crew with aural alert messages and visual annunciations and displays in the event that the boundaries of any alerting envelope are exceeded.
The Enhanced GPWC, will be able to use preferably GPS position when available on board and to activate peaks and/or obstacle functions with EFIS/EIS1/EIS2 display.
Enhanced features have been added to existing basic Ground Proximity Warning Modes 1 to 5 which are the backbone of the system. The primary design objective has been to maintain the integrity of these modes independent of the other functions. For example, loss of the Terrain Awareness Display (TAD) function does not affect the operation of the basic GPWS modes. Also, loss of basic GPWS modes does not affect TAD function.
The following illustration provides an overall system block diagram.
The purpose of the Enhanced Ground Proximity Warning System (GPWS) is to alert the flight crew of potentially hazardous conditions with respect to the terrain.
The system achieves this objective by accepting a variety of aircraft parameters as inputs, applying alerting algorithms, and providing the flight crew with aural alert messages and visual annunciations and displays in the event that the boundaries of any alerting envelope are exceeded.
The Enhanced GPWC, will be able to use preferably GPS position when available on board and to activate peaks and/or obstacle functions with EFIS/EIS1/EIS2 display.
Two architectures will be available to receive GPS data. The first one using the ADIRS connection as GPS data are transmitted via the IRS bus, and the second one will be a direct connection between Enhanced GPWS and GPS sensor (MMR or GPSSU) if ADIRS is not able to transmit GPS data.
NOTE: Enhanced GPWS will then use preferably GPS and corrected IRS latitude and longitude data as valid position source, if these position are downgraded, then FMS position will be used.
Enhanced features have been added to existing basic Ground Proximity Warning Modes 1 to 5 which are the backbone of the system. The primary design objective has been to maintain the integrity of these modes independent of the other functions. For example, loss of the Terrain Awareness Display (TAD) function does not affect the operation of the basic GPWS modes. Also, loss of basic GPWS modes does not affect TAD function. The following illustration provides an overall system block diagram.
Several main alerting functional areas are integrated into the Enhanced GPWC, which is a single Line Replaceable Unit (LRU). Except for basic GPWS, each function is pin selectable.
The functional areas are:
- basic Ground Proximity Warning System (GPWS) (Modes 1 to 5),
- Terrain Clearance Floor function (TCF),
- Terrain Awareness and Display (TAD) function.
The functional areas are:
- basic Ground Proximity Warning System (GPWS) (Modes 1 to 5),
- Terrain Clearance Floor (TCF) function,
- Terrain Awareness and Display (TAD) function.
- peaks function,
- obstacle function.
A. Basic GPWS Modes
The basic GPWS modes generate aural and visual warnings if the aircraft adopts a potentially hazardous condition with respect to:
Mode 1 - Excessive rate of descent.
Mode 2 - Excessive closure rate with terrain.
Mode 3 - Descent after takeoff and minimum terrain clearance.
Mode 4 - Unsafe terrain clearance.
Mode 5 - Descent below Glide Slope.
The basic GPWS modes generate aural and visual warnings if the aircraft adopts a potentially hazardous condition with respect to:
Mode 1 - Excessive rate of descent.
Mode 2 - Excessive closure rate with terrain.
Mode 3 - Descent after takeoff and minimum terrain clearance.
Mode 4 - Unsafe terrain clearance.
Mode 5 - Descent below Glide Slope.
B. Enhanced Features
The enhanced GPWC includes enhanced features which complete the basic GPWS modes.
The enhanced GPWC includes enhanced features which complete the basic GPWS modes.
(1) Terrain clearance floor (TCF) function
The terrain clearance floor (TCF) function adds an additional element of protection to the basic GPWS modes. It creates an increasing terrain clearance envelope around the intended airport runway directly related to the distance from the runway. TCF alerts are based on the current aircraft location, the nearest runway center point position and the radio altitude. TCF is active during the takeoff, the cruise and the final approach. This alert mode complements existing Mode 4 protection by providing an alert based on insufficient terrain clearance even when in landing configuration. TCF floor function generates aural and visual alert.
The terrain clearance floor (TCF) function adds an additional element of protection to the basic GPWS modes. It creates an increasing terrain clearance envelope around the intended airport runway directly related to the distance from the runway. TCF alerts are based on the current aircraft location, the nearest runway center point position and the radio altitude. TCF is active during the takeoff, the cruise and the final approach. This alert mode complements existing Mode 4 protection by providing an alert based on insufficient terrain clearance even when in landing configuration. TCF floor function generates aural and visual alert.
(2) Terrain Awareness alerting and Display (TAD) function
A major new feature of the Enhanced GPWS is the incorporation of the terrain awareness alerting and display functions. These functions use aircraft geographic position, aircraft altitude and a Terrain Database (TDB) to predict potential conflicts between the aircraft flight path and the terrain, and to provide graphic displays of the conflicting terrain, as illustrated by the block diagram.
The terrain awareness alerting algorithms continuously compute terrain clearance envelopes ahead of the aircraft. If the boundaries of these envelopes conflict with terrain elevation data in the TDB, then alerts are issued.
A major new feature of the Enhanced GPWS is the incorporation of the terrain awareness alerting and display functions. These functions use aircraft geographic position, aircraft altitude and a Terrain Database (TDB) to predict potential conflicts between the aircraft flight path and the terrain, and to provide graphic displays of the conflicting terrain, as illustrated by the block diagram.
The terrain awareness alerting algorithms continuously compute terrain clearance envelopes ahead of the aircraft. If the boundaries of these envelopes conflict with terrain elevation data in the TDB, then alerts are issued.
(3) Geometric altitude
The geometric altitude is a computed aircraft altitude designed to help ensure optimal operation of the EGPWS TAD function through all phases of flight and atmospheric conditions. Geometric altitude uses an improved pressure altitude calculation, GPS altitude, radio altitude, and terrain and runway elevation data to reduce or eliminate errors potentially induced in corrected barometric altitude by temperature extremes, non standard altitude conditions and, altimeters miss-sets.
The geometric altitude is a computed aircraft altitude designed to help ensure optimal operation of the EGPWS TAD function through all phases of flight and atmospheric conditions. Geometric altitude uses an improved pressure altitude calculation, GPS altitude, radio altitude, and terrain and runway elevation data to reduce or eliminate errors potentially induced in corrected barometric altitude by temperature extremes, non standard altitude conditions and, altimeters miss-sets.
(4) Geometric altitude
The geometric altitude is a computed aircraft altitude designed to help ensure optimal operation of the EGPWS TAD function through all phases of flight and atmospheric conditions. Geometric altitude uses an improved pressure-altitude calculation, GPS altitude, radio altitude, and terrain and runway elevation data to reduce or eliminate errors potentially induced in corrected barometric altitude by the temperature extremes, the non-standard altitude conditions and, the altimeters miss-sets.
The geometric altitude is a computed aircraft altitude designed to help ensure optimal operation of the EGPWS TAD function through all phases of flight and atmospheric conditions. Geometric altitude uses an improved pressure-altitude calculation, GPS altitude, radio altitude, and terrain and runway elevation data to reduce or eliminate errors potentially induced in corrected barometric altitude by the temperature extremes, the non-standard altitude conditions and, the altimeters miss-sets.
(5) GPS position
When available on board, EGPWS will use preferably GPS, then IRS latitude and longitude data as valid position source and, if these positions are downgraded, then FMS position will be used.
When EGPWS is pin programmed to use the GPS position, then geometric altitude is also activated.
When available on board, EGPWS will use preferably GPS, then IRS latitude and longitude data as valid position source and, if these positions are downgraded, then FMS position will be used.
When EGPWS is pin programmed to use the GPS position, then geometric altitude is also activated.
2. Component Location
Enhanced GPWS - Component Location 1/2 ** ON A/C NOT FOR ALL
Enhanced GPWS - Component Location 1/2 ** ON A/C NOT FOR ALL
Enhanced GPWS - Component Location 2/2 ** ON A/C NOT FOR ALL
Enhanced GPWS - Component Location 2/2 ** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL Enhanced GPWS - Component Location 1/2 ** ON A/C NOT FOR ALL Enhanced GPWS - Component Location 1/2 ** ON A/C NOT FOR ALL Enhanced GPWS - Component Location 2/2 ** ON A/C NOT FOR ALL Enhanced GPWS - Component Location 2/2 ** ON A/C NOT FOR ALL | FIN | FUNCTIONAL DESIGNATION | PANEL | ZONE | ACCESS DOOR | ATA REF |
|---|---|---|---|---|---|
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| 1WZ | GPWC | 88VU | 128 | 34-48-34 | |
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| 1WZ | GPWC | 824 | 128 | 34-48-34 | |
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| 4WZ | P/BSW-GPWS/G/S | 500VU | 212 | 34-48-00 | |
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| 4WZ | P/BSW-PULL UP/GPWS | 500VU | 212 | 34-48-00 | |
| ** ON A/C NOT FOR ALL | |||||
| 5WZ | P/BSW-GPWS/G/S | 301VU | 211 | 34-48-00 | |
| ** ON A/C NOT FOR ALL | |||||
| 5WZ | P/BSW-PULL UP/GPWS | 301VU | 211 | 34-48-00 | |
| ** ON A/C NOT FOR ALL | |||||
| 7WZ | P/BSW-GPWS/FLAP MODE | 21VU | 211 | 34-48-00 | |
| 9WZ | P/BSW-GPWS/SYS | 21VU | 211 | 34-48-00 | |
| 11WZ | P/BSW-GPWS/G/S MODE | 21VU | 211 | 34-48-00 | |
| 13WZ | P/BSW-GPWS/LDG FLAP 3 | 21VU | 211 | 34-48-00 | |
| 30WZ1 | P/BSW-TERR ON ND,CAPT | 403VU | 211 | 34-48-00 | |
| 30WZ2 | P/BSW-TERR ON ND,F/O | 402VU | 212 | 34-48-00 | |
| 31WZ | P/BSW-GPWS/TERR | 21VU | 211 | 34-48-00 | |
| 32WZ | RELAY-TERRAIN/WEATHER RADAR 1 DATA SWITCHING, F/O | 187VU | 127 | 34-48-00 | |
| 33WZ | RELAY-TERRAIN/WEATHER RADAR 1 DATA SWITCHING, CAPT | 187VU | 127 | 34-48-00 | |
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| 34WZ | RELAY-WEATHER RADAR 2 DATA CUTOFF, F/O | 188VU | 128 | 34-48-00 | |
| 35WZ | RELAY-WEATHER RADAR 2 DATA CUTOFF, CAPT | 188VU | 128 | 34-48-00 | |
3. System Description
A. General
The Enhanced GPWS monitors data inputs from the navigation sensors. This information is used to provide suitable aural and visual warnings to alert the crew of a hazardous situation with respect to the terrain.
The Enhanced GPWS monitors data inputs from the navigation sensors. This information is used to provide suitable aural and visual warnings to alert the crew of a hazardous situation with respect to the terrain.
B. Warnings
Warnings are generated by the Enhanced GPWC which is installed on shelf 88VU, in aft electronics rack 80VU.
Aural warnings are broadcast from the cockpit loudspeakers.
Warnings are generated by the Enhanced GPWC which is installed on shelf 88VU, in aft electronics rack 80VU.
Aural warnings are broadcast from the cockpit loudspeakers.
C. Digital Data Inputs
The Enhanced GPWC receives serial digital data inputs from:
Enhanced GPWC - Inputs and Outputs (Buses) ** ON A/C NOT FOR ALL
Enhanced GPWC - Inputs and Outputs (Buses) ** ON A/C NOT FOR ALL
The Enhanced GPWC receives serial digital data inputs from:
The Enhanced GPWC receives serial digital data inputs from:
The Enhanced GPWC receives serial digital data inputs from:
- Radio altimeter transceiver 1 (radio altitude),
- Air Data/Inertial Reference Unit 1 (ADIRU),
* ADR portion (barometric altitude, barometric altitude rate, computed airspeed),
* IR portion (latitude, longitude, magnetic heading), - ILS receiver 1 (glide slope deviation, localizer deviation, selected runway heading),
- Flight Management and Guidance Computer (FMGC) (latitude, longitude, track, navigation modes),
- Centralized Fault Display Interface Unit (CFDIU) (command word, date, flight number, UTC),
- Flight Control Unit (FCU) 1 and 2 (CAPT and F/O ranges),
- Weather Radar 1 (hazard bus).
- Radio altimeter transceiver 1 (radio altitude),
- Air Data/Inertial Reference Unit 1 (ADIRU),
- ADR portion (barometric altitude, barometric altitude rate, computed airspeed),
- IR portion (latitude, longitude, magnetic heading),
- Multi-Mode Receiver 1 (MMR) (glide slope deviation, localizer deviation, selected runway heading),
- Flight Management and Guidance Computer (FMGC) (latitude, longitude, track, navigation modes),
- Centralized Fault Display Interface Unit (CFDIU) (command word, date, flight number, UTC),
- Flight Control Unit (FCU) 1 and 2 (CAPT and F/O ranges),
- Weather Radar 1 (hazard bus).
- radio altimeter transceiver 1 (radio altitude),
- Air Data/Inertial Reference Unit 1 (ADIRU),
* ADR portion (SAT, barometric altitude, barometric altitude rate, computed airspeed),
* IR portion (latitude, longitude, magnetic heading, GPS parameters), - Multi-Mode Receiver 1 (MMR) (glide slope deviation, localizer deviation, selected runway heading),
- Flight Management and Guidance Computer (FMGC) (latitude, longitude, track, navigation modes),
- Centralized Fault Display Interface Unit (CFDIU) (command word, date, flight number, UTC),
- Flight Control Unit (FCU) 1 and 2 (CAPT and F/O ranges),
- Weather Radar 1 and 2 (hazard busses).
- radio altimeter transceiver 1 (radio altitude),
- Air Data/Inertial Reference Unit 1 (ADIRU),
* ADR portion (barometric altitude, barometric altitude rate, computed airspeed),
* IR portion (latitude, longitude, magnetic heading), - Multi-Mode Receiver 1 (MMR) (glide slope deviation, localizer deviation, selected runway heading),
- Flight Management and Guidance Computer (FMGC) (latitude, longitude, track, navigation modes),
- Centralized Fault Display Interface Unit (CFDIU) (command word, date, flight number, UTC),
- Flight Control Unit (FCU) 1 and 2 (CAPT and F/O ranges),
- Weather Radar 1 and 2 (hazard busses).
Enhanced GPWC - Inputs and Outputs (Buses) ** ON A/C NOT FOR ALL Enhanced GPWC - Inputs and Outputs (Buses) ** ON A/C NOT FOR ALL - radio altimeter transceiver 1 (radio altitude),
- Air Data/Inertial Reference Unit 1 (ADIRU),
* ADR portion (SAT, barometric altitude, barometric altitude rate, computed airspeed),
* IR portion (latitude, longitude, magnetic heading, GPS parameters if ADIRU is in hybrid configuration), - Multi-Mode Receiver 1 (MMR) (glide slope deviation, localizer deviation, selected runway heading and GPS parameters if ADIRU is in autonomous configuration),
- Flight Management and Guidance Computer (FMGC) (latitude, longitude, track, navigation modes),
- Centralized Fault Display Interface Unit (CFDIU) (command word, date, flight number, UTC),
- Flight Control Units (FCU) 1 and 2 (CAPT and F/O ranges),
- Weather Radars 1 and 2 (hazard busses).
The Enhanced GPWC receives serial digital data inputs from:
- radio altimeter transceiver 1 (radio altitude),
- Air Data/Inertial Reference Unit 1 (ADIRU),
* ADR portion (barometric altitude, barometric altitude rate, computed airspeed),
* IR portion (latitude, longitude, magnetic heading, GPS parameters if ADIRU is in hybrid configuration), - Multi-Mode Receiver 1 (MMR) (glide slope deviation, localizer deviation, selected runway heading and GPS parameters if ADIRU is in autonomous configuration),
- Flight Management and Guidance Computer (FMGC) (latitude, longitude, track, navigation modes),
- Centralized Fault Display Interface Unit (CFDIU) (command word, date, flight number, UTC),
- Flight Control Unit (FCU) 1 and 2 (CAPT and F/O ranges),
- Weather Radar 1 and 2 (hazard busses).
- radio altimeter transceiver 1 (radio altitude),
- Air Data/Inertial Reference Unit 1 (ADIRU),
* ADR portion (SAT, barometric altitude, barometric altitude rate, computed airspeed),
* IR portion (latitude, longitude, magnetic heading, GPS parameters if ADIRU is in hybrid configuration), - ILS receiver 1 (glide slope deviation, localizer deviation, selected runway heading),
- Flight Management and Guidance Computer (FMGC) (latitude, longitude, track, navigation modes),
- Centralized Fault Display Interface Unit (CFDIU) (command word, date, flight number, UTC),
- Flight Control Unit (FCU) 1 and 2 (CAPT and F/O ranges),
- Weather Radar 1 (hazard bus).
D. Discrete Data Inputs
Discrete data inputs are received from the following:
Enhanced GPWC - Inputs (Discretes) ** ON A/C NOT FOR ALL
Enhanced GPWC - Inputs (Discretes) ** ON A/C NOT FOR ALL
Discrete data inputs are received from the following:
Discrete data inputs are received from the following:
- Slat Flap Control Computer 1 (SFCC) (3 and FULL flap position),
- Flight Warning Computer 1 and 2 (FWC) (all audio inhibition),
- Landing Gear Control and Interface Unit (LGCIU) (main landing gear retracted or extended),
- ECAM control panel (audio suppression),
- GPWS/FLAP MODE pushbutton switch which, when pressed (in) (white OFF legend on), overrides a flap abnormal condition input,
- GPWS/SYS pushbutton switch which, when pressed (in) (white OFF legend on), inhibits Modes 1 to 5 warnings,
- GPWS/G/S MODE pushbutton switch which, when pressed (in) (white OFF legend on), overrides the glide slope mode,
- GPWS/G/S pushbutton switch which, when pressed (in), enables the Enhanced GPWC to perform test,
- GPWS/TERR pushbutton switch which, when pressed (in) (white OFF legend on), inhibits TAD and TCF functions,
- TERR ON ND (CAPT or F/O) pushbutton switches allow the crew to select or deselect terrain display on ND's,
- Weather Radar control unit.
- Slat Flap Control Computer 1 (SFCC) (3 and FULL flap position),
- Flight Warning Computers 1 and 2 (FWC) (all audio inhibition),
- Landing Gear Control and Interface Unit (LGCIU) (main landing gear retracted or extended),
- Electronic Centralized Aircraft Monitoring (ECAM) control panel (audio suppression),
- GPWS/FLAP MODE pushbutton switch which, when pressed (in) (white OFF legend on), overrides a flap abnormal condition input,
- GPWS/SYS pushbutton switch which, when pressed (in) (white OFF legend on), inhibits Modes 1 to 5 warnings,
- GPWS/G/S MODE pushbutton switch which, when pressed (in) (white OFF legend on), overrides the glide slope mode,
- PULL UP/GPWS pushbutton switch which, when pressed (in), enables the Enhanced GPWC to perform test,
- GPWS/TERR pushbutton switch which, when pressed (in) (white OFF legend on), inhibits TAD and TCF functions,
- TERR ON ND (CAPT or F/O) pushbutton switches allow the crew to select or deselect terrain display on NDs,
- Weather Radar control unit.
Enhanced GPWC - Inputs (Discretes) ** ON A/C NOT FOR ALL Enhanced GPWC - Inputs (Discretes) ** ON A/C NOT FOR ALL - Slat Flap Control Computer 1 (SFCC) (3 and FULL flap position)
- Flight Warning Computer 1 and 2 (FWC) (all audio inhibition)
- Landing Gear Control and Interface Unit (LGCIU) (main landing gear retracted or extended)
- Electronic Centralized Aircraft Monitoring (ECAM) control panel (audio suppression)
- GPWS/FLAP MODE pushbutton switch which, when presses (in) (white OFF legend on), overrides a flap abnormal condition input
- GPWS/SYS pushbutton switch which, when pressed (in) (white OFF legend on), inhibits Modes 1 to 5 warnings
- GPWS/G/S MODE pushbutton switch which, when pressed (in) (white OFF legend on), overrides the G/S mode
- PULL UP/GPWS pushbutton switch which, when pressed (in), enables the Enhanced GPWC to perform test
- GPWS/TERR pushbutton switch which, when pressed (in) (white OFF legend on), inhibits terrain-awareness alerting and display function and terrain-clearence floor function
- TERR ON ND (CAPT or F/O) pushbutton switches allow the crew to select or deselect terrain display on the Navigation Display (ND).
- Weather Radar control unit,
- Weather Radar with Predictive Windshear (PWS) System, inhibition of Enhanced GPWS aural and/or visual alerts each time there are PWS aural and/or visual alerts.
E. Warning Outputs
Enhanced GPWC - Outputs
Enhanced GPWC - Outputs ** ON A/C NOT FOR ALL
Enhanced GPWC - Outputs ** ON A/C NOT FOR ALL
Enhanced GPWC - Outputs Enhanced GPWC - Outputs ** ON A/C NOT FOR ALL Enhanced GPWC - Outputs ** ON A/C NOT FOR ALL - Two discrete outputs from the enhanced GPWC control the GPWS/G/S pushbutton switches located on the CAPT and the F/O main instrument panels.
Each pushbutton switch is a momentary-action pushbutton switch with an illuminated split legend cap. The upper legend identified GPWS, controlled by the first output, comes on red when a ground proximity warning is generated by the enhanced GPWC for Modes 1 to 4 or TAD and TCF warnings.
The lower legend identified G/S, controlled by the second output, comes on amber when a glide slope (Mode 5) caution alert is generated by the Enhanced GPWC.
The pushbutton switch provides a facility to cancel a glide slope warning, if in progress, or to initiate an Enhanced GPWS self-test. - Both discrete outputs are also used to inhibit Traffic Alert and Collision Avoidance System (TCAS) and automatic call out when the GPWS or G/S warnings are in progress.
- Both discrete outputs are also used for the Digital Flight Data Recorder (DFDR).
------------------------------------------------------------------------------- NAME ELECTRICAL LEVEL TO SIGNAL STATUS ------------------------------------------------------------------------------- FAULT LEGEND GND/OC SYS P/BSW/SDACs GND = VALID G/S VISUAL ALERT GND/OC FWCs GND = VALID GPWS LEGEND GND/OC FWCs GND = VALID -------------------------------------------------------------------------------
- Two discrete outputs from the Enhanced GPWC control the PULL UP/GPWS pushbutton switches located on Captain and First Officer main instrument panels.
Each pushbutton switch is a momentary-action pushbutton switch with an illuminated split legend cap.
The upper legend identified PULL UP, controlled by the first output, comes on red when a ground proximity warning message including PULL UP is generated by the Enhanced GPWC.
The lower legend identified GPWS, controlled by the second output, comes on amber for all the other alerts.
The pushbutton switch provides a facility to cancel a glide slope warning. - Both discrete outputs are also used to inhibit TCAS and automatic call out when the PULL UP or GPWS warnings are in progress.
- Both discrete outputs are also used for the Digital Flight Data Recorder (DFDR).
------------------------------------------------------------------------------- NAME ELECTRICAL LEVEL TO SIGNAL STATUS ------------------------------------------------------------------------------- FAULT LEGEND GND/OC SYS P/BSW/SDACs GND = VALID GPWS ALERT GND/OC FWCs GND = VALID GPWS LEGEND GND/OC FWCs GND = VALID -------------------------------------------------------------------------------
- two discrete outputs from the Enhanced GPWC control the PULL UP/GPWS pushbutton switches located on Captain and First officer main instrument panels.
Each pushbutton switch is a momentary-action pushbutton switch with an illuminated split legend cap. The upper legend identified PULL UP, controlled by the first output, comes on red when a ground proximity warning message including PULL UP is generated by the Enhanced GPWC.
The lower legend identified GPWS, controlled by the second output, comes on amber when a G/S (Mode 5) caution alert is generated by the Enhanced GPWC.
The pushbutton switch provides a facility to cancel a glide scope warning, if in progress, or to initiate an enhanced GPWS self-test. - Both discrete outputs are also used to inhibit Traffic Alert and Collision Avoidance System (TCAS) and automatic call out when the PULL UP or GPWS warnings are in progress.
- Both discrete outputs are also used for the Digital Flight Data Recorder (DFDR).
------------------------------------------------------------------------------- NAME ELECTRICAL LEVEL TO SIGNAL STATUS ------------------------------------------------------------------------------- FAULT LEGEND GND/OC SYS P/BSW/SDACs GND = VALID GPWS ALERT GND/OC FWCs GND = VALID PULL UP LEGEND GND/OC FWCs GND = VALID -------------------------------------------------------------------------------
- two discrete outputs from the Enhanced GPWC control the GPWS/G/S pushbutton switches located on Captain and First Officer main instrument panels.
Each pushbutton switch is a momentary-action pushbutton switch with an illuminated split legend cap. The upper legend identified GPWS, controlled by the first output, comes on red when a ground proximity warning message including GPWS is generated by the Enhanced GPWC.
The lower legend identified G/S, controlled by the second output, comes on amber when a glide slope (Mode 5) caution alert is generated by the Enhanced GPWC.
The pushbutton switch provides a facility to cancel a glide slope warning, if in progress, or to initiate an Enhanced GPWS self-test. - both discrete outputs are also used for the Digital Flight Data Recorder (DFDR).
------------------------------------------------------------------------------- NAME ELECTRICAL LEVEL TO SIGNAL STATUS ------------------------------------------------------------------------------- FAULT LEGEND GND/OC SYS P/BSW/SDACs GND = VALID G/S VISUAL ALERT GND/OC FWCs GND = VALID GPWS LEGEND GND/OC FWCs GND = VALID -------------------------------------------------------------------------------
F. Monitor Outputs
There are two monitor outputs:
There are two monitor outputs:
- GPWS monitor output controls the FAULT legend of the SYS pushbutton switch and indicates a failure of Modes 1 to 5,
- TERR monitor output controls the FAULT legend of the TERR pushbutton switch and indicates a failure of TAD and TCF functions.
------------------------------------------------------------------------------- NAME ELECTRICAL LEVEL TO SIGNAL STATUS ------------------------------------------------------------------------------- GPWS MONITOR OUTPUT GND/OC BOARD-ANN LT GND=FAULT TEST and INTFC SDAC1 SDAC2 TERR MONITOR OUTPUT GND/OC BOARD-ANN LT GND=FAULT TEST and INTFC SDAC1 SDAC2 -------------------------------------------------------------------------------
- GPWS monitor output controls the FAULT legend of the SYS pushbutton switch and indicates a failure of Modes 1 to 5,
- TERR monitor output controls the FAULT legend of the TERR pushbutton switch and indicates a failure of TAD and TCF functions.
- TERR NOT AVAIL output allows FWC to generate a TERR STBY ECAM memo. This output is triggered when enhanced GPWS is valid but the TAD/TCF function cannot be temporarily computed.
------------------------------------------------------------------------------- NAME ELECTRICAL LEVEL TO SIGNAL STATUS ------------------------------------------------------------------------------- GPWS MONITOR OUTPUT GND/OC BOARD-ANN LT GND=FAULT TEST and INTFC SDAC1 SDAC2 TERR MONITOR OUTPUT GND/OC BOARD-ANN LT GND=FAULT TEST and INTFC SDAC1 SDAC2 TERR NOT AVAIL MONITOR OUTPUT GND/OC SDAC1 GND=FAULT SDAC2 -------------------------------------------------------------------------------
G. Bus Output
The bus output is used by the Aircraft Integrated Data System (AIDS) and by the Centralized Fault Display Interface Unit (CFDIU) for test causes.
The bus output is used by the Aircraft Integrated Data System (AIDS), Data Management Unit (DMU) and by the Centralized Fault Display Interface Unit (CFDIU) for test causes.
The bus output is used by the Aircraft Integrated Data System (AIDS), Data Management Unit (DMU), Weather Radar Auto-Tilt function and by the Centralized Fault Display Interface Unit (CFDIU) for test causes.
The bus output is used by the Aircraft Integrated Data System (AIDS) and by the Centralized Fault Display Interface Unit (CFDIU) for test causes.
The bus output is used by the Aircraft Integrated Data System (AIDS), Data Management Unit (DMU) and by the Centralized Fault Display Interface Unit (CFDIU) for test causes.
The bus output is used by the Aircraft Integrated Data System (AIDS), Data Management Unit (DMU), Weather Radar Auto-Tilt function and by the Centralized Fault Display Interface Unit (CFDIU) for test causes.
H. Audio Output
The audio output is used by the cockpit loudspeakers for aural warning messages.
The audio output is used by the cockpit loudspeakers for aural warning messages.
4. Power Supply
Enhanced GPWC - Outputs
Enhanced GPWC - Outputs
Enhanced GPWC - Outputs ** ON A/C NOT FOR ALL
Enhanced GPWC - Outputs ** ON A/C NOT FOR ALL
The Enhanced GPWC power supply circuits receive 115VAC, 400 Hz, single phase (22 W max.) supply from the aircraft AC power.
Enhanced GPWC - Outputs
Enhanced GPWC - Outputs
Enhanced GPWC - Outputs ** ON A/C NOT FOR ALL
Enhanced GPWC - Outputs ** ON A/C NOT FOR ALL
The Enhanced GPWC power supply circuits receive 115VAC, 400 Hz, single phase (22 W max.) and 28VDC supply from the aircraft AC power.
Enhanced GPWC - Outputs Enhanced GPWC - Outputs Enhanced GPWC - Outputs ** ON A/C NOT FOR ALL Enhanced GPWC - Outputs ** ON A/C NOT FOR ALL Enhanced GPWC - Outputs Enhanced GPWC - Outputs Enhanced GPWC - Outputs ** ON A/C NOT FOR ALL Enhanced GPWC - Outputs ** ON A/C NOT FOR ALL | !----------------------------------------------------------------------------! |
| ! Voltage ! C/B FIN ! Designation ! |
| !------------------!---------------------!-----------------------------------! |
| ! 28VDC ! 2WZ ! 101PP BUS 1 ! |
| ! ! ! ! |
| ! 115VAC ! 3WZ ! 103XP BUS1 ! |
| !----------------------------------------------------------------------------! |
** ON A/C NOT FOR ALL
5. Interface
A. Digital Outputs
This table contains all the output parameters in digital form.
They are sorted as per the numerical order of their output label.
The following table gives:
This table contains all the output parameters in digital form.
They are sorted as per the numerical order of their output label.
The following table gives:
This table contains all the output parameters in digital form.
They are sorted as per the numerical order of their output label.
The following table gives:
This table contains all the output parameters in digital form.
They are sorted as per the numerical order of their output label.
The following table gives:
- EQ.SYS.LAB.SDI: output label for which the parameter is available,
- PARAMETER DEFINITION: parameter name,
- WORD RANGE/OPER RANGE/RESOLUTION ACCURACY: measurement range. Maximum value transmitted. When the digital value changes, the change step is equal to the accuracy,
- UNIT: unit in which the digital value is transmitted,
- SIG BIT: indicates whether a sign bit is available,
- BITS: number of bits used by the parameter in the label,
- XMSN/INTV: output transmission interval. The refresh rate is given in milliseconds,
- CODE:
BNR: binary data word
BCD: binary coded decimal data word
ISO: data word coded in ISO5 code
DIS: discrete data word
HEX: hexadecimal coded
HYB: mixed code - ALPHA CODE: indicates the parameter mnemonic code,
- SOURCE ORIGIN: parameter source computer or system.
| ------------------------------------------------------------------------------- |
| | PARAMETER LIST PARAMETER CHARACTERISTICS (NUMERIC) | |
| ------------------------------------------------------------------------------- |
| |EQ.SYS.LAB.SDI|PARAMETER | WORD RANGE |UNIT|SIG |BITS|XMSN|CODE|ALPHA|SOURCE | |
| | |DEFINITION| OPER RANGE | |BIT | |INTV| |CODE |ORIGIN | |
| | |(*=REMARK)| RESOLUTION | | | | | | |BUS No.| |
| | |(X=NOTE) | ACCURACY | | | | | | |ATA REF| |
| | | | | | | | | | |CONV | |
| ------------------------------------------------------------------------------- |
| ! 1.270.00 !ENH. GPWS !(1=voice on)! ! ! ! 50 !DIS ! ! ! |
| ! !ALER DSCRT! ! ! ! ! to ! ! ! ! |
| ! !WORD 1 ! ! ! ! !100 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SINKRATE- !bit status 1! ! ! 11 ! ! ! ! ! |
| ! !PAUSE- ! ! ! ! ! ! ! ! ! |
| ! !SINKRATE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !PULL UP !bit status 1! ! ! 12 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN !bit status 1! ! ! 13 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !DON'T SINK!bit status 1! ! ! 14 ! ! ! ! ! |
| ! !-PAUSE- ! ! ! ! ! ! ! ! ! |
| ! !DON'T SINK! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TOO LOW !bit status 1! ! ! 15 ! ! ! ! ! |
| ! !GEAR ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TOO LOW !bit status 1! ! ! 16 ! ! ! ! ! |
| ! !FLAPS ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TOO LOW !bit status 1! ! ! 17 ! ! ! ! ! |
| ! !TERRAIN ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !GLIDESLOPE!bit status 1! ! ! 18 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 19 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN !bit status 1! ! ! 20 ! ! ! ! ! |
| ! !PULL UP ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 21 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN !bit status 1! ! ! 22 ! ! ! ! ! |
| ! !AHEAD PULL! ! ! ! ! ! ! ! ! |
| ! !UP ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 23 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 24 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 25 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 26 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN !bit status 1! ! ! 27 ! ! ! ! ! |
| ! !AHEAD ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 28 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !Reserved ! ! ! ! 29 ! ! ! ! ! |
| ! !for obsta.! ! ! ! ! ! ! ! ! |
| ! !voice ! ! ! ! ! ! ! ! ! |
| ! 1.274.00 !ENH. GPWS !("1"= on) ! ! ! ! 50 !DIS ! ! ! |
| ! !ALER DSCRT! ! ! ! ! to ! ! ! ! |
| ! !WORD 2 ! ! ! ! !100 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !G/S CANCEL!bit status 1! ! ! 11 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !GPWS ALERT!bit status 1! ! ! 12 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !GPWS !bit status 1! ! ! 13 ! ! ! ! ! |
| ! !WARNING ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !GPWS INOP !bit status 1! ! ! 14 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !WINDSHEAR !bit status 1! ! ! 15 ! ! ! ! ! |
| ! !WARNING ! ! ! ! ! ! ! ! ! |
| ! !(IF WR/PWS! ! ! ! ! ! ! ! ! |
| ! !INSTALLED)! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AUDIO ON !bit status 1! ! ! 16 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 17 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 18 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 19 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 20 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 21 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN !bit status 1! ! ! 22 ! ! ! ! ! |
| ! !AWARENESS ! ! ! ! ! ! ! ! ! |
| ! !WARNING ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN !bit status 1! ! ! 23 ! ! ! ! ! |
| ! !AWARENESS ! ! ! ! ! ! ! ! ! |
| ! !CAUTION ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN !bit status 1! ! ! 24 ! ! ! ! ! |
| ! !AWARENESS ! ! ! ! ! ! ! ! ! |
| ! !INOP ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !EXTERNAL !bit status 1! ! ! 25 ! ! ! ! ! |
| ! !FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !COMPUTER !bit status 1! ! ! 26 ! ! ! ! ! |
| ! !FAIL ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN !bit status 1! ! ! 27 ! ! ! ! ! |
| ! !AWARENESS ! ! ! ! ! ! ! ! ! |
| ! !NOT AVAIL.! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN !bit status 1! ! ! 28 ! ! ! ! ! |
| ! !DISPLAY ! ! ! ! ! ! ! ! ! |
| ! !DSCRT 1 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN !bit status 1! ! ! 29 ! ! ! ! ! |
| ! !DISPLAY ! ! ! ! ! ! ! ! ! |
| ! !DSCRT 2 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! 1.271.00 !ENH. GPWS !("1"= warn. ! ! ! !100 !DIS ! ! ! |
| ! !LOGIC DSCR!in progress)! ! ! ! to ! ! ! ! |
| ! ! ! ! ! ! !200 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 11 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 12 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN !bit status 1! ! ! 13 ! ! ! ! ! |
| ! !CLEARANCE ! ! ! ! ! ! ! ! ! |
| ! !FLOOR ALER! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ENV.MOD IN!bit status 1! ! ! 14 ! ! ! ! ! |
| ! !PROGRESS ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ENV.MOD !bit status 1! ! ! 15 ! ! ! ! ! |
| ! !SNAPSHOT ! ! ! ! ! ! ! ! ! |
| ! !LATCH SET ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 16 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 17 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TAKE OFF !bit status 1! ! ! 18 ! ! ! ! ! |
| ! !MODE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MODE 1 !bit status 1! ! ! 19 ! ! ! ! ! |
| ! !SINKRATE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MODE 1 !bit status 1! ! ! 20 ! ! ! ! ! |
| ! !PULL UP ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MODE 2 !bit status 1! ! ! 21 ! ! ! ! ! |
| ! !TERRAIN ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MODE 2 !bit status 1! ! ! 22 ! ! ! ! ! |
| ! !PULL UP ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MODE 3 !bit status 1! ! ! 23 ! ! ! ! ! |
| ! !VISUAL ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MODE 4 !bit status 1! ! ! 24 ! ! ! ! ! |
| ! !VISUAL ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MODE 5 !bit status 1! ! ! 25 ! ! ! ! ! |
| ! !VISUAL ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MODE 7 !bit status 1! ! ! 26 ! ! ! ! ! |
| ! !VISUAL ! ! ! ! ! ! ! ! ! |
| ! !ALERT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN !bit status 1! ! ! 27 ! ! ! ! ! |
| ! !AWARENESS ! ! ! ! ! ! ! ! ! |
| ! !CAUTION ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN !bit status 1! ! ! 28 ! ! ! ! ! |
| ! !AWARENESS ! ! ! ! ! ! ! ! ! |
| ! !WARNING ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 29 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! 1.300.00 !ENH. GPWC ! ! ! ! ! 50 !DIS ! ! ! |
| ! !ALERT DSCR! ! ! ! ! to ! ! ! ! |
| ! !WORD3 ! ! ! ! !100 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MODES 1 TO! ! ! ! 11 ! ! ! ! ! |
| ! !4 INOP ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MODE 5 ! ! ! ! 12 ! ! ! ! ! |
| ! !INOP ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 13 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 14 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 15 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERR CLEA.! ! ! ! 16 ! ! ! ! ! |
| ! !FLOOR INOP! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERR AWAR.! ! ! ! 17 ! ! ! ! ! |
| ! !INOP ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ENV. MODU.! ! ! ! 18 ! ! ! ! ! |
| ! !INOP ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 19 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 20 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 21 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 22 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 23 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 24 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 25 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 26 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 27 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 28 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 29 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! 1.275.00 !PROGRAM !("1"=Open ! ! ! !100 !DIS ! ! ! |
| ! !PIN STATUS!"0"=Ground) ! ! ! ! to ! ! ! ! |
| ! !WORD 1 ! ! ! ! !200 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 11 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !CFDS !bit status 1! ! ! 12 ! ! ! ! ! |
| ! !ENABLE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AIRCRAFT ! ! ! ! 13 ! ! ! ! ! |
| ! !SELECT 6 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AIRCRAFT ! ! ! ! 14 ! ! ! ! ! |
| ! !SELECT 1 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AIRCRAFT ! ! ! ! 15 ! ! ! ! ! |
| ! !SELECT 2 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AIRCRAFT ! ! ! ! 16 ! ! ! ! ! |
| ! !SELECT 3 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 17 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 18 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AUDIO !bit status 0! ! ! 19 ! ! ! ! ! |
| ! !DECLUTTER ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 20 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 21 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AIRCRAFT ! ! ! ! 22 ! ! ! ! ! |
| ! !SELECT 7 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 23 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 24 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AIRCRAFT ! ! ! ! 25 ! ! ! ! ! |
| ! !SELECT 5 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 26 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AIRCRAFT ! ! ! ! 27 ! ! ! ! ! |
| ! !SELECT 4 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 28 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 29 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! 1.276.00 !PROGRAM !("1"=Open ! ! ! !100 !DIS ! ! ! |
| ! !PIN STATUS!"0"=Ground) ! ! ! ! to ! ! ! ! |
| ! !WORD 2 ! ! ! ! !200 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !VOICE ! ! ! ! 11 ! ! ! ! ! |
| ! !SELECT 1 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !VOICE ! ! ! ! 12 ! ! ! ! ! |
| ! !SELECT 2 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !VOICE ! ! ! ! 13 ! ! ! ! ! |
| ! !SELECT 3 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 14 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AUDIO !bit status 1! ! ! 15 ! ! ! ! ! |
| ! !SUPPRESS ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ATERNATE !bit status 1! ! ! 16 ! ! ! ! ! |
| ! !MODE 4 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 17 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !FMGC !bit status 1! ! ! 18 ! ! ! ! ! |
| ! !SELECT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ALTERN. !bit status 1! ! ! 19 ! ! ! ! ! |
| ! !G/S CANCEL! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !LAMP !bit status 1! ! ! 20 ! ! ! ! ! |
| ! !FORMAT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !QFE/QNH !bit status 1! ! ! 21 ! ! ! ! ! |
| ! !SELECT !=QFE SELECT ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 22 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 23 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !G/S !bit status 1! ! ! 24 ! ! ! ! ! |
| ! !INHIBIT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 25 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 26 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AIRCRAFT ! ! ! ! 27 ! ! ! ! ! |
| ! !SELECT 8 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AIRCRAFT ! ! ! ! 28 ! ! ! ! ! |
| ! !SELECT 9 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 29 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! 1.277.00 !PROGRAM !("1"=Open ! ! ! !100 !DIS ! ! ! |
| ! !PIN STATUS!"0"=Ground) ! ! ! ! to ! ! ! ! |
| ! !WORD 3 ! ! ! ! !200 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ALTER.VOL.!bit status 1! ! ! 11 ! ! ! ! ! |
| ! !SELECTED ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 12 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 13 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 14 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 15 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 16 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TCF !bit status 1! ! ! 17 ! ! ! ! ! |
| ! !DISABLE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TAD !bit status 1! ! ! 18 ! ! ! ! ! |
| ! !DISABLE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 19 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 20 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 21 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 22 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 23 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 24 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 25 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 26 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 27 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 28 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 29 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! 1.350.00 !FAULT !("1"=Failed)! ! ! !100 !DIS ! ! ! |
| ! !DIAGNOSTIC! ! ! ! ! to ! ! ! ! |
| ! !WORD 1 ! ! ! ! !200 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! ! 11 ! ! ! ! ! |
| ! !IR1 INPUT ! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! ! 12 ! ! ! ! ! |
| ! !FMGC1 ! ! ! ! ! ! ! ! ! |
| ! !INPUT ! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! ! 13 ! ! ! ! ! |
| ! !ADR1 INPUT! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! ! 14 ! ! ! ! ! |
| ! !FCU BUS 1 ! ! ! ! ! ! ! ! ! |
| ! !INPUT ! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 15 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! ! 16 ! ! ! ! ! |
| ! !ILS1 INPUT! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! ! 17 ! ! ! ! ! |
| ! !FMGC1(Nav ! ! ! ! ! ! ! ! ! |
| ! !Modes) IN.! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! ! 18 ! ! ! ! ! |
| ! !RA1 INPUT ! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! ! 19 ! ! ! ! ! |
| ! !FCU BUS 2 ! ! ! ! ! ! ! ! ! |
| ! !INPUT ! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! ! 20 ! ! ! ! ! |
| ! !CFDIU ! ! ! ! ! ! ! ! ! |
| ! !INPUT ! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! ! 21 ! ! ! ! ! |
| ! !WXR HZD ! ! ! ! ! ! ! ! ! |
| ! !BUS1 INPUT! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 22 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 23 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 24 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 25 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 26 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !PROGRAM ! ! ! ! 27 ! ! ! ! ! |
| ! !PIN FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !FLAP ! ! ! ! 28 ! ! ! ! ! |
| ! !INPUT FAI.! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !GEAR ! ! ! ! 29 ! ! ! ! ! |
| ! !INPUT FAI.! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! 1.351.00 !FAULT !("1"=Failed)! ! ! !100 !DIS ! ! ! |
| ! !DIAGNOSTIC! ! ! ! ! to ! ! ! ! |
| ! !WORD 2 ! ! ! ! !200 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !G/S CANCEL! ! ! ! 11 ! ! ! ! ! |
| ! !DSCR. FAI.! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MOMENTARY ! ! ! ! 12 ! ! ! ! ! |
| ! !AUDIO SUPP! ! ! ! ! ! ! ! ! |
| ! !DSCR. FAI.! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AUDIO ! ! ! ! 13 ! ! ! ! ! |
| ! !INHIBIT ! ! ! ! ! ! ! ! ! |
| ! !DSCR. FAI.! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SELF-TEST ! ! ! ! 14 ! ! ! ! ! |
| ! !DSCR INPUT! ! ! ! ! ! ! ! ! |
| ! !FAILED ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SUPPORT ! ! ! ! 15 ! ! ! ! ! |
| ! !TASK FAULT! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NVM FAULT ! ! ! ! 16 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !WATCHDOG ! ! ! ! 17 ! ! ! ! ! |
| ! !TIMER FAUL! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !A/D FAIL ! ! ! ! 18 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !VOICE FAIL! ! ! ! 19 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !DITS ! ! ! ! 20 ! ! ! ! ! |
| ! !OUTPUT FAI! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN ! ! ! ! 21 ! ! ! ! ! |
| ! !DATABASE ! ! ! ! ! ! ! ! ! |
| ! !FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !FLASH FILE! ! ! ! 22 ! ! ! ! ! |
| ! !SYSTEM ! ! ! ! ! ! ! ! ! |
| ! !WRITE ! ! ! ! ! ! ! ! ! |
| ! !FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !DITS INPUT! ! ! ! 23 ! ! ! ! ! |
| ! !FAIL ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !VOICE ! ! ! ! 24 ! ! ! ! ! |
| ! !FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SYSTEM OR ! ! ! ! 25 ! ! ! ! ! |
| ! !MODE TASK ! ! ! ! ! ! ! ! ! |
| ! !FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ENV. MOD. ! ! ! ! 26 ! ! ! ! ! |
| ! !DATABASE ! ! ! ! ! ! ! ! ! |
| ! !FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !WATCHDOG ! ! ! ! 27 ! ! ! ! ! |
| ! !FAIL COUNT! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AIRCRAFT ! ! ! ! 28 ! ! ! ! ! |
| ! !DATABASE ! ! ! ! ! ! ! ! ! |
| ! !FAULT "OR"! ! ! ! ! ! ! ! ! |
| ! !CRC FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !IMAGE DSP ! ! ! ! 29 ! ! ! ! ! |
| ! !FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! 1.355.00 !FAULT !("1"=Failed)! ! ! !100 !DIS ! ! ! |
| ! !DIAGNOSTIC! ! ! ! ! to ! ! ! ! |
| ! !WORD 3 ! ! ! ! !200 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 11 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 12 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 13 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 14 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 15 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 17 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 18 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 19 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 20 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 21 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 22 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 23 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 24 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 25 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 26 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 27 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 28 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! ! 29 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! 1.357.00 !INPUT ! ! ! ! !100 !DIS ! ! ! |
| ! !DSCRT STAT! ! ! ! ! to ! ! ! ! |
| ! !WORD 1 ! ! ! ! !200 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 11 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !G/S !("1"= ! ! ! 12 ! ! ! ! ! |
| ! !INHIBIT !inhibit) ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 13 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 14 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !GPWS MODES!("1"= ! ! ! 15 ! ! ! ! ! |
| ! !1 TO 5 !inhibit) ! ! ! ! ! ! ! ! |
| ! !INHIBIT ! ! ! ! ! ! ! ! ! |
| ! !(AUDIO AND! ! ! ! ! ! ! ! ! |
| ! !VISUAL) ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 16 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MOMENTARY !("1"= ! ! ! 17 ! ! ! ! ! |
| ! !AUDIO SUPP!suppress) ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SELF-TEST ! ! ! ! 18 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !LANDING !("1"= down) ! ! ! 19 ! ! ! ! ! |
| ! !GEAR ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !LANDING !("1"= ! ! ! 20 ! ! ! ! ! |
| ! !FLAPS !extended) ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !G/S CANCEL!("1"= ! ! ! 21 ! ! ! ! ! |
| ! ! !cancelled) ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !WXR 1 !("1"= ON) ! ! ! 22 ! ! ! ! ! |
| ! !ON/OFF ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TAD AND !("1"= ! ! ! 23 ! ! ! ! ! |
| ! !TCF !inhibit) ! ! ! ! ! ! ! ! |
| ! !INHIBIT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERR ON ND! ! ! ! 25 ! ! ! ! ! |
| ! !CAPT INPUT! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERR ON ND! ! ! ! 26 ! ! ! ! ! |
| ! !F/O INPUT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 27 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! ! 28 ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ALL AUDIO !("1"= ! ! ! 29 ! ! ! ! ! |
| ! !INHIBIT !inhibit) ! ! ! ! ! ! ! ! |
| ------------------------------------------------------------------------------- |
This table contains all the output parameters in digital form.
They are sorted as per the numerical order of their output label.
The following table gives:
- EQ.SYS.LAB.SDI: output label for which the parameter is available,
- PARAMETER DEFINITION: parameter name,
- WORD RANGE/OPER RANGE/RESOLUTION ACCURACY: measurement range. Maximum value transmitted. When the digital value changes, the change step is equal to the accuracy,
- UNIT: unit in which the digital value is transmitted,
- SIG BIT: indicates whether a sign bit is available,
- BITS: number of bits used by the parameter in the label,
- XMSN/INTV: output transmission interval. The refresh rate is given in milliseconds,
- CODE:
BNR: binary data word
BCD: binary coded decimal data word
ISO: data word coded in ISO5 code
DIS: discrete data word
HEX: hexadecimal coded
HYB: mixed code - ALPHA CODE: indicates the parameter mnemonic code,
- SOURCE ORIGIN: parameter source computer or system.
| ------------------------------------------------------------------------------- |
| | PARAMETER LIST PARAMETER CHARACTERISTICS (NUMERIC) | |
| ------------------------------------------------------------------------------- |
| |EQ.SYS.LAB.SDI|PARAMETER | WORD RANGE |UNIT|SIG |BITS|XMSN|CODE|ALPHA|SOURCE | |
| | |DEFINITION| OPER RANGE | |BIT | |INTV| |CODE |ORIGIN | |
| | |(*=REMARK)| RESOLUTION | | | | | | |BUS No.| |
| | |(X=NOTE) | ACCURACY | | | | | | |ATA REF| |
| | | | | | | | | | |CONV | |
| ------------------------------------------------------------------------------- |
| ! 1.270.00 !ENH. GPWS !(1=voice on)! ! ! ! 50 !DIS ! ! ! |
| ! !ALER DSCRT! ! ! ! ! to ! ! ! ! |
| ! !WORD 1 ! ! ! ! !100 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SINKRATE- !bit status 1! ! 11 ! ! ! ! ! ! |
| ! !PAUSE- ! ! ! ! ! ! ! ! ! |
| ! !SINKRATE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !PULL UP !bit status 1! ! 12 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN !bit status 1! ! 13 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !DON'T SINK!bit status 1! ! 14 ! ! ! ! ! ! |
| ! !-PAUSE- ! ! ! ! ! ! ! ! ! |
| ! !DON'T SINK! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TOO LOW !bit status 1! ! 15 ! ! ! ! ! ! |
| ! !GEAR ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TOO LOW !bit status 1! ! 16 ! ! ! ! ! ! |
| ! !FLAPS ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TOO LOW !bit status 1! ! 17 ! ! ! ! ! ! |
| ! !TERRAIN ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !GLIDESLOPE!bit status 1! ! 18 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 19 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED !bit status 1! ! 20 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 21 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN or!bit status 1! ! 22 ! ! ! ! ! ! |
| ! !OBSTACLE ! ! ! ! ! ! ! ! ! |
| ! !AHEAD PULL! ! ! ! ! ! ! ! ! |
| ! !UP ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 23 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 24 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 25 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 26 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN !bit status 1! ! 27 ! ! ! ! ! ! |
| ! !AHEAD ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !OBSTACLE !bit status 1! ! 28 ! ! ! ! ! ! |
| ! !AHEAD ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 29 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! 1.274.00 !ENH. GPWS !("1"= on) ! ! ! ! 50 !DIS ! ! ! |
| ! !ALER DSCRT! ! ! ! ! to ! ! ! ! |
| ! !WORD 2 ! ! ! ! !100 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !DOUTL 1 !bit status 1! ! 11 ! ! ! ! ! ! |
| ! !G/S CANCEL! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !DOUTL 2 !bit status 1! ! 12 ! ! ! ! ! ! |
| ! !GPWS ALERT! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !DOUTL 3 !bit status 1! ! 13 ! ! ! ! ! ! |
| ! !GPWS ! ! ! ! ! ! ! ! ! |
| ! !WARNING ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !GPWS INOP !bit status 1! ! 14 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 15 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !DOUTL 6 !bit status 1! ! 16 ! ! ! ! ! ! |
| ! !AUDIO ON ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 17 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 18 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 19 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 20 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 21 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN or!bit status 1! ! 22 ! ! ! ! ! ! |
| ! !OBSTACLE ! ! ! ! ! ! ! ! ! |
| ! !AWARENESS ! ! ! ! ! ! ! ! ! |
| ! !WARNING ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN or!bit status 1! ! 23 ! ! ! ! ! ! |
| ! !OBSTACLE ! ! ! ! ! ! ! ! ! |
| ! !AWARENESS ! ! ! ! ! ! ! ! ! |
| ! !CAUTION ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN !bit status 1! ! 24 ! ! ! ! ! ! |
| ! !AWARENESS ! ! ! ! ! ! ! ! ! |
| ! !INOP ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !EXTERNAL !bit status 1! ! 25 ! ! ! ! ! ! |
| ! !FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !COMPUTER !bit status 1! ! 26 ! ! ! ! ! ! |
| ! !FAIL ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN !bit status 1! ! 27 ! ! ! ! ! ! |
| ! !AWARENESS ! ! ! ! ! ! ! ! ! |
| ! !NOT AVAIL.! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !DOUTL 8 !bit status 1! ! 28 ! ! ! ! ! ! |
| ! !TERRAIN ! ! ! ! ! ! ! ! ! |
| ! !DISPLAY ! ! ! ! ! ! ! ! ! |
| ! !DSCRT 1 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !DOUTL 9 !bit status 1! ! 29 ! ! ! ! ! ! |
| ! !TERRAIN ! ! ! ! ! ! ! ! ! |
| ! !DISPLAY ! ! ! ! ! ! ! ! ! |
| ! !DSCRT 2 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! 1.271.00 !ENH. GPWS !("1"= warn. ! ! ! !100 !DIS ! ! ! |
| ! !LOGIC DSCR!in progress)! ! ! ! to ! ! ! ! |
| ! ! ! ! ! ! !200 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 11 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 12 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN !bit status 1! ! 13 ! ! ! ! ! ! |
| ! !CLEARANCE ! ! ! ! ! ! ! ! ! |
| ! !FLOOR ALER! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ENV.MOD IN!bit status 1! ! 14 ! ! ! ! ! ! |
| ! !PROGRESS ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ENV.MOD !bit status 1! ! 15 ! ! ! ! ! ! |
| ! !SNAPSHOT ! ! ! ! ! ! ! ! ! |
| ! !LATCH SET ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 16 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 17 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TAKE OFF !bit status 1! ! 18 ! ! ! ! ! ! |
| ! !MODE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MODE 1 !bit status 1! ! 19 ! ! ! ! ! ! |
| ! !SINKRATE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MODE 1 !bit status 1! ! 20 ! ! ! ! ! ! |
| ! !PULL UP ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MODE 2 !bit status 1! ! 21 ! ! ! ! ! ! |
| ! !TERRAIN ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MODE 2 !bit status 1! ! 22 ! ! ! ! ! ! |
| ! !PULL UP ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MODE 3 !bit status 1! ! 23 ! ! ! ! ! ! |
| ! !VISUAL ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MODE 4 !bit status 1! ! 24 ! ! ! ! ! ! |
| ! !VISUAL ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MODE 5 !bit status 1! ! 25 ! ! ! ! ! ! |
| ! !VISUAL ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED !bit status 1! ! 26 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOTE USED ! ! ! 27 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOTE USED ! ! ! 28 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 29 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! 1.300.00 !ENH. GPWC ! ! ! ! ! 50 !DIS ! ! ! |
| ! !ALERT DSCR! ! ! ! ! to ! ! ! ! |
| ! !WORD3 ! ! ! ! !100 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MODES 1 TO! ! ! 11 ! ! ! ! ! ! |
| ! !4 INOP ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MODE 5 ! ! ! 12 ! ! ! ! ! ! |
| ! !INOP ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 13 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 14 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 15 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERR CLEA.! ! ! 16 ! ! ! ! ! ! |
| ! !FLOOR INOP! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERR AWAR.! ! ! 17 ! ! ! ! ! ! |
| ! !INOP ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ENV. MODU.! ! ! 18 ! ! ! ! ! ! |
| ! !INOP ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 19 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 20 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TCAS ! ! ! 21 ! ! ! ! ! ! |
| ! !INHIBIT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 22 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 23 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 24 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 25 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 26 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !FLAP OVRD ! ! ! 27 ! ! ! ! ! ! |
| ! !LATCH ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !OBST ! ! ! 28 ! ! ! ! ! ! |
| ! !AWARENESS ! ! ! ! ! ! ! ! ! |
| ! !CAUTION ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !OBST ! ! ! 29 ! ! ! ! ! ! |
| ! !AWARENESS ! ! ! ! ! ! ! ! ! |
| ! !WARNING ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! 1.275.00 !PROGRAM !("1"=Open ! ! ! !100 !DIS ! ! ! |
| ! !PIN STATUS!"0"=Ground) ! ! ! ! to ! ! ! ! |
| ! !WORD 1 ! ! ! ! !200 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 11 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !CFDS !bit status 1! ! 12 ! ! ! ! ! ! |
| ! !ENABLE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AIRCRAFT ! ! ! 13 ! ! ! ! ! ! |
| ! !SELECT 6 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AIRCRAFT ! ! ! 14 ! ! ! ! ! ! |
| ! !SELECT 1 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AIRCRAFT ! ! ! 15 ! ! ! ! ! ! |
| ! !SELECT 2 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AIRCRAFT ! ! ! 16 ! ! ! ! ! ! |
| ! !SELECT 3 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 17 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 18 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AUDIO !bit status 0! ! 19 ! ! ! ! ! ! |
| ! !DECLUTTER ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 20 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 21 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AIRCRAFT ! ! ! 22 ! ! ! ! ! ! |
| ! !SELECT 7 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 23 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 24 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AIRCRAFT ! ! ! 25 ! ! ! ! ! ! |
| ! !SELECT 5 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 26 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AIRCRAFT ! ! ! 27 ! ! ! ! ! ! |
| ! !SELECT 4 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 28 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 29 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! 1.276.00 !PROGRAM !("1"=Open ! ! ! ! 50 !DIS ! ! ! |
| ! !PIN STATUS!"0"=Ground) ! ! ! ! to ! ! ! ! |
| ! !WORD 2 ! ! ! ! !100 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !VOICE ! ! ! 11 ! ! ! ! ! ! |
| ! !SELECT 1 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !VOICE ! ! ! 12 ! ! ! ! ! ! |
| ! !SELECT 2 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !VOICE ! ! ! 13 ! ! ! ! ! ! |
| ! !SELECT 3 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 14 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AUDIO !bit status 1! ! 15 ! ! ! ! ! ! |
| ! !SUPPRESS ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ATERNATE !bit status 1! ! 16 ! ! ! ! ! ! |
| ! !MODE 4 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 17 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !OPTIONAL !bit status 1! ! 18 ! ! ! ! ! ! |
| ! !INPUT ! ! ! ! ! ! ! ! ! |
| ! !SELECT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ALTERN. !bit status 1! ! 19 ! ! ! ! ! ! |
| ! !G/S CANCEL! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !LAMP !bit status 1! ! 20 ! ! ! ! ! ! |
| ! !FORMAT != Lamp ! ! ! ! ! ! ! ! |
| ! ! ! Format 2 ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !QFE/QNH !bit status 1! ! 21 ! ! ! ! ! ! |
| ! !SELECT !=QFE SELECT ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 22 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 23 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !G/S ! ! ! 24 ! ! ! ! ! ! |
| ! !INHIBIT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 25 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 26 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AIRCRAFT ! ! ! 27 ! ! ! ! ! ! |
| ! !SELECT 8 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AIRCRAFT ! ! ! 28 ! ! ! ! ! ! |
| ! !SELECT 9 ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 29 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! 1.277.00 !PROGRAM !("1"=Open ! ! ! !100 !DIS ! ! ! |
| ! !PIN STATUS!"0"=Ground) ! ! ! ! to ! ! ! ! |
| ! !WORD 3 ! ! ! ! !200 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ALTER.VOL.!bit status 1! ! 11 ! ! ! ! ! ! |
| ! !SELECTED ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !CONF !bit status 1! ! 12 ! ! ! ! ! ! |
| ! !OPTION 1= ! ! ! ! ! ! ! ! ! |
| ! !GPS SELECT! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !CONF !bit status 1! ! 13 ! ! ! ! ! ! |
| ! !OPTION 2= ! ! ! ! ! ! ! ! ! |
| ! !MAN DESEL ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SINGLE GPS!bit status 1! ! 14 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 15 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 16 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TCF !bit status 1! ! 17 ! ! ! ! ! ! |
| ! !DISABLE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TAD !bit status 1! ! 18 ! ! ! ! ! ! |
| ! !DISABLE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 19 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !PWS OPTION!bit status 1! ! 20 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 21 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 22 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 23 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ALTERNATE !bit status 1! ! 24 ! ! ! ! ! ! |
| ! !GPS SPEED ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 25 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !OBSTACLE ! ! ! 26 ! ! ! ! ! ! |
| ! !CONTROL ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 27 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 28 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 29 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! 1.350.00 !FAULT !("1"=Failed)! ! ! !100 !DIS ! ! ! |
| ! !DIAGNOSTIC! ! ! ! ! to ! ! ! ! |
| ! !WORD 1 ! ! ! ! !200 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! 11 ! ! ! ! ! ! |
| ! !IR1 INPUT ! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! 12 ! ! ! ! ! ! |
| ! !FMGC1 ! ! ! ! ! ! ! ! ! |
| ! !INPUT ! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! 13 ! ! ! ! ! ! |
| ! !ADR1 INPUT! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! 14 ! ! ! ! ! ! |
| ! !FCU BUS 1 ! ! ! ! ! ! ! ! ! |
| ! !INPUT ! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 15 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! 16 ! ! ! ! ! ! |
| ! !ILS1 INPUT! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! 17 ! ! ! ! ! ! |
| ! !FMGC1(Nav ! ! ! ! ! ! ! ! ! |
| ! !Modes) IN.! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! 18 ! ! ! ! ! ! |
| ! !RA1 INPUT ! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! 19 ! ! ! ! ! ! |
| ! !FCU BUS 2 ! ! ! ! ! ! ! ! ! |
| ! !INPUT ! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! 20 ! ! ! ! ! ! |
| ! !CFDIU ! ! ! ! ! ! ! ! ! |
| ! !INPUT ! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! 21 ! ! ! ! ! ! |
| ! !WXR HZD ! ! ! ! ! ! ! ! ! |
| ! !BUS1 INPUT! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 22 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 23 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 24 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 25 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 26 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !PROGRAM ! ! ! 27 ! ! ! ! ! ! |
| ! !PIN FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !FLAP ! ! ! 28 ! ! ! ! ! ! |
| ! !INPUT FAI.! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !GEAR ! ! ! 29 ! ! ! ! ! ! |
| ! !INPUT FAI.! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! 1.351.00 !FAULT !("1"=Failed)! ! ! !100 !DIS ! ! ! |
| ! !DIAGNOSTIC! ! ! ! ! to ! ! ! ! |
| ! !WORD 2 ! ! ! ! !200 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !G/S CANCEL! ! ! 11 ! ! ! ! ! ! |
| ! !DSCR. FAI.! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MOMENTARY ! ! ! 12 ! ! ! ! ! ! |
| ! !AUDIO SUPP! ! ! ! ! ! ! ! ! |
| ! !DSCR. FAI.! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AUDIO ! ! ! 13 ! ! ! ! ! ! |
| ! !INHIBIT ! ! ! ! ! ! ! ! ! |
| ! !DSCR. FAI.! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SELF-TEST ! ! ! 14 ! ! ! ! ! ! |
| ! !DSCR INPUT! ! ! ! ! ! ! ! ! |
| ! !FAILED ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SUPPORT ! ! ! 15 ! ! ! ! ! ! |
| ! !TASK FAULT! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NVM FAULT ! ! ! 16 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !WATCHDOG ! ! ! 17 ! ! ! ! ! ! |
| ! !TIMER FAUL! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !A/D FAIL ! ! ! 18 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !VOICE FAIL! ! ! 19 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !DITS ! ! ! 20 ! ! ! ! ! ! |
| ! !OUTPUT FAI! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN ! ! ! 21 ! ! ! ! ! ! |
| ! !DATABASE ! ! ! ! ! ! ! ! ! |
| ! !FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !FLASH FILE! ! ! 22 ! ! ! ! ! ! |
| ! !SYSTEM ! ! ! ! ! ! ! ! ! |
| ! !WRITE ! ! ! ! ! ! ! ! ! |
| ! !FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !DITS INPUT! ! ! 23 ! ! ! ! ! ! |
| ! !FAIL ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !VOICE ! ! ! 24 ! ! ! ! ! ! |
| ! !FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SYSTEM OR ! ! ! 25 ! ! ! ! ! ! |
| ! !MODE TASK ! ! ! ! ! ! ! ! ! |
| ! !FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ENV. MOD. ! ! ! 26 ! ! ! ! ! ! |
| ! !DATABASE ! ! ! ! ! ! ! ! ! |
| ! !FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !WATCHDOG ! ! ! 27 ! ! ! ! ! ! |
| ! !FAIL COUNT! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AIRCRAFT ! ! ! 28 ! ! ! ! ! ! |
| ! !DATABASE ! ! ! ! ! ! ! ! ! |
| ! !FAULT "OR"! ! ! ! ! ! ! ! ! |
| ! !CRC FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !IMAGE DSP ! ! ! 29 ! ! ! ! ! ! |
| ! !FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! 1.355.00 !FAULT !("1"=Failed)! ! ! !100 !DIS ! ! ! |
| ! !DIAGNOSTIC! ! ! ! ! to ! ! ! ! |
| ! !WORD 3 ! ! ! ! !200 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 11 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 12 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 13 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 14 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! 15 ! ! ! ! ! ! |
| ! !GPS BUS ! ! ! ! ! ! ! ! ! |
| ! !INPUT ! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! 16 ! ! ! ! ! ! |
| ! !WXR HZD ! ! ! ! ! ! ! ! ! |
| ! !BUS2 INPUT! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 17 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 18 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 19 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 20 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 21 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 22 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 23 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 24 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 25 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 26 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 27 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 28 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 29 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! 1.357.00 !INPUT ! ! ! ! !100 !DIS ! ! ! |
| ! !DSCRT STAT! ! ! ! ! to ! ! ! ! |
| ! !WORD 1 ! ! ! ! !200 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 11 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !G/S !("1"= ! ! 12 ! ! ! ! ! ! |
| ! !INHIBIT !inhibit) ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 13 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 14 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !GPWS MODES!("1"= ! ! 15 ! ! ! ! ! ! |
| ! !1 TO 5 !inhibit) ! ! ! ! ! ! ! ! |
| ! !INHIBIT ! ! ! ! ! ! ! ! ! |
| ! !(AUDIO AND! ! ! ! ! ! ! ! ! |
| ! !VISUAL) ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 16 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MOMENTARY !("1"= ! ! 17 ! ! ! ! ! ! |
| ! !AUDIO SUPP!suppress) ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SELF-TEST ! ! ! 18 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !LANDING !("1"= down) ! ! 19 ! ! ! ! ! ! |
| ! !GEAR ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !LANDING !("1"= ! ! 20 ! ! ! ! ! ! |
| ! !FLAPS !extended) ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !G/S CANCEL!("1"= ! ! 21 ! ! ! ! ! ! |
| ! ! !cancelled) ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !WXR 1 !("1"= ON) ! ! 22 ! ! ! ! ! ! |
| ! !ON/OFF ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TAD AND !("1"= ! ! 23 ! ! ! ! ! ! |
| ! !TCF !inhibit) ! ! ! ! ! ! ! ! |
| ! !INHIBIT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !WXR 2 !("1"= ON) ! ! 24 ! ! ! ! ! ! |
| ! !ON/OFF ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERR ON ND! ! ! 25 ! ! ! ! ! ! |
| ! !CAPT INPUT! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERR ON ND! ! ! 26 ! ! ! ! ! ! |
| ! !F/O INPUT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 27 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED !("1"= ! ! 28 ! ! ! ! ! ! |
| ! !(RAAS) !activated) ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ALL AUDIO !("1"= ! ! 29 ! ! ! ! ! ! |
| ! !INHIBIT !inhibit) ! ! ! ! ! ! ! ! |
| ------------------------------------------------------------------------------- |
This table contains all the output parameters in digital form.
They are sorted as per the numerical order of their output label.
The following table gives:
- EQ.SYS.LAB.SDI: output label for which the parameter is available,
- PARAMETER DEFINITION: parameter name,
- WORD RANGE/OPER RANGE/RESOLUTION ACCURACY: measurement range. Maximum value transmitted. When the digital value changes, the change step is equal to the accuracy,
- UNIT: unit in which the digital value is transmitted,
- SIG BIT: indicates whether a sign bit is available,
- BITS: number of bits used by the parameter in the label,
- XMSN/INTV: output transmission interval. The refresh rate is given in milliseconds,
- CODE:
BNR: binary data word
BCD: binary coded decimal data word
ISO: data word coded in ISO5 code
DIS: discrete data word
HEX: hexadecimal coded
HYB: mixed code - ALPHA CODE: indicates the parameter mnemonic code,
- SOURCE ORIGIN: parameter source computer or system.
| ------------------------------------------------------------------------------- |
| | PARAMETER LIST PARAMETER CHARACTERISTICS (NUMERIC) | |
| ------------------------------------------------------------------------------- |
| |EQ.SYS.LAB.SDI|PARAMETER | WORD RANGE |UNIT|SIG |BITS|XMSN|CODE|ALPHA|SOURCE | |
| | |DEFINITION| OPER RANGE | |BIT | |INTV| |CODE |ORIGIN | |
| | |(*=REMARK)| RESOLUTION | | | | | | |BUS No.| |
| | |(X=NOTE) | ACCURACY | | | | | | |ATA REF| |
| | | | | | | | | | |CONV | |
| ------------------------------------------------------------------------------- |
| ! 1.270.00 !ENH. GPWS !(1=voice on)! ! ! ! 50 !DIS ! ! ! |
| ! !ALER DSCRT! ! ! ! ! to ! ! ! ! |
| ! !WORD 1 ! ! ! ! !100 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SINKRATE- !bit status 1! ! 11 ! ! ! ! ! ! |
| ! !PAUSE- ! ! ! ! ! ! ! ! ! |
| ! !SINKRATE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !PULL UP !bit status 1! ! 12 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN !bit status 1! ! 13 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !DON'T SINK!bit status 1! ! 14 ! ! ! ! ! ! |
| ! !-PAUSE- ! ! ! ! ! ! ! ! ! |
| ! !DON'T SINK! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TOO LOW !bit status 1! ! 15 ! ! ! ! ! ! |
| ! !GEAR ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TOO LOW !bit status 1! ! 16 ! ! ! ! ! ! |
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| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SELF-TEST ! ! ! 14 ! ! ! ! ! ! |
| ! !DSCR INPUT! ! ! ! ! ! ! ! ! |
| ! !FAILED ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SUPPORT ! ! ! 15 ! ! ! ! ! ! |
| ! !TASK FAULT! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NVM FAULT ! ! ! 16 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !WATCHDOG ! ! ! 17 ! ! ! ! ! ! |
| ! !TIMER FAUL! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !A/D FAIL ! ! ! 18 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !VOICE FAIL! ! ! 19 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !DITS ! ! ! 20 ! ! ! ! ! ! |
| ! !OUTPUT FAI! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERRAIN ! ! ! 21 ! ! ! ! ! ! |
| ! !DATABASE ! ! ! ! ! ! ! ! ! |
| ! !FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !FLASH FILE! ! ! 22 ! ! ! ! ! ! |
| ! !SYSTEM ! ! ! ! ! ! ! ! ! |
| ! !WRITE ! ! ! ! ! ! ! ! ! |
| ! !FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !DITS INPUT! ! ! 23 ! ! ! ! ! ! |
| ! !FAIL ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !VOICE ! ! ! 24 ! ! ! ! ! ! |
| ! !FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SYSTEM OR ! ! ! 25 ! ! ! ! ! ! |
| ! !MODE TASK ! ! ! ! ! ! ! ! ! |
| ! !FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ENV. MOD. ! ! ! 26 ! ! ! ! ! ! |
| ! !DATABASE ! ! ! ! ! ! ! ! ! |
| ! !FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !WATCHDOG ! ! ! 27 ! ! ! ! ! ! |
| ! !FAIL COUNT! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !AIRCRAFT ! ! ! 28 ! ! ! ! ! ! |
| ! !DATABASE ! ! ! ! ! ! ! ! ! |
| ! !FAULT "OR"! ! ! ! ! ! ! ! ! |
| ! !CRC FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !IMAGE DSP ! ! ! 29 ! ! ! ! ! ! |
| ! !FAULT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! 1.355.00 !FAULT !("1"=Failed)! ! ! !100 !DIS ! ! ! |
| ! !DIAGNOSTIC! ! ! ! ! to ! ! ! ! |
| ! !WORD 3 ! ! ! ! !200 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 11 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 12 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 13 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 14 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! 15 ! ! ! ! ! ! |
| ! !GPS BUS ! ! ! ! ! ! ! ! ! |
| ! !INPUT ! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ARINC 429 ! ! ! 16 ! ! ! ! ! ! |
| ! !WXR HZD ! ! ! ! ! ! ! ! ! |
| ! !BUS2 INPUT! ! ! ! ! ! ! ! ! |
| ! !INACTIVE ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 17 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 18 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 19 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 20 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 21 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 22 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 23 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 24 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 25 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 26 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 27 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 28 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SPARE ! ! ! 29 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! 1.357.00 !INPUT ! ! ! ! !100 !DIS ! ! ! |
| ! !DSCRT STAT! ! ! ! ! to ! ! ! ! |
| ! !WORD 1 ! ! ! ! !200 ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 11 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !G/S !("1"= ! ! 12 ! ! ! ! ! ! |
| ! !INHIBIT !inhibit) ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 13 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 14 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !GPWS MODES!("1"= ! ! 15 ! ! ! ! ! ! |
| ! !1 TO 5 !inhibit) ! ! ! ! ! ! ! ! |
| ! !INHIBIT ! ! ! ! ! ! ! ! ! |
| ! !(AUDIO AND! ! ! ! ! ! ! ! ! |
| ! !VISUAL) ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 16 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !MOMENTARY !("1"= ! ! 17 ! ! ! ! ! ! |
| ! !AUDIO SUPP!suppress) ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !SELF-TEST ! ! ! 18 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !LANDING !("1"= down) ! ! 19 ! ! ! ! ! ! |
| ! !GEAR ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !LANDING !("1"= ! ! 20 ! ! ! ! ! ! |
| ! !FLAPS !extended) ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !G/S CANCEL!("1"= ! ! 21 ! ! ! ! ! ! |
| ! ! !cancelled) ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !WXR 1 !("1"= ON) ! ! 22 ! ! ! ! ! ! |
| ! !ON/OFF ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TAD AND !("1"= ! ! 23 ! ! ! ! ! ! |
| ! !TCF !inhibit) ! ! ! ! ! ! ! ! |
| ! !INHIBIT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !WXR 2 !("1"= ON) ! ! 24 ! ! ! ! ! ! |
| ! !ON/OFF ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERR ON ND! ! ! 25 ! ! ! ! ! ! |
| ! !CAPT INPUT! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !TERR ON ND! ! ! 26 ! ! ! ! ! ! |
| ! !F/O INPUT ! ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED ! ! ! 27 ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !NOT USED !("1"= ! ! 28 ! ! ! ! ! ! |
| ! !(RAAS) !activated) ! ! ! ! ! ! ! ! |
| ! ! ! ! ! ! ! ! ! ! ! |
| ! !ALL AUDIO !("1"= ! ! 29 ! ! ! ! ! ! |
| ! !INHIBIT !inhibit) ! ! ! ! ! ! ! ! |
| ------------------------------------------------------------------------------- |
6. Component Description
A. Enhanced GPWC FIN: 1-WZ
(1) External description
The Enhanced GPWC is packaged in a 2 MCU ARINC 600-6 form factor enclosure.
The enclosure of the unit is painted with a blue semi-gloss coating, except for the bottom, which is unpainted.
The computer is composed of the following subassemblies:
The Enhanced GPWC is packaged in a 2 MCU ARINC 600-6 form factor enclosure.
The enclosure of the unit is painted with a blue semi-gloss coating, except for the bottom, which is unpainted.
The computer is composed of the following subassemblies:
- rear panel assembly,
- front panel assembly,
- chassis,
- PCMCIA interface,
- front connector.
(a) Rear panel assembly
The rear panel assembly contains a 2 MCU ARINC 600-6 form aircraft interface connector. The top and middle shells contain all interface signals. Power interface is in the bottom shell, isolated from interface signals. Connector index pin coding is orientation "08" or "10" in accordance with ARINC 723-1 recommendations for GPWS.
The rear panel assembly also contains the interconnection between the aircraft interface connector and the internal interface Circuit Card Assembly (CCA), A5, and the Backplane CCA, A4, which provide all internal electrical interconnects between CCAs and other circuitry.
The Enhanced GPWC pins are listed in the table below (N/U means Not Used):
The rear panel assembly contains a 2 MCU ARINC 600-6 form aircraft interface connector. The top and middle shells contain all interface signals. Power interface is in the bottom shell, isolated from interface signals. Connector index pin coding is orientation "08" or "10" in accordance with ARINC 723-1 recommendations for GPWS.
The rear panel assembly also contains the interconnection between the aircraft interface connector and the internal interface Circuit Card Assembly (CCA), A5, and the Backplane CCA, A4, which provide all internal electrical interconnects between CCAs and other circuitry.
The Enhanced GPWC pins are listed in the table below (N/U means Not Used):
| --------------------------------------------------------- |
| !LRU Con !Pin! Description ! |
| --------------------------------------------------------- |
| ! MIDDLE ! 6A! 429 INPUT 1(A) ADIRU1 BUS IR (A) ! |
| ! MIDDLE ! 6B! 429 INPUT 1(B) ADIRU1 BUS IR (B) ! |
| ! TOP ! 9A! 429 INPUT 10(A) CFDIU (A) ! |
| ! TOP ! 9B! 429 INPUT 10(B) CFDIU (B) ! |
| ! TOP ! 8A! 429 INPUT 11(A) WXR1 HZD BUS (A) ! |
| ! TOP ! 8B! 429 INPUT 11(B) WXR1 HZD BUS (B) ! |
| ! TOP ! 8C! 429 INPUT 12(A) N/U ! |
| ! TOP ! 8D! 429 INPUT 12(B) N/U ! |
| ! TOP ! 5A! 429 INPUT 13(A) N/U ! |
| ! TOP ! 6A! 429 INPUT 13(B) N/U ! |
| ! TOP ! 1C! 429 INPUT 14(A) N/U ! |
| ! TOP ! 1D! 429 INPUT 14(B) N/U ! |
| ! TOP ! 4A! 429 INPUT 15(A) N/U ! |
| ! TOP ! 4B! 429 INPUT 15(B) N/U ! |
| ! MIDDLE !10C! 429 INPUT 2(A) FMGC1 (A) ! |
| ! MIDDLE !10D! 429 INPUT 2(B) FMGC1 (B) ! |
| ! MIDDLE !11A! 429 INPUT 3(A) ADIRU 1 BUS ADR (A) ! |
| ! MIDDLE !11B! 429 INPUT 3(B) ADIRU 1 BUS ADR (B) ! |
| ! MIDDLE !12A! 429 INPUT 4(A) FCU 1 (A) ! |
| ! MIDDLE !12B! 429 INPUT 4(B) FCU 1 (B) ! |
| ! MIDDLE !10A! 429 INPUT 5(A) N/U ! |
| ! MIDDLE !10B! 429 INPUT 5(B) N/U ! |
| ! MIDDLE !11C! 429 INPUT 6(A) ILS 1 (A) ! |
| ! MIDDLE !11D! 429 INPUT 6(B) ILS 1 (B) ! |
| ! MIDDLE !12C! 429 INPUT 7(A) FMGC 1 DISCWORD (A) ! |
| ! MIDDLE !12D! 429 INPUT 7(B) FMGC 1 DISCWORD (B) ! |
| ! MIDDLE !13A! 429 INPUT 8(A) RA 1 (A) ! |
| ! MIDDLE !13B! 429 INPUT 8(B) RA 1 (B) ! |
| ! TOP ! 9C! 429 INPUT 9(A) FCU 2 (A) ! |
| ! TOP ! 9D! 429 INPUT 9(B) FCU 2 (B) ! |
| ! MIDDLE ! 1C! 429 OUTPUT 1(A) CFDIU (A) ! |
| ! MIDDLE ! 1D! 429 OUTPUT 1(B) CFDIU (B) ! |
| ! TOP ! 2A! 429 OUTPUT 2(A) N/U ! |
| ! TOP ! 2B! 429 OUTPUT 2(B) N/U ! |
| ! TOP ! 5C! 429 INPUT 16(A) N/U ! |
| ! TOP ! 5D! 429 INPUT 16(B) N/U ! |
| ! TOP !11C! 429 INPUT 17(A) N/U ! |
| ! TOP !11D! 429 INPUT 17(B) N/U ! |
| ! TOP ! 3A! 453 OUTPUT 1(A) TERR DATA R1 (A) ! |
| ! TOP ! 3B! 453 OUTPUT 1(B) TERR DATA R1 (B) ! |
| ! TOP ! 3C! 453 OUTPUT 2(A) TERR DATA R2 (A) ! |
| ! TOP ! 3D! 453 OUTPUT 2(B) TERR DATA R2 (B) ! |
| ! TOP !13A! DC ANALOG INPUT 1 (+) N/U ! |
| ! TOP !13B! DC ANALOG INPUT 1 (-) N/U ! |
| ! TOP !14A! DC ANALOG INPUT 2 (+) N/U ! |
| ! TOP !14B! DC ANALOG INPUT 2 (-) N/U ! |
| ! TOP !13C! DC ANALOG INPUT 3 (+) N/U ! |
| ! TOP !13D! DC ANALOG INPUT 3 (-) N/U ! |
| ! TOP !14C! DC ANALOG INPUT 4 (+) N/U ! |
| ! TOP !14D! DC ANALOG INPUT 4 (-) N/U ! |
| ! MIDDLE !13D! 600 OHM AUDIO OUTPUT (C) ! |
| ! MIDDLE !13C! 600 OHM AUDIO OUTPUT (H) ! |
| ! MIDDLE ! 3C! HIGH LEVEL 8 OHM AUDIO OUTPUT (C) N/U ! |
| ! MIDDLE ! 3B! HIGH LEVEL 8 OHM AUDIO OUTPUT (H) N/U ! |
| ! BOTTOM ! 1! Optional GPS COAX CONNECTION ! |
| ! MIDDLE ! 3A! PROGRAM PIN COMMON ! |
| ! TOP !15A! 28 VDC DISCRETE INPUT 1 N/U ! |
| ! TOP !15B! 28 VDC DISCRETE INPUT 2 N/U ! |
| ! TOP !15C! 28 VDC DISCRETE INPUT 3 N/U ! |
| ! TOP !15D! 28 VDC DISCRETE INPUT 4 N/U ! |
| ! TOP ! 7A! 28 VDC DISCRETE INPUT 5 N/U ! |
| ! TOP ! 7B! 28 VDC DISCRETE INPUT 6 N/U ! |
| ! TOP ! 7C! 28 VDC DISCRETE INPUT 7 N/U ! |
| ! TOP ! 7D! 28 VDC DISCRETE INPUT 8 N/U ! |
| ! MIDDLE !1A ! GND DISCRETE INPUT 1 N/U ! |
| ! MIDDLE !9C ! GND DISCRETE INPUT 10 LDG FLAP ! |
| ! MIDDLE !9D ! GND DISCRETE INPUT 11 G/S MANUAL ! |
| ! MIDDLE !14A! GND DISCRETE INPUT 12 WXR1 ON/OFF ! |
| ! MIDDLE !14B! GND DISCRETE INPUT 13 TAD and TCF INHIBIT! |
| ! TOP ! 1A! GND DISCRETE INPUT 15 CAPT TERR SELECTION! |
| ! TOP ! 1B! GND DISCRETE INPUT 16 F/O TERR SELECTION ! |
| ! MIDDLE ! 2B! GND DISCRETE INPUT 17 N/U ! |
| ! TOP ! 4C! GND DISCRETE INPUT 18 N/U ! |
| ! MIDDLE ! 5D! GND DISCRETE INPUT 19 ALL AUDIO INHIBIT ! |
| ! MIDDLE ! 1B! GND DISCRETE INPUT 2 G/S INHIBIT ! |
| ! MIDDLE ! 7A! GND DISCRETE INPUT 20 N/U ! |
| ! MIDDLE ! 2A! GND DISCRETE INPUT 3 N/U ! |
| ! MIDDLE ! 5C! GND DISCRETE INPUT 4 N/U ! |
| ! MIDDLE ! 7D! GND DISCRETE INPUT 5 INHIBIT MODES 1 TO 5! |
| ! ! ! (AUDIO AND VISUAL) ! |
| ! MIDDLE ! 8C! GND DISCRETE INPUT 6 N/U ! |
| ! MIDDLE ! 8D! GND DISCRETE INPUT 7 AUDIO SUPPRESS ! |
| ! ! ! (MOMENTARY) ! |
| ! MIDDLE ! 9A! GND DISCRETE INPUT 8 SELF TEST ! |
| ! MIDDLE ! 9B! GND DISCRETE INPUT 9 LDG GEAR ! |
| ! MIDDLE !15D! GND DISCRETE OUTPUT 1 ! |
| ! MIDDLE ! 3D! GND DISCRETE OUTPUT 2 G/S ALERT OUTPUT ! |
| ! MIDDLE ! 7B! GND DISCRETE OUTPUT 3 WARNING OUTPUT ! |
| ! TOP !12C! GND DISCRETE OUTPUT 4 ! |
| ! TOP !12A! GND DISCRETE OUTPUT 5 ! |
| ! TOP !12B! GND DISCRETE OUTPUT 6 ! |
| ! TOP ! 4D! GND DISCRETE OUTPUT 7 ! |
| ! TOP !10D! GND DISCRETE OUTPUT 8 CAPT POP-UP OUTPUT ! |
| ! MIDDLE !14C! GND DISCRETE OUTPUT 9 F/O POP-UP OUTPUT ! |
| ! TOP !11A! GND DISCRETE OUTPUT 10 ! |
| ! MIDDLE ! 7C! DISCRETE MONITOR OUTPUT 1 GPWS MONITOR ! |
| ! ! ! OUTPUT ! |
| ! TOP !12D! DISCRETE MONITOR OUTPUT 2 TERR NOT AVAIL ! |
| ! ! ! OUTPUT ! |
| ! TOP !11B! DISCRETE MONITOR OUTPUT 3 TERRAIN MONITOR! |
| ! ! ! OUTPUT ! |
| ! BOTTOM ! 4 ! CHASSIS GND ! |
| ! BOTTOM ! 2 ! PRIMARY PWR (H) ! |
| ! BOTTOM ! 3 ! PRIMARY PWR (L) ! |
| ! TOP !10A! PROGRAM PIN 1 ! |
| ! MIDDLE ! 4A! PROGRAM PIN 10 ! |
| ! MIDDLE ! 4C! PROGRAM PIN 11 ! |
| ! TOP ! 5B! PROGRAM PIN 12 ! |
| ! MIDDLE ! 5B! PROGRAM PIN 13 ! |
| ! TOP ! 2C! PROGRAM PIN 14 ! |
| ! MIDDLE !15C! PROGRAM PIN 15 ! |
| ! MIDDLE ! 8B! PROGRAM PIN 16 ! |
| ! TOP ! 6D! PROGRAM PIN 17 ! |
| ! TOP !10B! PROGRAM PIN 2 ! |
| ! TOP !10C! PROGRAM PIN 3 ! |
| ! MIDDLE ! 4D! PROGRAM PIN 4 ! |
| ! MIDDLE ! 4B! PROGRAM PIN 5 ! |
| ! MIDDLE ! 8A! PROGRAM PIN 6 ! |
| ! MIDDLE !14D! PROGRAM PIN 7 ! |
| ! MIDDLE ! 5A! PROGRAM PIN 8 ! |
| ! MIDDLE ! 2C! PROGRAM PIN 9 ! |
| ! TOP ! 2D! OUTPUT REF 10.00 VDC ! |
| ! TOP ! 6C! RS232 RECEIVE ! |
| ! TOP ! 6B! RS232 TRANSMIT ! |
| ! BOTTOM ! 5 ! Spare ! |
| ! MIDDLE !15A! Spare ! |
| ! MIDDLE !15B! Spare ! |
| --------------------------------------------------------- |
(b) Front panel assembly
The front panel assembly contains identification and modification status labels, status LEDs, a latched door for access to a SELF-TEST pushbutton switch, a HEADPHONE jack, a RS232 test connector (P1), and a Personal Computing Memory Card Interface Adapter (PCMCIA) interface and status LEDs. There is also a handle for ease of carrying and installation/removal, and a hold-down hook for securing at installation.
The front panel assembly contains identification and modification status labels, status LEDs, a latched door for access to a SELF-TEST pushbutton switch, a HEADPHONE jack, a RS232 test connector (P1), and a Personal Computing Memory Card Interface Adapter (PCMCIA) interface and status LEDs. There is also a handle for ease of carrying and installation/removal, and a hold-down hook for securing at installation.
(c) Chassis
The chassis is welded aluminum, composed of a top and bottom and two sides. It provides slots for CCA and space for the front and rear panel assemblies.
The chassis is welded aluminum, composed of a top and bottom and two sides. It provides slots for CCA and space for the front and rear panel assemblies.
(d) PCMCIA interface
The standard Type II PCMCIA interface provided at the front panel allows for both the uploading and downloading of internal Enhanced GPWC information. Control of the upload/download process is accomplished by insertion of the PCMCIA card into the front panel access. Four LEDs are provided for PCMCIA interface operation.
The PCMCIA card does not remain installed during normal Enhanced GPWC operation, and is not intended as an on-line/inflight storage medium.
The standard Type II PCMCIA interface provided at the front panel allows for both the uploading and downloading of internal Enhanced GPWC information. Control of the upload/download process is accomplished by insertion of the PCMCIA card into the front panel access. Four LEDs are provided for PCMCIA interface operation.
The PCMCIA card does not remain installed during normal Enhanced GPWC operation, and is not intended as an on-line/inflight storage medium.
(e) Front connector
A 15-pin (double density, D-Sub) test connector is located on the front panel, which provides for connection to either a CRT terminal or a PC.
This connector provides the following interfaces:
A 15-pin (double density, D-Sub) test connector is located on the front panel, which provides for connection to either a CRT terminal or a PC.
This connector provides the following interfaces:
1 Three-wire serial interface, compatible with RS232
This port can be used to access internal data from the Enhanced GPWC for both bench simulation and aircraft testing. Unit configuration and flight history can also be accessed. This port can also be used to upload software and data bases.
This port can be used to access internal data from the Enhanced GPWC for both bench simulation and aircraft testing. Unit configuration and flight history can also be accessed. This port can also be used to upload software and data bases.
2 ARINC 429/422/423 data loader interface
This port can be used to upload software and data bases. System power is provided on two of the pins for data loader use.
The Enhanced GPWC front connector pins are listed in the table below (N/U means Not Used):
This port can be used to upload software and data bases. System power is provided on two of the pins for data loader use.
The Enhanced GPWC front connector pins are listed in the table below (N/U means Not Used):
| --------------------------------------------------------- |
| !LRU Con !Pin! Description ! |
| --------------------------------------------------------- |
| ! FRONT ! 8 ! 429 INPUT 20(A)/422 INPUT 2(A) ! |
| ! FRONT !13 ! 429 INPUT 20(B)/422 INPUT 2(B) ! |
| ! FRONT ! 9 ! 429 OUTPUT 5(A)/422 OUTPUT 2(A) ! |
| ! FRONT !14 ! 429 OUTPUT 5(B)/422 OUTPUT 2(B) ! |
| ! FRONT ! 2 ! RESERVED FOR BOOT CODE LOAD N/U ! |
| ! FRONT ! 6 ! PCMCIA BOOT ENABLE N/U ! |
| ! FRONT ! 11! RS422 SELECT N/U ! |
| ! FRONT ! 1! Ground ! |
| ! FRONT ! 10! POWER PIN ISOLATOR ! |
| ! FRONT ! 15! 115 VAC-C (OR 28 VDC-) ! |
| ! FRONT ! 5! 115 VAC-H (OR 28 VDC+) ! |
| ! FRONT ! 3! RS232 RECEIVE ! |
| ! FRONT ! 4! RS232 TRANSMIT ! |
| ! FRONT ! 7! Spare ! |
| ! FRONT ! 12! Spare ! |
| !FRT JACK! 1 ! 600 OHM AUDIO OUTPUT (C) ! |
| !FRT JACK! 2 ! 600 OHM AUDIO OUTPUT (H) ! |
| --------------------------------------------------------- |
(2) External description
The Enhanced GPWC is packaged in a 2 MCU ARINC 600-6 form factor enclosure.
The enclosure of the unit is painted with a blue semi-gloss coating, except for the bottom, which is unpainted.
The computer is composed of the following subassemblies:
The Enhanced GPWC is packaged in a 2 MCU ARINC 600-6 form factor enclosure.
The enclosure of the unit is painted with a blue semi-gloss coating, except for the bottom, which is unpainted.
The computer is composed of the following subassemblies:
- rear panel assembly,
- front panel assembly,
- chassis,
- PCMCIA interface,
- front connector.
(a) Rear panel assembly
The rear panel assembly contains a 2 MCU ARINC 600-6 form aircraft interface connector. The top and middle shells contain all interface signals. Power interface is in the bottom shell, isolated from interface signals. Connector index pin coding is orientation "08" or "10" in accordance with ARINC 723-1 recommendations for GPWS.
The rear panel assembly also contains the interconnection between the aircraft interface connector and the internal interface Circuit Card Assembly (CCA), A5, and the Backplane CCA, A4, which provide all internal electrical interconnects between CCAs and other circuitry.
The Enhanced GPWC pins are listed in the table below (N/U means Not Used):
The rear panel assembly contains a 2 MCU ARINC 600-6 form aircraft interface connector. The top and middle shells contain all interface signals. Power interface is in the bottom shell, isolated from interface signals. Connector index pin coding is orientation "08" or "10" in accordance with ARINC 723-1 recommendations for GPWS.
The rear panel assembly also contains the interconnection between the aircraft interface connector and the internal interface Circuit Card Assembly (CCA), A5, and the Backplane CCA, A4, which provide all internal electrical interconnects between CCAs and other circuitry.
The Enhanced GPWC pins are listed in the table below (N/U means Not Used):
| --------------------------------------------------------- |
| !LRU Con !Pin! Description ! |
| --------------------------------------------------------- |
| ! MIDDLE ! 6A! 429 INPUT 1(A) ADIRU1 BUS IR (A) ! |
| ! MIDDLE ! 6B! 429 INPUT 1(B) ADIRU1 BUS IR (B) ! |
| ! TOP ! 9A! 429 INPUT 10(A) CFDIU (A) ! |
| ! TOP ! 9B! 429 INPUT 10(B) CFDIU (B) ! |
| ! TOP ! 8A! 429 INPUT 11(A) WXR1 HZD BUS (A) ! |
| ! TOP ! 8B! 429 INPUT 11(B) WXR1 HZD BUS (B) ! |
| ! TOP ! 8C! 429 INPUT 12(A) N/U ! |
| ! TOP ! 8D! 429 INPUT 12(B) N/U ! |
| ! TOP ! 5A! 429 INPUT 13(A) N/U ! |
| ! TOP ! 6A! 429 INPUT 13(B) N/U ! |
| ! TOP ! 1C! 429 INPUT 14(A) N/U ! |
| ! TOP ! 1D! 429 INPUT 14(B) N/U ! |
| ! TOP ! 4A! 429 INPUT 15(A) N/U ! |
| ! TOP ! 4B! 429 INPUT 15(B) N/U ! |
| ! MIDDLE ! 6C! 429 INPUT 18(A) WXR2 HZD BUS ! |
| ! MIDDLE ! 6D! 429 INPUT 18(B) WXR2 HZD BUS ! |
| ! MIDDLE !10C! 429 INPUT 2(A) FMGC1 (A) ! |
| ! MIDDLE !10D! 429 INPUT 2(B) FMGC1 (B) ! |
| ! MIDDLE !11A! 429 INPUT 3(A) ADIRU 1 BUS ADR (A) ! |
| ! MIDDLE !11B! 429 INPUT 3(B) ADIRU 1 BUS ADR (B) ! |
| ! MIDDLE !12A! 429 INPUT 4(A) FCU 1 (A) ! |
| ! MIDDLE !12B! 429 INPUT 4(B) FCU 1 (B) ! |
| ! MIDDLE !10A! 429 INPUT 5(A) N/U ! |
| ! MIDDLE !10B! 429 INPUT 5(B) N/U ! |
| ! MIDDLE !11C! 429 INPUT 6(A) ILS 1 (A) ! |
| ! MIDDLE !11D! 429 INPUT 6(B) ILS 1 (B) ! |
| ! MIDDLE !12C! 429 INPUT 7(A) FMGC 1 (A) ! |
| ! MIDDLE !12D! 429 INPUT 7(B) FMGC 1 (B) ! |
| ! MIDDLE !13A! 429 INPUT 8(A) RA 1 (A) ! |
| ! MIDDLE !13B! 429 INPUT 8(B) RA 1 (B) ! |
| ! TOP ! 9C! 429 INPUT 9(A) FCU 2 (A) ! |
| ! TOP ! 9D! 429 INPUT 9(B) FCU 2 (B) ! |
| ! MIDDLE ! 1C! 429 OUTPUT 1(A) CFDIU (A) ! |
| ! MIDDLE ! 1D! 429 OUTPUT 1(B) CFDIU (B) ! |
| ! TOP ! 2A! 429 OUTPUT 2(A) N/U ! |
| ! TOP ! 2B! 429 OUTPUT 2(B) N/U ! |
| ! TOP ! 5C! 429 INPUT 16(A) N/U ! |
| ! TOP ! 5D! 429 INPUT 16(B) N/U ! |
| ! TOP !11C! 429 INPUT 17(A) GPS1 BUS ! |
| ! TOP !11D! 429 INPUT 17(B) GPS1 BUS ! |
| ! TOP ! 3A! 453 OUTPUT 1(A) TERR DATA R1 (A) ! |
| ! TOP ! 3B! 453 OUTPUT 1(B) TERR DATA R1 (B) ! |
| ! TOP ! 3C! 453 OUTPUT 2(A) TERR DATA R2 (A) ! |
| ! TOP ! 3D! 453 OUTPUT 2(B) TERR DATA R2 (B) ! |
| ! TOP !13A! DC ANALOG INPUT 1 (+) N/U ! |
| ! TOP !13B! DC ANALOG INPUT 1 (-) N/U ! |
| ! TOP !14A! DC ANALOG INPUT 2 (+) N/U ! |
| ! TOP !14B! DC ANALOG INPUT 2 (-) N/U ! |
| ! TOP !13C! DC ANALOG INPUT 3 (+) N/U ! |
| ! TOP !13D! DC ANALOG INPUT 3 (-) N/U ! |
| ! TOP !14C! DC ANALOG INPUT 4 (+) N/U ! |
| ! TOP !14D! DC ANALOG INPUT 4 (-) N/U ! |
| ! MIDDLE !13D! 600 OHM AUDIO OUTPUT (C) ! |
| ! MIDDLE !13C! 600 OHM AUDIO OUTPUT (H) ! |
| ! MIDDLE ! 3C! HIGH LEVEL 8 OHM AUDIO OUTPUT (C) N/U ! |
| ! MIDDLE ! 3B! HIGH LEVEL 8 OHM AUDIO OUTPUT (H) N/U ! |
| ! BOTTOM ! 1! Optional GPS COAX CONNECTION ! |
| ! MIDDLE ! 3A! PROGRAM PIN COMMON ! |
| ! TOP !15A! 28 VDC DISCRETE INPUT 1 N/U ! |
| ! TOP !15B! 28 VDC DISCRETE INPUT 2 N/U ! |
| ! TOP !15C! 28 VDC DISCRETE INPUT 3 N/U ! |
| ! TOP !15D! 28 VDC DISCRETE INPUT 4 N/U ! |
| ! TOP ! 7A! 28 VDC DISCRETE INPUT 5 N/U ! |
| ! TOP ! 7B! 28 VDC DISCRETE INPUT 6 N/U ! |
| ! TOP ! 7C! 28 VDC DISCRETE INPUT 7 N/U ! |
| ! TOP ! 7D! 28 VDC DISCRETE INPUT 8 N/U ! |
| ! MIDDLE !1A ! GND DISCRETE INPUT 1 N/U ! |
| ! MIDDLE !9C ! GND DISCRETE INPUT 10 LDG FLAP ! |
| ! MIDDLE !9D ! GND DISCRETE INPUT 11 G/S MANUAL ! |
| ! MIDDLE !14A! GND DISCRETE INPUT 12 WXR1 ON/OFF ! |
| ! MIDDLE !14B! GND DISCRETE INPUT 13 TAD and TCF INHIBIT! |
| ! MIDDLE ! 2D! GND DISCRETE INPUT 14 WXR2 ON/OFF ! |
| ! TOP ! 1A! GND DISCRETE INPUT 15 F/O TERR SELECTION ! |
| ! TOP ! 1B! GND DISCRETE INPUT 16 CAPT TERR SELECTION! |
| ! MIDDLE ! 2B! GND DISCRETE INPUT 17 N/U ! |
| ! TOP ! 4C! GND DISCRETE INPUT 18 RAAS ENABLE ! |
| ! MIDDLE ! 5D! GND DISCRETE INPUT 19 ALL AUDIO INHIBIT ! |
| ! MIDDLE ! 1B! GND DISCRETE INPUT 2 G/S INHIBIT ! |
| ! MIDDLE ! 7A! GND DISCRETE INPUT 20 N/U ! |
| ! MIDDLE ! 2A! GND DISCRETE INPUT 3 N/U ! |
| ! MIDDLE ! 5C! GND DISCRETE INPUT 4 N/U ! |
| ! MIDDLE ! 7D! GND DISCRETE INPUT 5 INHIBIT MODES 1 TO 5! |
| ! ! ! (AUDIO AND VISUAL) ! |
| ! MIDDLE ! 8C! GND DISCRETE INPUT 6 N/U ! |
| ! MIDDLE ! 8D! GND DISCRETE INPUT 7 AUDIO SUPPRESS ! |
| ! ! ! (MOMENTARY) ! |
| ! MIDDLE ! 9A! GND DISCRETE INPUT 8 SELF TEST ! |
| ! MIDDLE ! 9B! GND DISCRETE INPUT 9 LDG GEAR ! |
| ! MIDDLE !15D! GND DISCRETE OUTPUT 1 G/S OFF LAMP ! |
| ! MIDDLE ! 3D! GND DISCRETE OUTPUT 2 GPWS ALERT OUTPUT ! |
| ! MIDDLE ! 7B! GND DISCRETE OUTPUT 3 PULL UP WARNG OUTPT! |
| ! TOP !12C! GND DISCRETE OUTPUT 4 ! |
| ! TOP !12A! GND DISCRETE OUTPUT 5 ! |
| ! TOP !12B! GND DISCRETE OUTPUT 6 ! |
| ! TOP ! 4D! GND DISCRETE OUTPUT 7 ! |
| ! TOP !10D! GND DISCRETE OUTPUT 8 CAPT POP-UP OUTPUT ! |
| ! MIDDLE !14C! GND DISCRETE OUTPUT 9 F/O POP-UP OUTPUT ! |
| ! TOP !11A! GND DISCRETE OUTPUT 10 ! |
| ! MIDDLE ! 7C! DISCRETE MONITOR OUTPUT 1 GPWS MONITOR ! |
| ! ! ! OUTPUT ! |
| ! TOP !12D! DISCRETE MONITOR OUTPUT 2 TERR NOT AVAIL ! |
| ! ! ! OUTPUT ! |
| ! TOP !11B! DISCRETE MONITOR OUTPUT 3 TERRAIN MONITOR! |
| ! ! ! OUTPUT ! |
| ! BOTTOM ! 4 ! CHASSIS GND ! |
| ! BOTTOM ! 2 ! PRIMARY PWR (H) ! |
| ! BOTTOM ! 3 ! PRIMARY PWR (L) ! |
| ! TOP !10A! PROGRAM PIN 1 ! |
| ! MIDDLE ! 4A! PROGRAM PIN 10 ! |
| ! MIDDLE ! 4C! PROGRAM PIN 11 ! |
| ! TOP ! 5B! PROGRAM PIN 12 ! |
| ! MIDDLE ! 5B! PROGRAM PIN 13 ! |
| ! TOP ! 2C! PROGRAM PIN 14 ! |
| ! MIDDLE !15C! PROGRAM PIN 15 ! |
| ! MIDDLE ! 8B! PROGRAM PIN 16 ! |
| ! TOP ! 6D! PROGRAM PIN 17 ! |
| ! TOP !10B! PROGRAM PIN 2 ! |
| ! TOP !10C! PROGRAM PIN 3 ! |
| ! MIDDLE ! 4D! PROGRAM PIN 4 ! |
| ! MIDDLE ! 4B! PROGRAM PIN 5 ! |
| ! MIDDLE ! 8A! PROGRAM PIN 6 ! |
| ! MIDDLE !14D! PROGRAM PIN 7 ! |
| ! MIDDLE ! 5A! PROGRAM PIN 8 ! |
| ! MIDDLE ! 2C! PROGRAM PIN 9 ! |
| ! TOP ! 2D! OUTPUT REF 10.00 VDC ! |
| ! TOP ! 6C! RS232 RECEIVE ! |
| ! TOP ! 6B! RS232 TRANSMIT ! |
| ! BOTTOM ! 5 ! Spare ! |
| ! MIDDLE !15A! PROGRAM PIN 18 ! |
| ! MIDDLE !15B! PROGRAM PIN 1 ! |
| --------------------------------------------------------- |
(b) Front panel assembly
The front panel assembly contains identification and modification status labels, status LEDs, a latched door for access to a SELF-TEST pushbutton switch, a HEADPHONE jack, a RS232 test connector (P1), and a Personal Computing Memory Card Interface Adapter (PCMCIA) interface and status LEDs. There is also a handle for ease of carrying and installation/removal, and a hold-down hook for securing at installation.
The front panel assembly contains identification and modification status labels, status LEDs, a latched door for access to a SELF-TEST pushbutton switch, a HEADPHONE jack, a RS232 test connector (P1), and a Personal Computing Memory Card Interface Adapter (PCMCIA) interface and status LEDs. There is also a handle for ease of carrying and installation/removal, and a hold-down hook for securing at installation.
(c) Chassis
The chassis is welded aluminum, composed of a top and bottom and two sides. It provides slots for CCA and space for the front and rear panel assemblies.
The chassis is welded aluminum, composed of a top and bottom and two sides. It provides slots for CCA and space for the front and rear panel assemblies.
(d) PCMCIA interface
The standard Type II PCMCIA interface provided at the front panel allows for both the uploading and downloading of internal Enhanced GPWC information. Control of the upload/download process is accomplished by insertion of the PCMCIA card into the front panel access. Four LEDs are provided for PCMCIA interface operation.
The PCMCIA card does not remain installed during normal Enhanced GPWC operation, and is not intended as an on-line/inflight storage medium.
The standard Type II PCMCIA interface provided at the front panel allows for both the uploading and downloading of internal Enhanced GPWC information. Control of the upload/download process is accomplished by insertion of the PCMCIA card into the front panel access. Four LEDs are provided for PCMCIA interface operation.
The PCMCIA card does not remain installed during normal Enhanced GPWC operation, and is not intended as an on-line/inflight storage medium.
(e) Front connector
A 15-pin (double density, D-Sub) test connector is located on the front panel, which provides for connection to either a CRT terminal or a PC.
This connector provides the following interfaces:
A 15-pin (double density, D-Sub) test connector is located on the front panel, which provides for connection to either a CRT terminal or a PC.
This connector provides the following interfaces:
1 Three-wire serial interface, compatible with RS232
This port can be used to access internal data from the Enhanced GPWC for both bench simulation and aircraft testing. Unit configuration and flight history can also be accessed. This port can also be used to upload software and data bases.
This port can be used to access internal data from the Enhanced GPWC for both bench simulation and aircraft testing. Unit configuration and flight history can also be accessed. This port can also be used to upload software and data bases.
2 ARINC 429/422/423 data loader interface
This port can be used to upload software and data bases. System power is provided on two of the pins for data loader use.
The Enhanced GPWC front connector pins are listed in the table below (N/U means Not Used):
This port can be used to upload software and data bases. System power is provided on two of the pins for data loader use.
The Enhanced GPWC front connector pins are listed in the table below (N/U means Not Used):
| --------------------------------------------------------- |
| !LRU Con !Pin! Description ! |
| --------------------------------------------------------- |
| ! FRONT ! 8 ! 429 INPUT 20(A)/422 INPUT 2(A) ! |
| ! FRONT !13 ! 429 INPUT 20(B)/422 INPUT 2(B) ! |
| ! FRONT ! 9 ! 429 OUTPUT 5(A)/422 OUTPUT 2(A) ! |
| ! FRONT !14 ! 429 OUTPUT 5(B)/422 OUTPUT 2(B) ! |
| ! FRONT ! 2 ! RESERVED FOR BOOT CODE LOAD N/U ! |
| ! FRONT ! 6 ! PCMCIA BOOT ENABLE N/U ! |
| ! FRONT ! 11! Spare ! |
| ! FRONT ! 1! Ground ! |
| ! FRONT ! 10! Spare ! |
| ! FRONT ! 15! Spare ! |
| ! FRONT ! 5! Spare ! |
| ! FRONT ! 3! RS232 RECEIVE ! |
| ! FRONT ! 4! RS232 TRANSMIT ! |
| ! FRONT ! 7! Spare ! |
| ! FRONT ! 12! Spare ! |
| !FRT JACK! 1 ! 600 OHM AUDIO OUTPUT (C) ! |
| !FRT JACK! 2 ! 600 OHM AUDIO OUTPUT (H) ! |
| --------------------------------------------------------- |
(3) External description
The Enhanced GPWC is packaged in a 2 MCU ARINC 600-6 form factor enclosure.
The enclosure of the unit is painted with a blue semi-gloss coating, except for the bottom, which is unpainted.
The computer is composed of the following subassemblies:
The Enhanced GPWC is packaged in a 2 MCU ARINC 600-6 form factor enclosure.
The enclosure of the unit is painted with a blue semi-gloss coating, except for the bottom, which is unpainted.
The computer is composed of the following subassemblies:
- rear panel assembly,
- front panel assembly,
- chassis,
- PCMCIA interface,
- front connector.
(a) Rear panel assembly
The rear panel assembly contains a 2 MCU ARINC 600-6 form aircraft interface connector. The top and middle shells contain all interface signals. Power interface is in the bottom shell, isolated from interface signals. Connector index pin coding is orientation "08" or "10" in accordance with ARINC 723-1 recommendations for GPWS.
The rear panel assembly also contains the interconnection between the aircraft interface connector and the internal interface Circuit Card Assembly (CCA), A5, and the Backplane CCA, A4, which provide all internal electrical interconnects between CCAs and other circuitry.
The Enhanced GPWC pins are listed in the table below (N/U means Not Used):
The rear panel assembly contains a 2 MCU ARINC 600-6 form aircraft interface connector. The top and middle shells contain all interface signals. Power interface is in the bottom shell, isolated from interface signals. Connector index pin coding is orientation "08" or "10" in accordance with ARINC 723-1 recommendations for GPWS.
The rear panel assembly also contains the interconnection between the aircraft interface connector and the internal interface Circuit Card Assembly (CCA), A5, and the Backplane CCA, A4, which provide all internal electrical interconnects between CCAs and other circuitry.
The Enhanced GPWC pins are listed in the table below (N/U means Not Used):
| --------------------------------------------------------- |
| !LRU Con !Pin! Description ! |
| --------------------------------------------------------- |
| ! MIDDLE ! 6A! 429 INPUT 1(A) ADIRU1 BUS IR (A) ! |
| ! MIDDLE ! 6B! 429 INPUT 1(B) ADIRU1 BUS IR (B) ! |
| ! TOP ! 9A! 429 INPUT 10(A) CFDIU (A) ! |
| ! TOP ! 9B! 429 INPUT 10(B) CFDIU (B) ! |
| ! TOP ! 8A! 429 INPUT 11(A) WXR1 HZD BUS (A) ! |
| ! TOP ! 8B! 429 INPUT 11(B) WXR1 HZD BUS (B) ! |
| ! TOP ! 8C! 429 INPUT 12(A) N/U ! |
| ! TOP ! 8D! 429 INPUT 12(B) N/U ! |
| ! TOP ! 5A! 429 INPUT 13(A) N/U ! |
| ! TOP ! 6A! 429 INPUT 13(B) N/U ! |
| ! TOP ! 1C! 429 INPUT 14(A) N/U ! |
| ! TOP ! 1D! 429 INPUT 14(B) N/U ! |
| ! TOP ! 4A! 429 INPUT 15(A) N/U ! |
| ! TOP ! 4B! 429 INPUT 15(B) N/U ! |
| ! MIDDLE ! 6C! 429 INPUT 18(A) WXR2 HZD BUS ! |
| ! MIDDLE ! 6D! 429 INPUT 18(B) WXR2 HZD BUS ! |
| ! MIDDLE !10C! 429 INPUT 2(A) FMGC1 (A) ! |
| ! MIDDLE !10D! 429 INPUT 2(B) FMGC1 (B) ! |
| ! MIDDLE !11A! 429 INPUT 3(A) ADIRU 1 BUS ADR (A) ! |
| ! MIDDLE !11B! 429 INPUT 3(B) ADIRU 1 BUS ADR (B) ! |
| ! MIDDLE !12A! 429 INPUT 4(A) FCU 1 (A) ! |
| ! MIDDLE !12B! 429 INPUT 4(B) FCU 1 (B) ! |
| ! MIDDLE !10A! 429 INPUT 5(A) N/U ! |
| ! MIDDLE !10B! 429 INPUT 5(B) N/U ! |
| ! MIDDLE !11C! 429 INPUT 6(A) ILS 1 (A) ! |
| ! MIDDLE !11D! 429 INPUT 6(B) ILS 1 (B) ! |
| ! MIDDLE !12C! 429 INPUT 7(A) FMGC 1 DISCWORD (A) ! |
| ! MIDDLE !12D! 429 INPUT 7(B) FMGC 1 DISCWORD (B) ! |
| ! MIDDLE !13A! 429 INPUT 8(A) RA 1 (A) ! |
| ! MIDDLE !13B! 429 INPUT 8(B) RA 1 (B) ! |
| ! TOP ! 9C! 429 INPUT 9(A) FCU 2 (A) ! |
| ! TOP ! 9D! 429 INPUT 9(B) FCU 2 (B) ! |
| ! MIDDLE ! 1C! 429 OUTPUT 1(A) CFDIU (A) ! |
| ! MIDDLE ! 1D! 429 OUTPUT 1(B) CFDIU (B) ! |
| ! TOP ! 2A! 429 OUTPUT 2(A) WXR1 & WXR2 AUTOTILT ! |
| ! TOP ! 2B! 429 OUTPUT 2(B) WXR1 & WXR2 AUTOTILT ! |
| ! TOP ! 5C! 429 INPUT 16(A) N/U ! |
| ! TOP ! 5D! 429 INPUT 16(B) N/U ! |
| ! TOP !11C! 429 INPUT 17(A) N/U ! |
| ! TOP !11D! 429 INPUT 17(B) N/U ! |
| ! TOP ! 3A! 453 OUTPUT 1(A) TERR DATA R1 (A) ! |
| ! TOP ! 3B! 453 OUTPUT 1(B) TERR DATA R1 (B) ! |
| ! TOP ! 3C! 453 OUTPUT 2(A) TERR DATA R2 (A) ! |
| ! TOP ! 3D! 453 OUTPUT 2(B) TERR DATA R2 (B) ! |
| ! TOP !13A! DC ANALOG INPUT 1 (+) N/U ! |
| ! TOP !13B! DC ANALOG INPUT 1 (-) N/U ! |
| ! TOP !14A! DC ANALOG INPUT 2 (+) N/U ! |
| ! TOP !14B! DC ANALOG INPUT 2 (-) N/U ! |
| ! TOP !13C! DC ANALOG INPUT 3 (+) N/U ! |
| ! TOP !13D! DC ANALOG INPUT 3 (-) N/U ! |
| ! TOP !14C! DC ANALOG INPUT 4 (+) N/U ! |
| ! TOP !14D! DC ANALOG INPUT 4 (-) N/U ! |
| ! MIDDLE !13D! 600 OHM AUDIO OUTPUT (C) ! |
| ! MIDDLE !13C! 600 OHM AUDIO OUTPUT (H) ! |
| ! MIDDLE ! 3C! HIGH LEVEL 8 OHM AUDIO OUTPUT (C) N/U ! |
| ! MIDDLE ! 3B! HIGH LEVEL 8 OHM AUDIO OUTPUT (H) N/U ! |
| ! BOTTOM ! 1! Optional GPS COAX CONNECTION ! |
| ! MIDDLE ! 3A! PROGRAM PIN COMMON ! |
| ! TOP !15A! 28 VDC DISCRETE INPUT 1 N/U ! |
| ! TOP !15B! 28 VDC DISCRETE INPUT 2 N/U ! |
| ! TOP !15C! 28 VDC DISCRETE INPUT 3 N/U ! |
| ! TOP !15D! 28 VDC DISCRETE INPUT 4 N/U ! |
| ! TOP ! 7A! 28 VDC DISCRETE INPUT 5 N/U ! |
| ! TOP ! 7B! 28 VDC DISCRETE INPUT 6 N/U ! |
| ! TOP ! 7C! 28 VDC DISCRETE INPUT 7 N/U ! |
| ! TOP ! 7D! 28 VDC DISCRETE INPUT 8 N/U ! |
| ! MIDDLE !1A ! GND DISCRETE INPUT 1 N/U ! |
| ! MIDDLE !9C ! GND DISCRETE INPUT 10 LDG FLAP ! |
| ! MIDDLE !9D ! GND DISCRETE INPUT 11 G/S MANUAL ! |
| ! MIDDLE !14A! GND DISCRETE INPUT 12 WXR1 ON/OFF ! |
| ! MIDDLE !14B! GND DISCRETE INPUT 13 TAD and TCF INHIBIT! |
| ! MIDDLE ! 2D! GND DISCRETE INPUT 14 WXR2 ON/OFF ! |
| ! TOP ! 1A! GND DISCRETE INPUT 15 CAPT TERR SELECTION! |
| ! TOP ! 1B! GND DISCRETE INPUT 16 F/O TERR SELECTION ! |
| ! MIDDLE ! 2B! GND DISCRETE INPUT 17 N/U ! |
| ! TOP ! 4C! GND DISCRETE INPUT 18 N/U ! |
| ! MIDDLE ! 5D! GND DISCRETE INPUT 19 ALL AUDIO INHIBIT ! |
| ! MIDDLE ! 1B! GND DISCRETE INPUT 2 G/S INHIBIT ! |
| ! MIDDLE ! 7A! GND DISCRETE INPUT 20 N/U ! |
| ! MIDDLE ! 2A! GND DISCRETE INPUT 3 N/U ! |
| ! MIDDLE ! 5C! GND DISCRETE INPUT 4 N/U ! |
| ! MIDDLE ! 7D! GND DISCRETE INPUT 5 INHIBIT MODES 1 TO 5! |
| ! ! ! (AUDIO AND VISUAL) ! |
| ! MIDDLE ! 8C! GND DISCRETE INPUT 6 N/U ! |
| ! MIDDLE ! 8D! GND DISCRETE INPUT 7 AUDIO SUPPRESS ! |
| ! ! ! (MOMENTARY) ! |
| ! MIDDLE ! 9A! GND DISCRETE INPUT 8 SELF TEST ! |
| ! MIDDLE ! 9B! GND DISCRETE INPUT 9 LDG GEAR ! |
| ! MIDDLE !15D! GND DISCRETE OUTPUT 1 ! |
| ! MIDDLE ! 3D! GND DISCRETE OUTPUT 2 G/S ALERT OUTPUT ! |
| ! MIDDLE ! 7B! GND DISCRETE OUTPUT 3 WARNING OUTPUT ! |
| ! TOP !12C! GND DISCRETE OUTPUT 4 ! |
| ! TOP !12A! GND DISCRETE OUTPUT 5 ! |
| ! TOP !12B! GND DISCRETE OUTPUT 6 ! |
| ! TOP ! 4D! GND DISCRETE OUTPUT 7 ! |
| ! TOP !10D! GND DISCRETE OUTPUT 8 CAPT POP-UP OUTPUT ! |
| ! MIDDLE !14C! GND DISCRETE OUTPUT 9 F/O POP-UP OUTPUT ! |
| ! TOP !11A! GND DISCRETE OUTPUT 10 ! |
| ! MIDDLE ! 7C! DISCRETE MONITOR OUTPUT 1 GPWS MONITOR ! |
| ! ! ! OUTPUT ! |
| ! TOP !12D! DISCRETE MONITOR OUTPUT 2 TERR NOT AVAIL ! |
| ! ! ! OUTPUT ! |
| ! TOP !11B! DISCRETE MONITOR OUTPUT 3 TERRAIN MONITOR! |
| ! ! ! OUTPUT ! |
| ! BOTTOM ! 4 ! CHASSIS GND ! |
| ! BOTTOM ! 2 ! PRIMARY PWR (H) ! |
| ! BOTTOM ! 3 ! PRIMARY PWR (L) ! |
| ! TOP !10A! PROGRAM PIN 1 ! |
| ! MIDDLE ! 4A! PROGRAM PIN 10 ! |
| ! MIDDLE ! 4C! PROGRAM PIN 11 ! |
| ! TOP ! 5B! PROGRAM PIN 12 ! |
| ! MIDDLE ! 5B! PROGRAM PIN 13 ! |
| ! TOP ! 2C! PROGRAM PIN 14 ! |
| ! MIDDLE !15C! PROGRAM PIN 15 ! |
| ! MIDDLE ! 8B! PROGRAM PIN 16 ! |
| ! TOP ! 6D! PROGRAM PIN 17 ! |
| ! TOP !10B! PROGRAM PIN 2 ! |
| ! TOP !10C! PROGRAM PIN 3 ! |
| ! MIDDLE ! 4D! PROGRAM PIN 4 ! |
| ! MIDDLE ! 4B! PROGRAM PIN 5 ! |
| ! MIDDLE ! 8A! PROGRAM PIN 6 ! |
| ! MIDDLE !14D! PROGRAM PIN 7 ! |
| ! MIDDLE ! 5A! PROGRAM PIN 8 ! |
| ! MIDDLE ! 2C! PROGRAM PIN 9 ! |
| ! TOP ! 2D! OUTPUT REF 10.00 VDC ! |
| ! TOP ! 6C! RS232 RECEIVE ! |
| ! TOP ! 6B! RS232 TRANSMIT ! |
| ! BOTTOM ! 5 ! Spare ! |
| ! MIDDLE !15A! Spare ! |
| ! MIDDLE !15B! Spare ! |
| --------------------------------------------------------- |
(b) Front panel assembly
The front panel assembly contains identification and modification status labels, status LEDs, a latched door for access to a SELF-TEST pushbutton switch, a HEADPHONE jack, a RS232 test connector (P1), and a Personal Computing Memory Card Interface Adapter (PCMCIA) interface and status LEDs. There is also a handle for ease of carrying and installation/removal, and a hold-down hook for securing at installation.
The front panel assembly contains identification and modification status labels, status LEDs, a latched door for access to a SELF-TEST pushbutton switch, a HEADPHONE jack, a RS232 test connector (P1), and a Personal Computing Memory Card Interface Adapter (PCMCIA) interface and status LEDs. There is also a handle for ease of carrying and installation/removal, and a hold-down hook for securing at installation.
(c) Chassis
The chassis is welded aluminum, composed of a top and bottom and two sides. It provides slots for CCA and space for the front and rear panel assemblies.
The chassis is welded aluminum, composed of a top and bottom and two sides. It provides slots for CCA and space for the front and rear panel assemblies.
(d) PCMCIA interface
The standard Type II PCMCIA interface provided at the front panel allows for both the uploading and downloading of internal Enhanced GPWC information. Control of the upload/download process is accomplished by insertion of the PCMCIA card into the front panel access. Four LEDs are provided for PCMCIA interface operation.
The PCMCIA card does not remain installed during normal Enhanced GPWC operation, and is not intended as an on-line/inflight storage medium.
The standard Type II PCMCIA interface provided at the front panel allows for both the uploading and downloading of internal Enhanced GPWC information. Control of the upload/download process is accomplished by insertion of the PCMCIA card into the front panel access. Four LEDs are provided for PCMCIA interface operation.
The PCMCIA card does not remain installed during normal Enhanced GPWC operation, and is not intended as an on-line/inflight storage medium.
(e) Front connector
A 15-pin (double density, D-Sub) test connector is located on the front panel, which provides for connection to either a CRT terminal or a PC.
This connector provides the following interfaces:
A 15-pin (double density, D-Sub) test connector is located on the front panel, which provides for connection to either a CRT terminal or a PC.
This connector provides the following interfaces:
1 Three-wire serial interface, compatible with RS232
This port can be used to access internal data from the Enhanced GPWC for both bench simulation and aircraft testing. Unit configuration and flight history can also be accessed. This port can also be used to upload software and data bases.
This port can be used to access internal data from the Enhanced GPWC for both bench simulation and aircraft testing. Unit configuration and flight history can also be accessed. This port can also be used to upload software and data bases.
2 ARINC 429/422/423 data loader interface
This port can be used to upload software and data bases. System power is provided on two of the pins for data loader use.
The Enhanced GPWC front connector pins are listed in the table below (N/U means Not Used):
This port can be used to upload software and data bases. System power is provided on two of the pins for data loader use.
The Enhanced GPWC front connector pins are listed in the table below (N/U means Not Used):
| --------------------------------------------------------- |
| !LRU Con !Pin! Description ! |
| --------------------------------------------------------- |
| ! FRONT ! 8 ! 429 INPUT 20(A)/422 INPUT 2(A) ! |
| ! FRONT !13 ! 429 INPUT 20(B)/422 INPUT 2(B) ! |
| ! FRONT ! 9 ! 429 OUTPUT 5(A)/422 OUTPUT 2(A) ! |
| ! FRONT !14 ! 429 OUTPUT 5(B)/422 OUTPUT 2(B) ! |
| ! FRONT ! 2 ! RESERVED FOR BOOT CODE LOAD N/U ! |
| ! FRONT ! 6 ! PCMCIA BOOT ENABLE N/U ! |
| ! FRONT ! 11! RS422 SELECT N/U ! |
| ! FRONT ! 1! Ground ! |
| ! FRONT ! 10! POWER PIN ISOLATOR ! |
| ! FRONT ! 15! 115 VAC-C (OR 28 VDC-) ! |
| ! FRONT ! 5! 115 VAC-H (OR 28 VDC+) ! |
| ! FRONT ! 3! RS232 RECEIVE ! |
| ! FRONT ! 4! RS232 TRANSMIT ! |
| ! FRONT ! 7! Spare ! |
| ! FRONT ! 12! Spare ! |
| !FRT JACK! 1 ! 600 OHM AUDIO OUTPUT (C) ! |
| !FRT JACK! 2 ! 600 OHM AUDIO OUTPUT (H) ! |
| --------------------------------------------------------- |
(4) External description
The Enhanced GPWC is packaged in a 2 MCU ARINC 600-6 form factor enclosure.
The enclosure of the unit is painted with a blue semi-gloss coating, except for the bottom, which is unpainted.
The computer is composed of the following subassemblies:
The Enhanced GPWC is packaged in a 2 MCU ARINC 600-6 form factor enclosure.
The enclosure of the unit is painted with a blue semi-gloss coating, except for the bottom, which is unpainted.
The computer is composed of the following subassemblies:
- rear panel assembly,
- front panel assembly,
- chassis,
- PCMCIA interface,
- front connector.
(a) Rear panel assembly
The rear panel assembly contains a 2 MCU ARINC 600-6 form aircraft interface connector. The top and middle shells contain all interface signals. Power interface is in the bottom shell, isolated from interface signals. Connector index pin coding is orientation "08" or "10" in accordance with ARINC 723-1 recommendations for GPWS.
The rear panel assembly also contains the interconnection between the aircraft interface connector and the internal interface Circuit Card Assembly (CCA), A5, and the Backplane CCA, A4, which provide all internal electrical interconnects between CCAs and other circuitry.
The Enhanced GPWC pins are listed in the table below (N/U means Not Used):
The rear panel assembly contains a 2 MCU ARINC 600-6 form aircraft interface connector. The top and middle shells contain all interface signals. Power interface is in the bottom shell, isolated from interface signals. Connector index pin coding is orientation "08" or "10" in accordance with ARINC 723-1 recommendations for GPWS.
The rear panel assembly also contains the interconnection between the aircraft interface connector and the internal interface Circuit Card Assembly (CCA), A5, and the Backplane CCA, A4, which provide all internal electrical interconnects between CCAs and other circuitry.
The Enhanced GPWC pins are listed in the table below (N/U means Not Used):
| --------------------------------------------------------- |
| !LRU Con !Pin! Description ! |
| --------------------------------------------------------- |
| ! MIDDLE ! 6A! 429 INPUT 1(A) ADIRU1 BUS IR (A) ! |
| ! MIDDLE ! 6B! 429 INPUT 1(B) ADIRU1 BUS IR (B) ! |
| ! TOP ! 9A! 429 INPUT 10(A) CFDIU (A) ! |
| ! TOP ! 9B! 429 INPUT 10(B) CFDIU (B) ! |
| ! TOP ! 8A! 429 INPUT 11(A) WXR1 HZD BUS (A) ! |
| ! TOP ! 8B! 429 INPUT 11(B) WXR1 HZD BUS (B) ! |
| ! TOP ! 8C! 429 INPUT 12(A) N/U ! |
| ! TOP ! 8D! 429 INPUT 12(B) N/U ! |
| ! TOP ! 5A! 429 INPUT 13(A) N/U ! |
| ! TOP ! 6A! 429 INPUT 13(B) N/U ! |
| ! TOP ! 1C! 429 INPUT 14(A) N/U ! |
| ! TOP ! 1D! 429 INPUT 14(B) N/U ! |
| ! TOP ! 4A! 429 INPUT 15(A) N/U ! |
| ! TOP ! 4B! 429 INPUT 15(B) N/U ! |
| ! MIDDLE ! 6C! 429 INPUT 18(A) WXR2 HZD BUS ! |
| ! MIDDLE ! 6D! 429 INPUT 18(B) WXR2 HZD BUS ! |
| ! MIDDLE !10C! 429 INPUT 2(A) FMGC1 (A) ! |
| ! MIDDLE !10D! 429 INPUT 2(B) FMGC1 (B) ! |
| ! MIDDLE !11A! 429 INPUT 3(A) ADIRU 1 BUS ADR (A) ! |
| ! MIDDLE !11B! 429 INPUT 3(B) ADIRU 1 BUS ADR (B) ! |
| ! MIDDLE !12A! 429 INPUT 4(A) FCU 1 (A) ! |
| ! MIDDLE !12B! 429 INPUT 4(B) FCU 1 (B) ! |
| ! MIDDLE !10A! 429 INPUT 5(A) N/U ! |
| ! MIDDLE !10B! 429 INPUT 5(B) N/U ! |
| ! MIDDLE !11C! 429 INPUT 6(A) ILS 1 (A) ! |
| ! MIDDLE !11D! 429 INPUT 6(B) ILS 1 (B) ! |
| ! MIDDLE !12C! 429 INPUT 7(A) FMGC 1 DISCWORD (A) ! |
| ! MIDDLE !12D! 429 INPUT 7(B) FMGC 1 DISCWORD (B) ! |
| ! MIDDLE !13A! 429 INPUT 8(A) RA 1 (A) ! |
| ! MIDDLE !13B! 429 INPUT 8(B) RA 1 (B) ! |
| ! TOP ! 9C! 429 INPUT 9(A) FCU 2 (A) ! |
| ! TOP ! 9D! 429 INPUT 9(B) FCU 2 (B) ! |
| ! MIDDLE ! 1C! 429 OUTPUT 1(A) CFDIU (A) ! |
| ! MIDDLE ! 1D! 429 OUTPUT 1(B) CFDIU (B) ! |
| ! TOP ! 2A! 429 OUTPUT 2(A) N/U ! |
| ! TOP ! 2B! 429 OUTPUT 2(B) N/U ! |
| ! TOP ! 5C! 429 INPUT 16(A) N/U ! |
| ! TOP ! 5D! 429 INPUT 16(B) N/U ! |
| ! TOP !11C! 429 INPUT 17(A) GPS1 BUS ! |
| ! TOP !11D! 429 INPUT 17(B) GPS1 BUS ! |
| ! TOP ! 3A! 453 OUTPUT 1(A) TERR DATA R1 (A) ! |
| ! TOP ! 3B! 453 OUTPUT 1(B) TERR DATA R1 (B) ! |
| ! TOP ! 3C! 453 OUTPUT 2(A) TERR DATA R2 (A) ! |
| ! TOP ! 3D! 453 OUTPUT 2(B) TERR DATA R2 (B) ! |
| ! TOP !13A! DC ANALOG INPUT 1 (+) N/U ! |
| ! TOP !13B! DC ANALOG INPUT 1 (-) N/U ! |
| ! TOP !14A! DC ANALOG INPUT 2 (+) N/U ! |
| ! TOP !14B! DC ANALOG INPUT 2 (-) N/U ! |
| ! TOP !13C! DC ANALOG INPUT 3 (+) N/U ! |
| ! TOP !13D! DC ANALOG INPUT 3 (-) N/U ! |
| ! TOP !14C! DC ANALOG INPUT 4 (+) N/U ! |
| ! TOP !14D! DC ANALOG INPUT 4 (-) N/U ! |
| ! MIDDLE !13D! 600 OHM AUDIO OUTPUT (C) ! |
| ! MIDDLE !13C! 600 OHM AUDIO OUTPUT (H) ! |
| ! MIDDLE ! 3C! HIGH LEVEL 8 OHM AUDIO OUTPUT (C) N/U ! |
| ! MIDDLE ! 3B! HIGH LEVEL 8 OHM AUDIO OUTPUT (H) N/U ! |
| ! BOTTOM ! 1! Optional GPS COAX CONNECTION ! |
| ! MIDDLE ! 3A! PROGRAM PIN COMMON ! |
| ! TOP !15A! 28 VDC DISCRETE INPUT 1 N/U ! |
| ! TOP !15B! 28 VDC DISCRETE INPUT 2 N/U ! |
| ! TOP !15C! 28 VDC DISCRETE INPUT 3 N/U ! |
| ! TOP !15D! 28 VDC DISCRETE INPUT 4 N/U ! |
| ! TOP ! 7A! 28 VDC DISCRETE INPUT 5 N/U ! |
| ! TOP ! 7B! 28 VDC DISCRETE INPUT 6 N/U ! |
| ! TOP ! 7C! 28 VDC DISCRETE INPUT 7 N/U ! |
| ! TOP ! 7D! 28 VDC DISCRETE INPUT 8 N/U ! |
| ! MIDDLE !1A ! GND DISCRETE INPUT 1 N/U ! |
| ! MIDDLE !9C ! GND DISCRETE INPUT 10 LDG FLAP ! |
| ! MIDDLE !9D ! GND DISCRETE INPUT 11 G/S MANUAL ! |
| ! MIDDLE !14A! GND DISCRETE INPUT 12 WXR1 ON/OFF ! |
| ! MIDDLE !14B! GND DISCRETE INPUT 13 TAD and TCF INHIBIT! |
| ! MIDDLE ! 2D! GND DISCRETE INPUT 14 WXR2 ON/OFF ! |
| ! TOP ! 1A! GND DISCRETE INPUT 15 CAPT TERR SELECTION! |
| ! TOP ! 1B! GND DISCRETE INPUT 16 F/O TERR SELECTION ! |
| ! MIDDLE ! 2B! GND DISCRETE INPUT 17 N/U ! |
| ! TOP ! 4C! GND DISCRETE INPUT 18 N/U ! |
| ! MIDDLE ! 5D! GND DISCRETE INPUT 19 ALL AUDIO INHIBIT ! |
| ! MIDDLE ! 1B! GND DISCRETE INPUT 2 G/S INHIBIT ! |
| ! MIDDLE ! 7A! GND DISCRETE INPUT 20 N/U ! |
| ! MIDDLE ! 2A! GND DISCRETE INPUT 3 N/U ! |
| ! MIDDLE ! 5C! GND DISCRETE INPUT 4 N/U ! |
| ! MIDDLE ! 7D! GND DISCRETE INPUT 5 INHIBIT MODES 1 TO 5! |
| ! ! ! (AUDIO AND VISUAL) ! |
| ! MIDDLE ! 8C! GND DISCRETE INPUT 6 N/U ! |
| ! MIDDLE ! 8D! GND DISCRETE INPUT 7 AUDIO SUPPRESS ! |
| ! ! ! (MOMENTARY) ! |
| ! MIDDLE ! 9A! GND DISCRETE INPUT 8 SELF TEST ! |
| ! MIDDLE ! 9B! GND DISCRETE INPUT 9 LDG GEAR ! |
| ! MIDDLE !15D! GND DISCRETE OUTPUT 1 ! |
| ! MIDDLE ! 3D! GND DISCRETE OUTPUT 2 G/S ALERT OUTPUT ! |
| ! MIDDLE ! 7B! GND DISCRETE OUTPUT 3 WARNING OUTPUT ! |
| ! TOP !12C! GND DISCRETE OUTPUT 4 ! |
| ! TOP !12A! GND DISCRETE OUTPUT 5 ! |
| ! TOP !12B! GND DISCRETE OUTPUT 6 ! |
| ! TOP ! 4D! GND DISCRETE OUTPUT 7 ! |
| ! TOP !10D! GND DISCRETE OUTPUT 8 CAPT POP-UP OUTPUT ! |
| ! MIDDLE !14C! GND DISCRETE OUTPUT 9 F/O POP-UP OUTPUT ! |
| ! TOP !11A! GND DISCRETE OUTPUT 10 ! |
| ! MIDDLE ! 7C! DISCRETE MONITOR OUTPUT 1 GPWS MONITOR ! |
| ! ! ! OUTPUT ! |
| ! TOP !12D! DISCRETE MONITOR OUTPUT 2 TERR NOT AVAIL ! |
| ! ! ! OUTPUT ! |
| ! TOP !11B! DISCRETE MONITOR OUTPUT 3 TERRAIN MONITOR! |
| ! ! ! OUTPUT ! |
| ! BOTTOM ! 4 ! CHASSIS GND ! |
| ! BOTTOM ! 2 ! PRIMARY PWR (H) ! |
| ! BOTTOM ! 3 ! PRIMARY PWR (L) ! |
| ! TOP !10A! PROGRAM PIN 1 ! |
| ! MIDDLE ! 4A! PROGRAM PIN 10 ! |
| ! MIDDLE ! 4C! PROGRAM PIN 11 ! |
| ! TOP ! 5B! PROGRAM PIN 12 ! |
| ! MIDDLE ! 5B! PROGRAM PIN 13 ! |
| ! TOP ! 2C! PROGRAM PIN 14 ! |
| ! MIDDLE !15C! PROGRAM PIN 15 ! |
| ! MIDDLE ! 8B! PROGRAM PIN 16 ! |
| ! TOP ! 6D! PROGRAM PIN 17 ! |
| ! TOP !10B! PROGRAM PIN 2 ! |
| ! TOP !10C! PROGRAM PIN 3 ! |
| ! MIDDLE ! 4D! PROGRAM PIN 4 ! |
| ! MIDDLE ! 4B! PROGRAM PIN 5 ! |
| ! MIDDLE ! 8A! PROGRAM PIN 6 ! |
| ! MIDDLE !14D! PROGRAM PIN 7 ! |
| ! MIDDLE ! 5A! PROGRAM PIN 8 ! |
| ! MIDDLE ! 2C! PROGRAM PIN 9 ! |
| ! TOP ! 2D! OUTPUT REF 10.00 VDC ! |
| ! TOP ! 6C! RS232 RECEIVE ! |
| ! TOP ! 6B! RS232 TRANSMIT ! |
| ! BOTTOM ! 5 ! Spare ! |
| ! MIDDLE !15A! Spare ! |
| ! MIDDLE !15B! Spare ! |
| --------------------------------------------------------- |
(b) Front panel assembly
The front panel assembly contains identification and modification status labels, status LEDs, a latched door for access to a SELF-TEST pushbutton switch, a HEADPHONE jack, a RS232 test connector (P1), and a Personal Computing Memory Card Interface Adapter (PCMCIA) interface and status LEDs. There is also a handle for ease of carrying and installation/removal, and a hold-down hook for securing at installation.
The front panel assembly contains identification and modification status labels, status LEDs, a latched door for access to a SELF-TEST pushbutton switch, a HEADPHONE jack, a RS232 test connector (P1), and a Personal Computing Memory Card Interface Adapter (PCMCIA) interface and status LEDs. There is also a handle for ease of carrying and installation/removal, and a hold-down hook for securing at installation.
(c) Chassis
The chassis is welded aluminum, composed of a top and bottom and two sides. It provides slots for CCA and space for the front and rear panel assemblies.
The chassis is welded aluminum, composed of a top and bottom and two sides. It provides slots for CCA and space for the front and rear panel assemblies.
(d) PCMCIA interface
The standard Type II PCMCIA interface provided at the front panel allows for both the uploading and downloading of internal Enhanced GPWC information. Control of the upload/download process is accomplished by insertion of the PCMCIA card into the front panel access. Four LEDs are provided for PCMCIA interface operation.
The PCMCIA card does not remain installed during normal Enhanced GPWC operation, and is not intended as an on-line/inflight storage medium.
The standard Type II PCMCIA interface provided at the front panel allows for both the uploading and downloading of internal Enhanced GPWC information. Control of the upload/download process is accomplished by insertion of the PCMCIA card into the front panel access. Four LEDs are provided for PCMCIA interface operation.
The PCMCIA card does not remain installed during normal Enhanced GPWC operation, and is not intended as an on-line/inflight storage medium.
(e) Front connector
A 15-pin (double density, D-Sub) test connector is located on the front panel, which provides for connection to either a CRT terminal or a PC.
This connector provides the following interfaces:
A 15-pin (double density, D-Sub) test connector is located on the front panel, which provides for connection to either a CRT terminal or a PC.
This connector provides the following interfaces:
1 Three-wire serial interface, compatible with RS232
This port can be used to access internal data from the Enhanced GPWC for both bench simulation and aircraft testing. Unit configuration and flight history can also be accessed. This port can also be used to upload software and data bases.
This port can be used to access internal data from the Enhanced GPWC for both bench simulation and aircraft testing. Unit configuration and flight history can also be accessed. This port can also be used to upload software and data bases.
2 ARINC 429/422/423 data loader interface
This port can be used to upload software and data bases. System power is provided on two of the pins for data loader use.
The Enhanced GPWC front connector pins are listed in the table below (N/U means Not Used):
This port can be used to upload software and data bases. System power is provided on two of the pins for data loader use.
The Enhanced GPWC front connector pins are listed in the table below (N/U means Not Used):
| --------------------------------------------------------- |
| !LRU Con !Pin! Description ! |
| --------------------------------------------------------- |
| ! FRONT ! 8 ! 429 INPUT 20(A)/422 INPUT 2(A) ! |
| ! FRONT !13 ! 429 INPUT 20(B)/422 INPUT 2(B) ! |
| ! FRONT ! 9 ! 429 OUTPUT 5(A)/422 OUTPUT 2(A) ! |
| ! FRONT !14 ! 429 OUTPUT 5(B)/422 OUTPUT 2(B) ! |
| ! FRONT ! 2 ! RESERVED FOR BOOT CODE LOAD N/U ! |
| ! FRONT ! 6 ! PCMCIA BOOT ENABLE N/U ! |
| ! FRONT ! 11! RS422 SELECT N/U ! |
| ! FRONT ! 1! Ground ! |
| ! FRONT ! 10! POWER PIN ISOLATOR ! |
| ! FRONT ! 15! 115 VAC-C (OR 28 VDC-) ! |
| ! FRONT ! 5! 115 VAC-H (OR 28 VDC+) ! |
| ! FRONT ! 3! RS232 RECEIVE ! |
| ! FRONT ! 4! RS232 TRANSMIT ! |
| ! FRONT ! 7! Spare ! |
| ! FRONT ! 12! Spare ! |
| !FRT JACK! 1 ! 600 OHM AUDIO OUTPUT (C) ! |
| !FRT JACK! 2 ! 600 OHM AUDIO OUTPUT (H) ! |
| --------------------------------------------------------- |
(5) External description
The Enhanced GPWC is packaged in a 2 MCU ARINC 600-6 form factor enclosure.
The enclosure of the unit is painted with a blue semi-gloss coating, except for the bottom, which is unpainted.
The computer is composed of the following subassemblies:
The Enhanced GPWC is packaged in a 2 MCU ARINC 600-6 form factor enclosure.
The enclosure of the unit is painted with a blue semi-gloss coating, except for the bottom, which is unpainted.
The computer is composed of the following subassemblies:
- rear panel assembly,
- front panel assembly,
- chassis,
- PCMCIA interface,
- front connector.
(a) Rear panel assembly
The rear panel assembly contains a 2 MCU ARINC 600-6 form aircraft interface connector. The top and middle shells contain all interface signals. Power interface is in the bottom shell, isolated from interface signals. Connector index pin coding is orientation "08" or "10" in accordance with ARINC 723-1 recommendations for GPWS.
The rear panel assembly also contains the interconnection between the aircraft interface connector and the internal interface Circuit Card Assembly (CCA), A5, and the Backplane CCA, A4, which provide all internal electrical interconnects between CCAs and other circuitry.
The Enhanced GPWC pins are listed in the table below (N/U means Not Used):
The rear panel assembly contains a 2 MCU ARINC 600-6 form aircraft interface connector. The top and middle shells contain all interface signals. Power interface is in the bottom shell, isolated from interface signals. Connector index pin coding is orientation "08" or "10" in accordance with ARINC 723-1 recommendations for GPWS.
The rear panel assembly also contains the interconnection between the aircraft interface connector and the internal interface Circuit Card Assembly (CCA), A5, and the Backplane CCA, A4, which provide all internal electrical interconnects between CCAs and other circuitry.
The Enhanced GPWC pins are listed in the table below (N/U means Not Used):
| --------------------------------------------------------- |
| !LRU Con !Pin! Description ! |
| --------------------------------------------------------- |
| ! MIDDLE ! 6A! 429 INPUT 1(A) ADIRU1 BUS IR (A) ! |
| ! MIDDLE ! 6B! 429 INPUT 1(B) ADIRU1 BUS IR (B) ! |
| ! TOP ! 9A! 429 INPUT 10(A) CFDIU (A) ! |
| ! TOP ! 9B! 429 INPUT 10(B) CFDIU (B) ! |
| ! TOP ! 8A! 429 INPUT 11(A) WXR1 HZD BUS (A) ! |
| ! TOP ! 8B! 429 INPUT 11(B) WXR1 HZD BUS (B) ! |
| ! TOP ! 8C! 429 INPUT 12(A) N/U ! |
| ! TOP ! 8D! 429 INPUT 12(B) N/U ! |
| ! TOP ! 5A! 429 INPUT 13(A) N/U ! |
| ! TOP ! 6A! 429 INPUT 13(B) N/U ! |
| ! TOP ! 1C! 429 INPUT 14(A) N/U ! |
| ! TOP ! 1D! 429 INPUT 14(B) N/U ! |
| ! TOP ! 4A! 429 INPUT 15(A) N/U ! |
| ! TOP ! 4B! 429 INPUT 15(B) N/U ! |
| ! MIDDLE ! 6C! 429 INPUT 18(A) WXR2 HZD BUS ! |
| ! MIDDLE ! 6D! 429 INPUT 18(B) WXR2 HZD BUS ! |
| ! MIDDLE !10C! 429 INPUT 2(A) FMGC1 (A) ! |
| ! MIDDLE !10D! 429 INPUT 2(B) FMGC1 (B) ! |
| ! MIDDLE !11A! 429 INPUT 3(A) ADIRU 1 BUS ADR (A) ! |
| ! MIDDLE !11B! 429 INPUT 3(B) ADIRU 1 BUS ADR (B) ! |
| ! MIDDLE !12A! 429 INPUT 4(A) FCU 1 (A) ! |
| ! MIDDLE !12B! 429 INPUT 4(B) FCU 1 (B) ! |
| ! MIDDLE !10A! 429 INPUT 5(A) N/U ! |
| ! MIDDLE !10B! 429 INPUT 5(B) N/U ! |
| ! MIDDLE !11C! 429 INPUT 6(A) ILS 1 (A) ! |
| ! MIDDLE !11D! 429 INPUT 6(B) ILS 1 (B) ! |
| ! MIDDLE !12C! 429 INPUT 7(A) FMGC 1 DISCWORD (A) ! |
| ! MIDDLE !12D! 429 INPUT 7(B) FMGC 1 DISCWORD (B) ! |
| ! MIDDLE !13A! 429 INPUT 8(A) RA 1 (A) ! |
| ! MIDDLE !13B! 429 INPUT 8(B) RA 1 (B) ! |
| ! TOP ! 9C! 429 INPUT 9(A) FCU 2 (A) ! |
| ! TOP ! 9D! 429 INPUT 9(B) FCU 2 (B) ! |
| ! MIDDLE ! 1C! 429 OUTPUT 1(A) CFDIU (A) ! |
| ! MIDDLE ! 1D! 429 OUTPUT 1(B) CFDIU (B) ! |
| ! TOP ! 2A! 429 OUTPUT 2(A) WXR1 & WXR2 AUTOTILT ! |
| ! TOP ! 2B! 429 OUTPUT 2(B) WXR1 & WXR2 AUTOTILT ! |
| ! TOP ! 5C! 429 INPUT 16(A) N/U ! |
| ! TOP ! 5D! 429 INPUT 16(B) N/U ! |
| ! TOP !11C! 429 INPUT 17(A) GPS1 BUS ! |
| ! TOP !11D! 429 INPUT 17(B) GPS1 BUS ! |
| ! TOP ! 3A! 453 OUTPUT 1(A) TERR DATA R1 (A) ! |
| ! TOP ! 3B! 453 OUTPUT 1(B) TERR DATA R1 (B) ! |
| ! TOP ! 3C! 453 OUTPUT 2(A) TERR DATA R2 (A) ! |
| ! TOP ! 3D! 453 OUTPUT 2(B) TERR DATA R2 (B) ! |
| ! TOP !13A! DC ANALOG INPUT 1 (+) N/U ! |
| ! TOP !13B! DC ANALOG INPUT 1 (-) N/U ! |
| ! TOP !14A! DC ANALOG INPUT 2 (+) N/U ! |
| ! TOP !14B! DC ANALOG INPUT 2 (-) N/U ! |
| ! TOP !13C! DC ANALOG INPUT 3 (+) N/U ! |
| ! TOP !13D! DC ANALOG INPUT 3 (-) N/U ! |
| ! TOP !14C! DC ANALOG INPUT 4 (+) N/U ! |
| ! TOP !14D! DC ANALOG INPUT 4 (-) N/U ! |
| ! MIDDLE !13D! 600 OHM AUDIO OUTPUT (C) ! |
| ! MIDDLE !13C! 600 OHM AUDIO OUTPUT (H) ! |
| ! MIDDLE ! 3C! HIGH LEVEL 8 OHM AUDIO OUTPUT (C) N/U ! |
| ! MIDDLE ! 3B! HIGH LEVEL 8 OHM AUDIO OUTPUT (H) N/U ! |
| ! BOTTOM ! 1! Optional GPS COAX CONNECTION ! |
| ! MIDDLE ! 3A! PROGRAM PIN COMMON ! |
| ! TOP !15A! 28 VDC DISCRETE INPUT 1 N/U ! |
| ! TOP !15B! 28 VDC DISCRETE INPUT 2 N/U ! |
| ! TOP !15C! 28 VDC DISCRETE INPUT 3 N/U ! |
| ! TOP !15D! 28 VDC DISCRETE INPUT 4 N/U ! |
| ! TOP ! 7A! 28 VDC DISCRETE INPUT 5 N/U ! |
| ! TOP ! 7B! 28 VDC DISCRETE INPUT 6 N/U ! |
| ! TOP ! 7C! 28 VDC DISCRETE INPUT 7 N/U ! |
| ! TOP ! 7D! 28 VDC DISCRETE INPUT 8 N/U ! |
| ! MIDDLE !1A ! GND DISCRETE INPUT 1 N/U ! |
| ! MIDDLE !9C ! GND DISCRETE INPUT 10 LDG FLAP ! |
| ! MIDDLE !9D ! GND DISCRETE INPUT 11 G/S MANUAL ! |
| ! MIDDLE !14A! GND DISCRETE INPUT 12 WXR1 ON/OFF ! |
| ! MIDDLE !14B! GND DISCRETE INPUT 13 TAD and TCF INHIBIT! |
| ! MIDDLE ! 2D! GND DISCRETE INPUT 14 WXR2 ON/OFF ! |
| ! TOP ! 1A! GND DISCRETE INPUT 15 CAPT TERR SELECTION! |
| ! TOP ! 1B! GND DISCRETE INPUT 16 F/O TERR SELECTION ! |
| ! MIDDLE ! 2B! GND DISCRETE INPUT 17 N/U ! |
| ! TOP ! 4C! GND DISCRETE INPUT 18 N/U ! |
| ! MIDDLE ! 5D! GND DISCRETE INPUT 19 ALL AUDIO INHIBIT ! |
| ! MIDDLE ! 1B! GND DISCRETE INPUT 2 G/S INHIBIT ! |
| ! MIDDLE ! 7A! GND DISCRETE INPUT 20 N/U ! |
| ! MIDDLE ! 2A! GND DISCRETE INPUT 3 N/U ! |
| ! MIDDLE ! 5C! GND DISCRETE INPUT 4 N/U ! |
| ! MIDDLE ! 7D! GND DISCRETE INPUT 5 INHIBIT MODES 1 TO 5! |
| ! ! ! (AUDIO AND VISUAL) ! |
| ! MIDDLE ! 8C! GND DISCRETE INPUT 6 N/U ! |
| ! MIDDLE ! 8D! GND DISCRETE INPUT 7 AUDIO SUPPRESS ! |
| ! ! ! (MOMENTARY) ! |
| ! MIDDLE ! 9A! GND DISCRETE INPUT 8 SELF TEST ! |
| ! MIDDLE ! 9B! GND DISCRETE INPUT 9 LDG GEAR ! |
| ! MIDDLE !15D! GND DISCRETE OUTPUT 1 ! |
| ! MIDDLE ! 3D! GND DISCRETE OUTPUT 2 G/S ALERT OUTPUT ! |
| ! MIDDLE ! 7B! GND DISCRETE OUTPUT 3 WARNING OUTPUT ! |
| ! TOP !12C! GND DISCRETE OUTPUT 4 ! |
| ! TOP !12A! GND DISCRETE OUTPUT 5 ! |
| ! TOP !12B! GND DISCRETE OUTPUT 6 ! |
| ! TOP ! 4D! GND DISCRETE OUTPUT 7 ! |
| ! TOP !10D! GND DISCRETE OUTPUT 8 CAPT POP-UP OUTPUT ! |
| ! MIDDLE !14C! GND DISCRETE OUTPUT 9 F/O POP-UP OUTPUT ! |
| ! TOP !11A! GND DISCRETE OUTPUT 10 ! |
| ! MIDDLE ! 7C! DISCRETE MONITOR OUTPUT 1 GPWS MONITOR ! |
| ! ! ! OUTPUT ! |
| ! TOP !12D! DISCRETE MONITOR OUTPUT 2 TERR NOT AVAIL ! |
| ! ! ! OUTPUT ! |
| ! TOP !11B! DISCRETE MONITOR OUTPUT 3 TERRAIN MONITOR! |
| ! ! ! OUTPUT ! |
| ! BOTTOM ! 4 ! CHASSIS GND ! |
| ! BOTTOM ! 2 ! PRIMARY PWR (H) ! |
| ! BOTTOM ! 3 ! PRIMARY PWR (L) ! |
| ! TOP !10A! PROGRAM PIN 1 ! |
| ! MIDDLE ! 4A! PROGRAM PIN 10 ! |
| ! MIDDLE ! 4C! PROGRAM PIN 11 ! |
| ! TOP ! 5B! PROGRAM PIN 12 ! |
| ! MIDDLE ! 5B! PROGRAM PIN 13 ! |
| ! TOP ! 2C! PROGRAM PIN 14 ! |
| ! MIDDLE !15C! PROGRAM PIN 15 ! |
| ! MIDDLE ! 8B! PROGRAM PIN 16 ! |
| ! TOP ! 6D! PROGRAM PIN 17 ! |
| ! TOP !10B! PROGRAM PIN 2 ! |
| ! TOP !10C! PROGRAM PIN 3 ! |
| ! MIDDLE ! 4D! PROGRAM PIN 4 ! |
| ! MIDDLE ! 4B! PROGRAM PIN 5 ! |
| ! MIDDLE ! 8A! PROGRAM PIN 6 ! |
| ! MIDDLE !14D! PROGRAM PIN 7 ! |
| ! MIDDLE ! 5A! PROGRAM PIN 8 ! |
| ! MIDDLE ! 2C! PROGRAM PIN 9 ! |
| ! TOP ! 2D! OUTPUT REF 10.00 VDC ! |
| ! TOP ! 6C! RS232 RECEIVE ! |
| ! TOP ! 6B! RS232 TRANSMIT ! |
| ! BOTTOM ! 5 ! Spare ! |
| ! MIDDLE !15A! Spare ! |
| ! MIDDLE !15B! Spare ! |
| --------------------------------------------------------- |
(b) Front panel assembly
The front panel assembly contains identification and modification status labels, status LEDs, a latched door for access to a SELF-TEST pushbutton switch, a HEADPHONE jack, a RS232 test connector (P1), and a Personal Computing Memory Card Interface Adapter (PCMCIA) interface and status LEDs. There is also a handle for ease of carrying and installation/removal, and a hold-down hook for securing at installation.
The front panel assembly contains identification and modification status labels, status LEDs, a latched door for access to a SELF-TEST pushbutton switch, a HEADPHONE jack, a RS232 test connector (P1), and a Personal Computing Memory Card Interface Adapter (PCMCIA) interface and status LEDs. There is also a handle for ease of carrying and installation/removal, and a hold-down hook for securing at installation.
(c) Chassis
The chassis is welded aluminum, composed of a top and bottom and two sides. It provides slots for CCA and space for the front and rear panel assemblies.
The chassis is welded aluminum, composed of a top and bottom and two sides. It provides slots for CCA and space for the front and rear panel assemblies.
(d) PCMCIA interface
The standard Type II PCMCIA interface provided at the front panel allows for both the uploading and downloading of internal Enhanced GPWC information. Control of the upload/download process is accomplished by insertion of the PCMCIA card into the front panel access. Four LEDs are provided for PCMCIA interface operation.
The PCMCIA card does not remain installed during normal Enhanced GPWC operation, and is not intended as an on-line/inflight storage medium.
The standard Type II PCMCIA interface provided at the front panel allows for both the uploading and downloading of internal Enhanced GPWC information. Control of the upload/download process is accomplished by insertion of the PCMCIA card into the front panel access. Four LEDs are provided for PCMCIA interface operation.
The PCMCIA card does not remain installed during normal Enhanced GPWC operation, and is not intended as an on-line/inflight storage medium.
(e) Front connector
A 15-pin (double density, D-Sub) test connector is located on the front panel, which provides for connection to either a CRT terminal or a PC.
This connector provides the following interfaces:
A 15-pin (double density, D-Sub) test connector is located on the front panel, which provides for connection to either a CRT terminal or a PC.
This connector provides the following interfaces:
1 Three-wire serial interface, compatible with RS232
This port can be used to access internal data from the Enhanced GPWC for both bench simulation and aircraft testing. Unit configuration and flight history can also be accessed. This port can also be used to upload software and data bases.
This port can be used to access internal data from the Enhanced GPWC for both bench simulation and aircraft testing. Unit configuration and flight history can also be accessed. This port can also be used to upload software and data bases.
2 ARINC 429/422/423 data loader interface
This port can be used to upload software and data bases. System power is provided on two of the pins for data loader use.
The Enhanced GPWC front connector pins are listed in the table below (N/U means Not Used):
This port can be used to upload software and data bases. System power is provided on two of the pins for data loader use.
The Enhanced GPWC front connector pins are listed in the table below (N/U means Not Used):
| --------------------------------------------------------- |
| !LRU Con !Pin! Description ! |
| --------------------------------------------------------- |
| ! FRONT ! 8 ! 429 INPUT 20(A)/422 INPUT 2(A) ! |
| ! FRONT !13 ! 429 INPUT 20(B)/422 INPUT 2(B) ! |
| ! FRONT ! 9 ! 429 OUTPUT 5(A)/422 OUTPUT 2(A) ! |
| ! FRONT !14 ! 429 OUTPUT 5(B)/422 OUTPUT 2(B) ! |
| ! FRONT ! 2 ! RESERVED FOR BOOT CODE LOAD N/U ! |
| ! FRONT ! 6 ! PCMCIA BOOT ENABLE N/U ! |
| ! FRONT ! 11! RS422 SELECT N/U ! |
| ! FRONT ! 1! Ground ! |
| ! FRONT ! 10! POWER PIN ISOLATOR ! |
| ! FRONT ! 15! 115 VAC-C (OR 28 VDC-) ! |
| ! FRONT ! 5! 115 VAC-H (OR 28 VDC+) ! |
| ! FRONT ! 3! RS232 RECEIVE ! |
| ! FRONT ! 4! RS232 TRANSMIT ! |
| ! FRONT ! 7! Spare ! |
| ! FRONT ! 12! Spare ! |
| !FRT JACK! 1 ! 600 OHM AUDIO OUTPUT (C) ! |
| !FRT JACK! 2 ! 600 OHM AUDIO OUTPUT (H) ! |
| --------------------------------------------------------- |
(a) The hardware consists of three main circuit card assemblies:
- the controller card,
- the accessory card,
- the analog acquisition card.
1 The controller card contains the main processor (microprocessor 486DX4), the Digital Information Transfer System (DITS) handler microcontroller and the image generator DSP.
2 The accessory card contains the power supply and the voice generator DSP.
3 The analog acquisition card contains the analog acquisition microcontroller.
(b) The Enhanced GPWC contains the following five processors:
- main processor (486DX4) that runs the Enhanced GPWC Application software and the Boot Loader Software,
- DITS handler microcontroller that runs the DITS Handler software,
- image generator DPS that runs the image generator software, which is a part of the Application software,
- voice generator DSP that runs the voice generator software, which is part of the Application software,
- analog acquisition microcontroller that runs the Analog Acquisition software.
B. Pushbutton Switches
Enhanced GPWS - Component Location 1/2 ** ON A/C NOT FOR ALL
Enhanced GPWS - Component Location 1/2 ** ON A/C NOT FOR ALL
Enhanced GPWS - Component Location 1/2 ** ON A/C NOT FOR ALL Enhanced GPWS - Component Location 1/2 ** ON A/C NOT FOR ALL (1) GPWS/LDG FLAP 3 pushbutton switch 13WZ
To avoid nuisance warnings during approach, the Enhanced GPWC needs to know at which flap position the crew intends to land.
This pushbutton switch (item 5), when pressed (in) (white ON legend on), indicates to the Enhanced GPWC that the pilot intends to land in flap 3 position. When released (out), the pushbutton switch indicates to the Enhanced GPWC that the pilot intends to land in flap FULL position.
The GPWS FLAP message is permanently displayed in green on the MEMO of the ECAM display unit if no warning is in progress.
To avoid nuisance warnings during approach, the Enhanced GPWC needs to know at which flap position the crew intends to land.
This pushbutton switch (item 5), when pressed (in) (white ON legend on), indicates to the Enhanced GPWC that the pilot intends to land in flap 3 position. When released (out), the pushbutton switch indicates to the Enhanced GPWC that the pilot intends to land in flap FULL position.
The GPWS FLAP message is permanently displayed in green on the MEMO of the ECAM display unit if no warning is in progress.
(2) GPWS/FLAP MODE pushbutton switch 7WZ
This pushbutton switch (item 4), when pressed (in) (white OFF legend on), overrides flap abnormal condition input and generates the GPWS FLAP MODE OFF message (green) in the memo area of the upper ECAM display unit.
This pushbutton switch (item 4), when pressed (in) (white OFF legend on), overrides flap abnormal condition input and generates the GPWS FLAP MODE OFF message (green) in the memo area of the upper ECAM display unit.
(3) GPWS/G/S MODE pushbutton switch 11WZ
This pushbutton switch (item 3), when pressed (in) (white OFF legend on), inhibits the glide slope mode.
This pushbutton switch (item 3), when pressed (in) (white OFF legend on), inhibits the glide slope mode.
(4) GPWS/SYS pushbutton switch 9WZ
When this pushbutton switch (item 2) is pressed (white OFF legend on), all ground proximity alerts (Mode 1 to 5) are inhibited (visual and audio) and no Enhanced GPWC self-test is possible.
When this pushbutton switch (item 2) is pressed (white OFF legend on), all ground proximity alerts (Mode 1 to 5) are inhibited (visual and audio) and no Enhanced GPWC self-test is possible.
- This pushbutton switch provides a FAULT warning indicating that a failure in Modes 1 to 5 has been detected by the Enhanced GPWC.
When the FAULT legend comes on, the following messages are displayed:
. on the upper ECAM display unit if they are not inhibited by the FWC:NAV - GPWS FAULT (amber) GPWS ........OFF (cyan) (associated with action requested)
. in the INOP SYS item, on the STATUS page of the lower ECAM display unit:GPWS (amber)
A fault message is sent to the CFDIU.
(5) GPWS/TERR pushbutton switch 31WZ
- When this pushbutton switch (item 1) is pressed (white OFF legend on), the TAD and TCF functions are inhibited (visual display and audio inhibition).
- The pushbutton switch provides a FAULT warning indicating that a failure of TAD and/or TCF functions has been detected by the Enhanced GPWC.
When the FAULT legend comes on, the following messages are displayed:
. on the upper ECAM display unit if they are not inhibited by the FWC:NAV - GPWS TERR DET FAULT (amber) GPWS TERR.............OFF (cyan)
. in the INOP SYS item, on the STATUS page of the lower ECAM display unit:GPWS TERR (amber)
A fault message is sent to the CFDIU.
(6) CAPT and F/O GPWS/G/S pushbutton switches 5WZ and 4WZ
These pushbutton switches, located on panels 301VU and 500VU, have two functions when pressed (in):
These pushbutton switches, located on panels 301VU and 500VU, have two functions when pressed (in):
- they cancel the glide slope alert, or
- they initiate the self-test sequence if the aircraft is on ground.
(7) CAPT and F/O TERR ON ND pushbutton switches 30WZ1 and 30WZ2
These pushbutton switches (items 6 and 7) allow the crew to select or deselect terrain display on ND.
The ON legends indicate that terrain data is displayed on ND (following manual or automatic pop up selection).
These pushbutton switches (items 6 and 7) allow the crew to select or deselect terrain display on ND.
The ON legends indicate that terrain data is displayed on ND (following manual or automatic pop up selection).
(8) CAPT and F/O PULL UP/GPWS pushbutton switches 5WZ and 4WZ
These pushbutton switches, located on panels 301VU and 500VU, have two functions when pressed (in):
These pushbutton switches, located on panels 301VU and 500VU, have two functions when pressed (in):
- they cancel the glide slope alert, or
- they initiate the self-test sequence if the aircraft is on ground.
(9) CAPT and F/O TERR ON ND pushbutton switches 30WZ1 and 30WZ2
These pushbutton switches (items 6 and 7) allow the crew to select or deselect terrain display on ND.
The ON legends indicate that terrain data is displayed on ND (following manual or automatic pop up selection).
These pushbutton switches (items 6 and 7) allow the crew to select or deselect terrain display on ND.
The ON legends indicate that terrain data is displayed on ND (following manual or automatic pop up selection).
7. Operation
A. General
(1) Warning modes
The serial digital data and discrete data inputs are interfaced and used in different combinations to monitor aircraft situation awareness with respect to the terrain. The following functions are implemented within the Enhanced GPWS:
Mode 1 - Excessive rate of descent
Mode 2 - Excessive closure rate with terrain
Mode 3 - Descent after takeoff and minimum terrain clearance
Mode 4 - Unsafe terrain clearance
Mode 5 - Descent below glide slope
Terrain Awareness and Display (TAD)
Terrain Clearance Floor (TCF)
The serial digital data and discrete data inputs are interfaced and used in different combinations to monitor aircraft situation awareness with respect to the terrain. The following functions are implemented within the Enhanced GPWS:
Mode 1 - Excessive rate of descent
Mode 2 - Excessive closure rate with terrain
Mode 3 - Descent after takeoff and minimum terrain clearance
Mode 4 - Unsafe terrain clearance
Mode 5 - Descent below glide slope
Terrain Awareness and Display (TAD)
Terrain Clearance Floor (TCF)
(2) Aural alert messages
Each mode computes and compares aircraft behavior with a corresponding alert envelope. If the alert envelope is penetrated, visual and aural alerts are generated. The aural message is broadcast through the cockpit loud speakers.
The messages are as follows:
Each of these alerts inhibits the automatic call out.
Each mode computes and compares aircraft behavior with a corresponding alert envelope. If the alert envelope is penetrated, visual and aural alerts are generated. The aural message is broadcast through the cockpit loud speakers.
The messages are as follows:
| MODE AURAL ALERTS VISUAL ALERTS |
| 1 SINK RATE GPWS |
| 1 PULL UP GPWS |
| 2 TERRAIN GPWS |
| 2 TERRAIN TERRAIN GPWS |
| 2 PULL UP GPWS |
| 3 DON'T SINK DON'T SINK GPWS |
| 4 TOO LOW TERRAIN GPWS |
| 4 TOO LOW GEAR GPWS |
| 4 TOO LOW FLAPS GPWS |
| 5 GLIDE SLOPE G/S |
| TAD TERRAIN AHEAD GPWS |
| TAD TERRAIN AHEAD PULL UP GPWS |
| TCF TOO LOW TERRAIN GPWS |
Each of these alerts inhibits the automatic call out.
(3) Aural alert messages
Each mode computes and compares aircraft behavior with a corresponding alert envelope. If the alert envelope is penetrated, visual and aural alerts are generated. The aural message is broadcast through the cockpit loud speakers.
The messages are as follows:
Each of these alerts inhibits the automatic call out.
Each mode computes and compares aircraft behavior with a corresponding alert envelope. If the alert envelope is penetrated, visual and aural alerts are generated. The aural message is broadcast through the cockpit loud speakers.
The messages are as follows:
| MODE AURAL ALERTS VISUAL ALERTS |
| 1 SINK RATE GPWS |
| 1 PULL UP PULL UP |
| 2 TERRAIN GPWS |
| 2 TERRAIN TERRAIN GPWS |
| 2 PULL UP PULL UP |
| 3 DON'T SINK DON'T SINK GPWS |
| 4 TOO LOW TERRAIN GPWS |
| 4 TOO LOW GEAR GPWS |
| 4 TOO LOW FLAPS GPWS |
| 5 GLIDE SLOPE GPWS |
| TAD TERRAIN AHEAD GPWS |
| TAD TERRAIN AHEAD PULL UP PULL UP |
| TCF TOO LOW TERRAIN GPWS |
Each of these alerts inhibits the automatic call out.
(4) Aural alert messages
Each mode computes and compares aircraft behavior with a corresponding alert envelope. If the alert envelope is penetrated, visual and aural alerts are generated. The aural message is broadcast through the cockpit loud speakers.
The messages are as follows:
Each of these alerts inhibits the automatic call out.
Each mode computes and compares aircraft behavior with a corresponding alert envelope. If the alert envelope is penetrated, visual and aural alerts are generated. The aural message is broadcast through the cockpit loud speakers.
The messages are as follows:
| MODE AURAL ALERTS VISUAL ALERTS |
| 1 SINK RATE GPWS |
| 1 PULL UP PULL UP |
| 2 TERRAIN GPWS |
| 2 TERRAIN TERRAIN PULL UP PULL UP |
| 3 DON'T SINK GPWS |
| 4 TOO LOW TERRAIN GPWS |
| 4 TOO LOW GEAR GPWS |
| 4 TOO LOW FLAPS GPWS |
| 5 GLIDE SLOPE GPWS |
| TAD TERRAIN AHEAD TERRAIN AHEAD GPWS |
| TAD TERRAIN AHEAD PULL UP TERRAIN AHEAD PULL UP PULL UP |
| OBSTACLE OBSTACLE AHEAD OBSTACLE AHEAD GPWS |
| OBSTACLE OBSTACLE AHEAD PULL UP OBSTACLE AHEAD PULL UP PULL UP |
| TCF TOO LOW TERRAIN GPWS |
Each of these alerts inhibits the automatic call out.
(5) Aural alert messages
Each mode computes and compares aircraft behavior with a corresponding alert envelope. If the alert envelope is penetrated, visual and aural alerts are generated. The aural message is broadcast through the cockpit loud speakers.
The messages are as follows:
Each of these alerts inhibits the automatic call out.
Each mode computes and compares aircraft behavior with a corresponding alert envelope. If the alert envelope is penetrated, visual and aural alerts are generated. The aural message is broadcast through the cockpit loud speakers.
The messages are as follows:
| MODE AURAL ALERTS VISUAL ALERTS |
| 1 SINK RATE GPWS |
| 1 PULL UP PULL UP |
| 2 TERRAIN GPWS |
| 2 TERRAIN TERRAIN PULL UP PULL UP |
| 3 DON'T SINK GPWS |
| 4 TOO LOW TERRAIN GPWS |
| 4 TOO LOW GEAR GPWS |
| 4 TOO LOW FLAPS GPWS |
| 5 GLIDE SLOPE GPWS |
| TAD CAUTION TERRAIN CAUTION TERRAIN GPWS |
| TAD TERRAIN TERRAIN PULL UP PULL UP |
| OBSTACLE CAUTION OBSTACLE CAUTION OBSTACLE GPWS |
| OBSTACLE OBSTACLE OBSTACLE PULL UP PULL UP |
| TCF TOO LOW TERRAIN GPWS |
Each of these alerts inhibits the automatic call out.
(6) Aural alert messages
Each mode computes and compares aircraft behavior with a corresponding alert envelope. If the alert envelope is penetrated, visual and aural alerts are generated. The aural message is broadcast through the cockpit loudspeakers.
The messages are as follows:
XXX: Runway identifier
Each of these alerts inhibits the automatic call out.
Each mode computes and compares aircraft behavior with a corresponding alert envelope. If the alert envelope is penetrated, visual and aural alerts are generated. The aural message is broadcast through the cockpit loudspeakers.
The messages are as follows:
| MODE AURAL ALERTS VISUAL ALERTS |
| 1 SINK RATE GPWS |
| 1 PULL UP PULL UP |
| 2 TERRAIN GPWS |
| 2 TERRAIN TERRAIN PULL UP PULL UP |
| 3 DON'T SINK GPWS |
| 4 TOO LOW TERRAIN GPWS |
| 4 TOO LOW GEAR GPWS |
| 4 TOO LOW FLAPS GPWS |
| 5 GLIDE SLOPE GPWS |
| TAD TERRAIN AHEAD TERRAIN AHEAD GPWS |
| TAD TERRAIN AHEAD PULL UP TERRAIN AHEAD PULL UP PULL UP |
| OBSTACLE OBSTACLE AHEAD OBSTACLE AHEAD GPWS |
| OBSTACLE OBSTACLE AHEAD PULL UP OBSTACLE AHEAD PULL UP PULL UP |
| TCF TOO LOW TERRAIN GPWS |
| RAAS APPROACHING XXX NONE |
| RAAS ON RUNWAY XXX NONE |
| RAAS ON TAXIWAY, ON TAXIWAY NONE |
XXX: Runway identifier
Each of these alerts inhibits the automatic call out.
(7) Inhibitions
Alerts may be cancelled by:
Alerts may be cancelled by:
(a) Pressing the EMER CANC key on the ECAM control panel (aural alert only).
(b) Pressing the GPWS/G/S pushbutton switch on the main instrument panel for Mode 5 (glide slope) visual and aural alert. This inhibition is temporary and the mode is automatically reactivated for a new envelope penetration.
(c) Pressing the G/S MODE pushbutton switch on the overhead panel for Mode 5 (glide slope) visual and aural alert (permanent inhibition).
(d) Pressing the SYS pushbutton switch on the overhead panel for inhibition of GPWS Modes 1 to 5 (visual and aural alerts).
(e) Pressing the TERR pushbutton switch on the overhead panel for inhibition of TAD and TCF functions (visual and aural alerts).
(f) All aural messages are inhibited if a stall or a windshear (if WR/PWS is installed) is in progress.
(8) Faults which prevent normal Enhanced GPWC operation are stored in the BITE memory. They can be read on the MCDU.
(9) Inhibitions
Alerts may be cancelled by:
Alerts may be cancelled by:
(a) Pressing the EMER CANC key on the ECAM control panel (aural alert only).
(b) Pressing the PULL UP/GPWS pushbutton switch on the main instrument panel for Mode 5 (glide slope) visual and aural alert. This inhibition is temporary and the mode is automatically reactivated for a new envelope penetration.
(c) Pressing the G/S MODE pushbutton switch on the overhead panel for Mode 5 (glide slope) visual and aural alert (permanent inhibition).
(d) Pressing the SYS pushbutton switch on the overhead panel for inhibition of GPWS Modes 1 to 5 (visual and aural alerts).
(e) Pressing the TERR pushbutton switch on the overhead panel for inhibition of TAD and TCF functions (visual and aural alerts).
(f) All aural messages are inhibited if a stall or a windshear (if WR/PWS is installed) is in progress.
(10) Faults which prevent normal Enhanced GPWC operation are stored in the BITE memory. They can be read on the MCDU.
B. Detailed Operation - Mode 1 - Excessive rate of descent
This section describes the five warning modes of the Enhanced GPWC and describes the operation of each of the modes.
This section describes the five warning modes of the Enhanced GPWC and describes the operation of each of the modes.
(1) Mode 1 provides the pilot with an alert/warning for high descent rates into terrain. The pilot also receives a timely alert for rapidly building sink rates near the runway when landing. The figure shows the outer and inner boundaries whose penetration triggers the alert/warnings.
(2) The outer boundary is a straight line which has an equation of:
H warn (ft.) = - 572 ft. - 0.6035 X Altitude rate.
H warn (ft.) = - 572 ft. - 0.6035 X Altitude rate.
NOTE: The descent rate is considered negative during the descent. The formulas provide theoretical target values only.
(3) The outer warning boundary is biased to the right as a function of glide slope deviation above (Fly Down) the beam in order to prevent unwanted warnings while re-positioning from above the beam.
(4) The penetration of this outer boundary activates the GPWS legends and produces the voice warning SINK RATE repeated twice, then remains silent unless the excessive descent rate condition degrades by approximately 20 per cent.
(5) Further penetration of the first boundary reaches the inner boundary where the voice warning changes from SINK RATE to PULL UP. This inner boundary is composed of two straight lines. The equation which describes the lower line is:
H warn (ft.) = - 1620 ft. - 1.1133 X Altitude rate.
The equation which describes the upper line is:
H warn (ft.) = - 400 ft. - 0.400 X Altitude rate.
H warn (ft.) = - 1620 ft. - 1.1133 X Altitude rate.
The equation which describes the upper line is:
H warn (ft.) = - 400 ft. - 0.400 X Altitude rate.
(6) Both boundaries are cut off at the top by a radio altitude of 2450 ft. The lower is cut off at 10 ft. A delay equivalent to 0.8 seconds is included in the upper function to minimize the warnings caused by the momentary boundary penetration.
(7) Both boundaries can be biased to the right at certain airports through envelope modulation to minimize nuisance warnings.
(8) Mode 1 provides the pilot with an alert/warning for high descent rates into terrain. The pilot also receives a timely alert for rapidly building sink rates near the runway when landing. The figure shows the outer and inner boundaries whose penetration triggers the alert/warnings.
(9) The outer boundary is a straight line which has an equation of:
H warn (ft.) = - 572 ft. - 0.6035 X Altitude rate.
H warn (ft.) = - 572 ft. - 0.6035 X Altitude rate.
NOTE: The descent rate is considered negative during the descent. The formulas provide theoretical target values only.
(10) The outer warning boundary is biased to the right as a function of glide slope deviation above (Fly Down) the beam in order to prevent unwanted warnings while re-positioning from above the beam.
(11) The penetration of this outer boundary activates the PULL UP legends and produces the voice warning SINK RATE repeated twice, then it remains silent unless the excessive descent rate condition degrades by approximately 20 per cent.
(12) Further penetration of the first boundary reaches the inner boundary where the voice warning changes from SINK RATE to PULL UP. This inner boundary is composed of two straight lines. The equation which describes the lower line is:
H warn (ft.) = - 1620 ft. - 1.1133 X Altitude rate.
The equation which describes the upper line is:
H warn (ft.) = - 400 ft. - 0.400 X Altitude rate.
H warn (ft.) = - 1620 ft. - 1.1133 X Altitude rate.
The equation which describes the upper line is:
H warn (ft.) = - 400 ft. - 0.400 X Altitude rate.
(13) Both boundaries are cut off at the top by a radio altitude of 2450 ft. The lower is cut off at 10 ft. A delay equivalent to 0.8 seconds is included in the upper function to minimize the warnings caused by the momentary boundary penetration.
(14) Both boundaries can be biased to the right at certain airports through envelope modulation to minimize nuisance warnings.
C. Detailed operation - Mode 2 excessive closure rate with terrain
(1) Mode 2 provides a warning based on the radio altitude between the aircraft and the ground and on how rapidly the radio altitude decreases.
The barometric altitude of the aircraft is not important for the initiation of this warning.
The barometric altitude of the aircraft is not important for the initiation of this warning.
(2) The altitude rate is complemented in the filter to provide lead information. The increase of the altitude descent rate tends to speed up the warning occurrence. The reduction of the altitude descent rate or the initiation of a climb tends to delay the warning occurrence or reduce the time the warning is on.
(3) This mode has two areas of application that are generally referred to as Mode 2A and Mode 2B. Mode 2A is applied when the landing flaps are not down and the aircraft is not in the glide slope beam. Mode 2B requires that the landing flaps be down or that the aircraft be in the glide slope beam within +/- 2 dots of deviation during an ILS approach. The figure shows the warning boundary for Mode 2A (landing flaps up). The closure rate is the computed change in the radio altitude between the aircraft and the ground. It is considered positive when the altitude decreases.
The lower sloped line has an equation of:
H warn (ft.) = - 1579 ft. + 0.7895 X closure rate (FPM).
The upper sloped line has an equation of:
H warn (ft.) = 522 ft. + 0.1968 X closure rate (FPM).
The lower sloped line has an equation of:
H warn (ft.) = - 1579 ft. + 0.7895 X closure rate (FPM).
The upper sloped line has an equation of:
H warn (ft.) = 522 ft. + 0.1968 X closure rate (FPM).
(4) The normal upper limit of the boundary is horizontal at 1650 ft. radio altitude due to a computed maximum closure rate limit of 5733 FPM. As the airspeed increases from 220 Kts up to 310 Kts, the maximum rate limit is linearly increased to 9800 FPM. This allows the upper boundary to also linearly increase up to 2450 ft.
The upper boundary is limited at certain airports to reduce the warning sensitivity and minimize the nuisance warnings.
The upper boundary is limited at certain airports to reduce the warning sensitivity and minimize the nuisance warnings.
(5) Upon penetration of the boundary, either on the slope or from the top, the GPWS legends come on and the voice message is TERRAIN TERRAIN.
If the boundary penetration lasts beyond these two TERRAIN messages, approximately 1 second, then the warning switches to PULL UP repeated continuously until the boundary is departed. When the Mode 2A envelope is exited, after having been violated for more than 3 seconds, an altitude gain feature is automatically activated. First the altitude at this instant is sampled and stored. The GPWS legends remain on and the voice message is TERRAIN. After three hundred feet of altitude are gained from the stored value, or 45 seconds have elapsed from the point where the PULL UP envelope was exited, the GPWS legends and voice stop. If another boundary penetration occurs during this altitude gain time, and it lasts long enough to restart the PULL UP warning plus 3 seconds, then the whole process begins again with a new reference altitude for the 300 ft. after boundary separation.
In this manner the aircraft is directed up and over the terrain to a safer altitude.
If the boundary penetration lasts beyond these two TERRAIN messages, approximately 1 second, then the warning switches to PULL UP repeated continuously until the boundary is departed. When the Mode 2A envelope is exited, after having been violated for more than 3 seconds, an altitude gain feature is automatically activated. First the altitude at this instant is sampled and stored. The GPWS legends remain on and the voice message is TERRAIN. After three hundred feet of altitude are gained from the stored value, or 45 seconds have elapsed from the point where the PULL UP envelope was exited, the GPWS legends and voice stop. If another boundary penetration occurs during this altitude gain time, and it lasts long enough to restart the PULL UP warning plus 3 seconds, then the whole process begins again with a new reference altitude for the 300 ft. after boundary separation.
In this manner the aircraft is directed up and over the terrain to a safer altitude.
(6) Lowering the flaps to the landing position automatically switches the GPWS to Mode 2B. The static boundary for Mode 2B is the same as the Mode 2A boundary except the upper limit has been lowered to 789 ft. at a maximum closure rate of 3000 FPM. The lower part of the Mode 2B boundary is controlled as a function of radio altitude and altitude rate when flaps are in full landing configuration.
(7) Mode 2B is also selected when the aircraft is performing an ILS approach and the glide slope and localizer deviations are less than +/- 2 dots. However, the warning envelope is slightly different from the flaps down case in that the lower boundary is controlled only as a function of radio altitude, having a constant lower cutoff of 30 ft. above ground level. When the flaps are selected to landing configuration in the ILS beams, the lower boundary is activated, (Mode 2B inhibit).
(8) When the envelope boundary conditions for Mode 2B are violated, the GPWS legends come on, and the voice message is repeated until the boundary is exited. If the gear or the flaps are up, then the message is TERRAIN TERRAIN followed by PULL UP if the condition persists. If both gear and flaps are in the landing configuration, the message is TERRAIN.
(9) Upon penetration of the boundary, either on the slope or from the top, the PULL UP legends come on and the voice message is TERRAIN TERRAIN.
If the boundary penetration lasts beyond these two TERRAIN messages, approximately 1 second, then the warning switches to PULL UP repeated continuously until the boundary is departed. When the Mode 2A envelope is exited, after having been violated for more than 3 seconds, an altitude gain feature is automatically activated. First the altitude at this instant is sampled and stored. The PULL UP legends remain on and the voice message is TERRAIN. After three hundred feet of altitude are gained from the stored value, or 45 seconds have elapsed from the point where the PULL UP envelope was exited, the PULL UP legends and voice stop. If another boundary penetration occurs during this altitude gain time, and it lasts long enough to restart the PULL UP warning plus 3 seconds, then the whole process begins again with a new reference altitude for the 300 ft. after boundary separation.
In this manner the aircraft is directed up and over the terrain to a safer altitude.
If the boundary penetration lasts beyond these two TERRAIN messages, approximately 1 second, then the warning switches to PULL UP repeated continuously until the boundary is departed. When the Mode 2A envelope is exited, after having been violated for more than 3 seconds, an altitude gain feature is automatically activated. First the altitude at this instant is sampled and stored. The PULL UP legends remain on and the voice message is TERRAIN. After three hundred feet of altitude are gained from the stored value, or 45 seconds have elapsed from the point where the PULL UP envelope was exited, the PULL UP legends and voice stop. If another boundary penetration occurs during this altitude gain time, and it lasts long enough to restart the PULL UP warning plus 3 seconds, then the whole process begins again with a new reference altitude for the 300 ft. after boundary separation.
In this manner the aircraft is directed up and over the terrain to a safer altitude.
(10) Lowering the flaps to the landing position automatically switches the GPWS to Mode 2B. The static boundary for Mode 2B is the same as the Mode 2A boundary except the upper limit has been lowered to 789 ft. at a maximum closure rate of 3000 FPM. The lower part of the Mode 2B boundary is controlled as a function of radio altitude and altitude rate when flaps are in full landing configuration.
(11) Mode 2B is also selected when the aircraft is performing an ILS approach and the glide slope and localizer deviations are less than +/- 2 dots. However, the warning envelope is slightly different from the flaps down case in that the lower boundary is controlled only as a function of radio altitude, having a constant lower cutoff of 30 ft. above ground level. When the flaps are selected to landing configuration in the ILS beams, the lower boundary is activated (Mode 2B inhibit).
(12) When the envelope boundary conditions for Mode 2B are violated, the PULL UP legends come on, and the voice message is repeated until the boundary is exited. If the gear or the flaps are up, then the message is TERRAIN TERRAIN followed by PULL UP if the condition persists. If both gear and flaps are in the landing configuration, the message is TERRAIN.
(13) When the following conditions are available:
The new envelope limits the top of the Mode 2 curve to 1250 ft. RA.
The Mode 2 envelope is also reduced to the existing Mode 2 B limit of 789 ft.whenever the aircraft is within 5NM of the runway.
- Enhanced functions valid,
- Terrain database quality good,
- Geometric Altitude valid,
- Terrain awareness functions in high integrity,
The new envelope limits the top of the Mode 2 curve to 1250 ft. RA.
The Mode 2 envelope is also reduced to the existing Mode 2 B limit of 789 ft.whenever the aircraft is within 5NM of the runway.
(14) When the following conditions are available:
The new envelope limits the top of the Mode 2 curve to 950 ft. RA.
The Mode 2 envelope is also reduced to the existing Mode 2 B limit of 789 ft. whenever the aircraft is within 10NM and 3500 ft. of the runway.
- Enhanced functions valid,
- Terrain database (TDB) quality good,
- Geometric Altitude valid,
- Terrain awareness functions in high integrity,
The new envelope limits the top of the Mode 2 curve to 950 ft. RA.
The Mode 2 envelope is also reduced to the existing Mode 2 B limit of 789 ft. whenever the aircraft is within 10NM and 3500 ft. of the runway.
D. Detailed Operation - Mode 3 - Insufficient climb performance after takeoff
(1) Mode 3 provides a warning for excessive altitude loss after takeoff.
Mode 3 is based primarily on radio altitude, altitude (IR inertial altitude, internally computed inertial altitude, or barometric altitude), and altitude rate (IVS, internally computed inertial altitude rate, or barometric altitude rate).
Mode 3 is based primarily on radio altitude, altitude (IR inertial altitude, internally computed inertial altitude, or barometric altitude), and altitude rate (IVS, internally computed inertial altitude rate, or barometric altitude rate).
(2) Penetration of the Mode 3 alert/boundary results in the message DON'T SINK and is based on altitude loss and radio altitude. This alert/warning is only provided during takeoff when the aircraft loses a predetermined amount of altitude.
The sloped portion of the static warning envelope depicted is defined by the following equation:
ALTITUDE LOSS (FT.) = 5.4 + 0.092 (RADIO ALTITUDE (FT.))
The sloped portion of the static warning envelope depicted is defined by the following equation:
ALTITUDE LOSS (FT.) = 5.4 + 0.092 (RADIO ALTITUDE (FT.))
(3) Inertially compensated air data signals are used when possible.
IVS is used when valid data is available and barometric altitude rate is used only when valid IVS is not available and the internal computed inertial data is not valid. The Mode 3 warning envelopes are inhibited close to the ground.
IVS is used when valid data is available and barometric altitude rate is used only when valid IVS is not available and the internal computed inertial data is not valid. The Mode 3 warning envelopes are inhibited close to the ground.
(4) The descent required for a warning varies as a function of flight profile and time. Once a descent begins during the takeoff phase of flight, as determined by the polarity of the altitude rate signal and takeoff/approach mode logic, the Enhanced GPWC stores the existing value of altitude. Subsequent samples of altitude, altitude rate, and radio altitude are examined for warning conditions. The original stored value of altitude indicating where the descent began is retained until the aircraft ascends above the stored altitude value. When the polarity of the altitude rate signal indicates ascent rather than descent, the warning is cut off to indicate recovery is being initiated. A subsequent return to descent prior to regaining the altitude lost enables the warning. The altitude loss required to resume the message and legend activation is based on the initially stored altitude value. In this manner, the possibility of stair stepping down without Mode 3 warning indication is eliminated.
(5) Mode 3 is biased or desensitized under certain conditions. This is accomplished by sampling radio altitude and altitude at takeoff or go-around, and combining these signals to establish the field elevation (or ground elevation) at takeoff or at the point of go-around. Subsequent altitude information is then compared to this value to determine the altitude gained since takeoff or go-around.
(6) A delay equivalent to 0.8 second is added to the warning output to prevent the possibility of nuisance warnings caused by static pressure disturbances during gear retraction.
E. Detailed Operation - Mode 4 - Unsafe terrain clearance
(1) Mode 4 generates three types of voice warnings based on the radio altitude, computed airspeed, and aircraft configuration, commonly referred to as Modes 4A, 4B and 4C.
Mode 4A is active during cruise and approach with gear and flaps not in landing configuration (conf 3 or full), the voice message is TOO LOW GEAR.
Mode 4B is active in cruise and approach, with either gear or flaps in landing configuration.
The upper boundary of the mode 4A and 4B envelope depends on the enhanced mo des. When TCF is enabled and TAD in high integrity, mode 4A upper boundary is maintained at 500ft for all airspeed and mode 4B upper boundary is maintained at 245ft for all airspeed.
All mode 4A/4B alerts are disabled when the aircraft is in full landing configuration.
The equation for the sloped portion of the warning curve is:
Mode 4C is active during takeoff phase with either gear or flaps not in landing configuration. It provides a warning based on minimum radio altitude clearance during takeoff. This warning is similar to the Mode 4A warning that is active during the cruise and approach phases of flight, only in this case, the minimum terrain clearance is a function of the radio altitude of the aircraft. The slopped portion of the envelope boundary is described by the equation:
MIN TERRAIN CLEARANCE (ft) = 0.75 (RADIO ALTITUDE (ft)
Mode 4C is based on a minimum terrain clearance, or floor, that increases with radio altitude during takeoff. A value equal to 75 per cent of the current radio altitude is accumulated in a long term filter that is only allowed to increase in value. If the radio altitude later decreases, the filter stores its maximum attained value. Further decrease of radio altitude below the stored filter value with gear or flaps up results in the warning TOO LOW TERRAIN (or equivalent).
A simplified example illustrates this operation. First assume the radio altitude increase rapidly from 0ft to 400ft. The filter begins charging to 75 per cent of 400ft or 300ft. In 20 seconds, the filter has charged up to approximately 220ft. Now if the radio altitude decreases so that 75 per cent of this value results in something less than 220ft (i.e., approximately 295ft or less), the filter remains at a value of 220ft . Further reductions in radio altitude below 220ft result in the TOO LOW TERRAIN warning. This warning is provided to prevent inadvertent controlled flight into the ground during takeoff climb into terrain that produces insufficient closure rate for a Mode 2 warning. After takeoff, and mode change over from Takeoff to Cruise or Approach, then Mode 4A and 4B provide this protection.
The basic audio de-clutter feature applies a ratched function to the Mode 4C voice warning which is equivalent to the ratcheting voice message described above. Once the message is given, the envelope is biased down by 20 per cent and further warnings are held off until this additional 20 per cent radio altitude is lost. The lamp is not affected and remains on until the terrain clearance problem is rectified.
Mode 4A is active during cruise and approach with gear and flaps not in landing configuration (conf 3 or full), the voice message is TOO LOW GEAR.
Mode 4B is active in cruise and approach, with either gear or flaps in landing configuration.
The upper boundary of the mode 4A and 4B envelope depends on the enhanced mo des. When TCF is enabled and TAD in high integrity, mode 4A upper boundary is maintained at 500ft for all airspeed and mode 4B upper boundary is maintained at 245ft for all airspeed.
All mode 4A/4B alerts are disabled when the aircraft is in full landing configuration.
The equation for the sloped portion of the warning curve is:
| H warn (ft) = -1083ft + 8.333 x Computed Airspeed (Kts) |
Mode 4C is active during takeoff phase with either gear or flaps not in landing configuration. It provides a warning based on minimum radio altitude clearance during takeoff. This warning is similar to the Mode 4A warning that is active during the cruise and approach phases of flight, only in this case, the minimum terrain clearance is a function of the radio altitude of the aircraft. The slopped portion of the envelope boundary is described by the equation:
MIN TERRAIN CLEARANCE (ft) = 0.75 (RADIO ALTITUDE (ft)
Mode 4C is based on a minimum terrain clearance, or floor, that increases with radio altitude during takeoff. A value equal to 75 per cent of the current radio altitude is accumulated in a long term filter that is only allowed to increase in value. If the radio altitude later decreases, the filter stores its maximum attained value. Further decrease of radio altitude below the stored filter value with gear or flaps up results in the warning TOO LOW TERRAIN (or equivalent).
A simplified example illustrates this operation. First assume the radio altitude increase rapidly from 0ft to 400ft. The filter begins charging to 75 per cent of 400ft or 300ft. In 20 seconds, the filter has charged up to approximately 220ft. Now if the radio altitude decreases so that 75 per cent of this value results in something less than 220ft (i.e., approximately 295ft or less), the filter remains at a value of 220ft . Further reductions in radio altitude below 220ft result in the TOO LOW TERRAIN warning. This warning is provided to prevent inadvertent controlled flight into the ground during takeoff climb into terrain that produces insufficient closure rate for a Mode 2 warning. After takeoff, and mode change over from Takeoff to Cruise or Approach, then Mode 4A and 4B provide this protection.
The basic audio de-clutter feature applies a ratched function to the Mode 4C voice warning which is equivalent to the ratcheting voice message described above. Once the message is given, the envelope is biased down by 20 per cent and further warnings are held off until this additional 20 per cent radio altitude is lost. The lamp is not affected and remains on until the terrain clearance problem is rectified.
(2) The Mode 4A/4B maximum altitude is lowered from 1000 to 800 ft. of radio altitude when an overflight is detected. An overflight can be detected by sensing the sudden change in radio altitude (-2200ft/s). The 800 ft limit is maintained for 60 seconds after an overflight to ensure that a nuisance warning is not issued.
(a) When the landing gear or flaps are lowered, the upper boundary decreases to 245 ft. To maintain the same airspeed expansion function up to 1000 ft. nominal at 250 Kts, the lower level corner is at 159 Kts.
Penetration below 159 Kts results in TOO LOW GEAR messages with gear up or TOO LOW FLAPS message with gear down and flaps not in landing configuration, while above 159 Kts the message is TOO LOW TERRAIN.
Penetration below 159 Kts results in TOO LOW GEAR messages with gear up or TOO LOW FLAPS message with gear down and flaps not in landing configuration, while above 159 Kts the message is TOO LOW TERRAIN.
(3) The basic audio de-clutter feature applies a ratched function to the Mode 4 voice warning which is similar to the Mode 3 ratcheting voice message. Once the message is given, the envelope is biased down by 20 per cent and further warnings are held off until this additional 20 per cent radio altitude is lost. The lamp is not affected and remains on until the radio altitude becomes greater than indicated on the curves.
A simplified example illustrates this operation. First assume the radio altitude increases rapidly from 0 ft. to 400 ft. The filter begins charging to 75 per cent of 400 ft., or 300 ft. In 20 seconds, the filter has charged up to approximately 220 ft.
A simplified example illustrates this operation. First assume the radio altitude increases rapidly from 0 ft. to 400 ft. The filter begins charging to 75 per cent of 400 ft., or 300 ft. In 20 seconds, the filter has charged up to approximately 220 ft.
(4) The gear-down logic requirement for Mode 5 is deleted at certain airports.
(5) Mode 4 generates three types of voice warning messages based on the radio altitude, computed airspeed, and aircraft configuration.
Mode 4 is composed of three sub-modes referred to as Modes 4A, 4B and 4C.
Mode 4A is active during cruise and approach, with gear not in landing configuration and flaps not in landing configuration (full or conf 3 + LDG FLAP 3 selected on the overhead GPWS control panel).
Mode 4B is active during cruise and approach, with:
A push action on the GPWS/FLAP MODE pushbutton switch (OFF legend on) inhibits all Mode 4 alerts if gear is in landing configuration.
Mode 4 is composed of three sub-modes referred to as Modes 4A, 4B and 4C.
Mode 4A is active during cruise and approach, with gear not in landing configuration and flaps not in landing configuration (full or conf 3 + LDG FLAP 3 selected on the overhead GPWS control panel).
Mode 4B is active during cruise and approach, with:
- gear in landing configuration
OR - flaps in landing configuration and gear not in landing configuration.
A push action on the GPWS/FLAP MODE pushbutton switch (OFF legend on) inhibits all Mode 4 alerts if gear is in landing configuration.
(6) The standard upper boundary for Mode 4A is at 500 ft. radio altitude. Below 190 kts, if the aircraft penetrates this boundary with the gear still up and flap not in landing configuration, the voice message is TOO LOW GEAR.
Above 190 kts :
Above 190 kts :
- if flaps are not in landing configuration and TCF enabled or TAD in high integrity (A/C position and geometric altitude have a high accuracy), the upper boundary stays constant to a value of 500 ft. radio altitude.
Penetrating this airspeed expanded boundary produces a TOO LOW TERRAIN voice message. - if flaps are not in landing configuration and TCF disabled and TAD not in high integrity, the upper boundary increases linearly with airspeed to a maximum of 1000 ft. radio altitude at 250 kts or more.
Penetrating this airspeed expanded boundary produces a TOO LOW TERRAIN voice message.
Lowering the flaps or the gear in landing configuration results in transition to Mode 4B.
(7) The standard upper boundary for Mode 4B is at 245 ft. radio altitude. Penetration below 159 kts results in TOO LOW GEAR voice message with gear up, or TOO LOW FLAPS message with gear down and flaps not in Landing configuration
Above 159 kts :
Above 159 kts :
- if landing gear is up and flaps are down, the voice message is TOO LOW GEAR. The upper boundary stays constant to a value of 245 ft.
- if landing gear is down and flaps are not in landing configuration, the voice message is TOO LOW TERRAIN. The upper boundary stays constant to a value of 245 ft. if TAD is in high integrity or TCF enabled.
Otherwise, the upper boundary increases linearly with airspeed to a maximum value of 1000 ft. radio altitude at 250 kts or more.
(8) The Mode 4A and 4B maximum altitudes are reduced under different circumstances to help reduce nuisance alerts.
First, through Envelope Modulation, lower maximums are used at certain airports where operational procedures and terrain characteristics may result in potential nuisance warnings.
Secondly, the Mode 4 maximum altitude is reduced from 1000 ft. to 800 ft. radio altitude if an overflight is detected. An overflight is detected by sensing sudden changes in radio altitude.
Current holding patterns can allow a 1000 ft. separation between aircraft. Due to barometric altimetry errors, the actual separation can be somewhat less than 1000 ft. If the radio altitude rate of change is greater than or equal to -2200 ft. per second, then the Mode 4 maximum altitude is reduced to 800 ft. for 60 seconds following the excessive rate detection.
First, through Envelope Modulation, lower maximums are used at certain airports where operational procedures and terrain characteristics may result in potential nuisance warnings.
Secondly, the Mode 4 maximum altitude is reduced from 1000 ft. to 800 ft. radio altitude if an overflight is detected. An overflight is detected by sensing sudden changes in radio altitude.
Current holding patterns can allow a 1000 ft. separation between aircraft. Due to barometric altimetry errors, the actual separation can be somewhat less than 1000 ft. If the radio altitude rate of change is greater than or equal to -2200 ft. per second, then the Mode 4 maximum altitude is reduced to 800 ft. for 60 seconds following the excessive rate detection.
(a) Mode 4 also provides an alert based on a minimum radio altitude clearance during takeoff. This alert is similar to the Mode 4A alert that is active during the cruise and approach phases of flight, only in this case, the minimum terrain clearance is a function of the radio altitude of the aircraft.
A value equal to 75 percent of the current radio altitude is accumulated in a long-term filter that is only allowed to increase in value. If the radio altitude later decreases, the filter stores its maximum attained value. Further decrease of radio altitude below the stored filter value with gear or flap results in the TOO LOW TERRAIN voice message (or equivalent).
A simplified example illustrates this operation. First assume the radio altitude increases rapidly from zero foot to 400 ft. The filter begins charging to 75 percent of 400 ft., or 300 ft. In 20 seconds, the filter will have charged up to approximately 220 ft. If the radio altitude decreases so that 75 percent of this value results in something less than 220 ft. (i.e., approximately 295 ft. or less), the filter remains at a value of 220 ft. Further reductions in radio altitude below 220 ft. will result in the TOO LOW TERRAIN voice message.
This warning is provided to prevent inadvertent controlled flight into the ground during takeoff climb into terrain that produces insufficient closure rate for a Mode 2 warning. After change from takeoff to cruise and approach, then Modes 4A and 4B provide this protection.
The basic audio declutter feature applies a ratchet function to the Mode 4 aural alerts which are similar to the Mode 3 ratcheting alert/warning. Once the alert/warning is provided, the envelope is biased down by 20 percent and further alerts are held off until this additional 20 percent radio altitude is lost. The lamp is not affected and remains on until the radio altitude becomes greater than the indication on the curves.
A value equal to 75 percent of the current radio altitude is accumulated in a long-term filter that is only allowed to increase in value. If the radio altitude later decreases, the filter stores its maximum attained value. Further decrease of radio altitude below the stored filter value with gear or flap results in the TOO LOW TERRAIN voice message (or equivalent).
A simplified example illustrates this operation. First assume the radio altitude increases rapidly from zero foot to 400 ft. The filter begins charging to 75 percent of 400 ft., or 300 ft. In 20 seconds, the filter will have charged up to approximately 220 ft. If the radio altitude decreases so that 75 percent of this value results in something less than 220 ft. (i.e., approximately 295 ft. or less), the filter remains at a value of 220 ft. Further reductions in radio altitude below 220 ft. will result in the TOO LOW TERRAIN voice message.
This warning is provided to prevent inadvertent controlled flight into the ground during takeoff climb into terrain that produces insufficient closure rate for a Mode 2 warning. After change from takeoff to cruise and approach, then Modes 4A and 4B provide this protection.
The basic audio declutter feature applies a ratchet function to the Mode 4 aural alerts which are similar to the Mode 3 ratcheting alert/warning. Once the alert/warning is provided, the envelope is biased down by 20 percent and further alerts are held off until this additional 20 percent radio altitude is lost. The lamp is not affected and remains on until the radio altitude becomes greater than the indication on the curves.
F. Detailed Operation - Mode 5 - Descent below glide slope
(1) Mode 5 provides two levels of warning when the aircraft flight path descends below the glide slope beam on front course ILS approaches.
The upper limit of 1000 ft. nominal allows the capture of the beam before enabling this mode. Higher upper limits are used at certain airports to increase the warning envelope. The deviation boundaries are shown in dots below the beam where one dot equals 0.0875 DDM = 0,36 degree. The first warning occurs whenever the aircraft is more than 1.3 dots below the beam. It is called a soft glide slope warning because the volume level of the GLIDE SLOPE warning is approximately one half (- 6 db) that of the other warnings.
A second warning boundary occurs below 300 ft. radio altitude and more than 2 dots below the beam. It is called loud glide slope because the volume level is increased to that of the other warnings.
The upper limit of 1000 ft. nominal allows the capture of the beam before enabling this mode. Higher upper limits are used at certain airports to increase the warning envelope. The deviation boundaries are shown in dots below the beam where one dot equals 0.0875 DDM = 0,36 degree. The first warning occurs whenever the aircraft is more than 1.3 dots below the beam. It is called a soft glide slope warning because the volume level of the GLIDE SLOPE warning is approximately one half (- 6 db) that of the other warnings.
A second warning boundary occurs below 300 ft. radio altitude and more than 2 dots below the beam. It is called loud glide slope because the volume level is increased to that of the other warnings.
(2) Both boundaries allow additional deviation below 150 ft. of radio altitude to allow for normal beam variations near the threshold.
(3) The basic audio de-clutter feature provides GLIDE SLOPE message logic which suppresses the aural alert after one message has been given. Follow-on alerts are only allowed when the aircraft descends lower on the glide slope beam by approximately 20 per cent. The alert lamp remains on until the excessive FLY UP condition has been corrected. The aural alerts are provided continuously once the aircraft exceeds 2 dots FLY UP. Below 300 ft. AGL the messages speed up as altitude is lowered or deviation is increased. Actual time between GLIDE SLOPE messages for these conditions is controlled by the equation:
Additionally, the audio de-clutter feature allows for Mode 5 GLIDE SLOPE alerts to occur during penetration of the Mode 1 outer envelope while the Mode 1 SINKRATE audio is suppressed.
| RADIO ALTITUDE (FT.) |
| PAUSE(SEC) = --------------------------------- X 0.0067 |
| GLIDE SLOPE DEVIATION (DOTS FLY UP) |
Additionally, the audio de-clutter feature allows for Mode 5 GLIDE SLOPE alerts to occur during penetration of the Mode 1 outer envelope while the Mode 1 SINKRATE audio is suppressed.
(4) The GLIDE SLOPE warning can be manually cancelled by the crew.
This can be done any time below 2000 ft. nominal radio altitude.
Cancel can be reset by ascending above 2000 ft. nominal, or descending below 30 ft.
This can be done any time below 2000 ft. nominal radio altitude.
Cancel can be reset by ascending above 2000 ft. nominal, or descending below 30 ft.
(5) The change from constant deviation to a slope below 150 ft. radio altitude is shown along with the constant separation 0.7 dot between the two boundaries. A delay of approximately 0.8 second is inserted between the warning output and the enabling logic during a warning condition. The delay also turns off the warning output when two successive samples show a loss of the enabling logic. The repetition rate of the GLIDE SLOPE message is controlled by the radio altitude and the glide slope deviation as shown in the equation above.
(6) The gear-down logic requirement for Mode 5 is deleted at certain airports.
(7) Mode 5 is inhibited when aircraft performed an FLS approach.
G. Envelope Modulation - Background
During the past 20 years, experience with GPWS has shown that normal approaches to certain airports can be incompatible with the normal warning envelopes and signal filtering.
The envelope modulation feature provides improved alert/warning protection at some key locations throughout the world, while improving nuisance margins at others. This is made possible with the use of navigational signals from modern inertially based navigation equipment. This feature utilizes updated flight management system navigational signals.
A number of enhancements to the envelopes and filters have been developed during this time in an attempt to accommodate these few airports, without compromising the overall GPWS effectiveness for all the other airport "normal" approaches. However, there remains a limited number of cases which are still not satisfactory persist despite these efforts.
All of the noticeable cases have been due to nuisance warnings for approaches and departures at particular airports. The majority of nuisance warnings involves Mode 2 closure rate due to terrain under the approach path or rising terrain just before the runway threshold. Others involve Mode 4 terrain clearance warnings during initial approach. A few Mode 1 warnings are the results of steeper than normal approaches over terrain which slopes down to the runway at some airports.
A different type of case is the inadequate warning protection during ILS approaches because Mode 5 is limited to less than 1000 ft. radio altitude. There are airports located at a significantly higher altitude than the surrounding terrain. In some instances this difference is over 1000 ft., thus requiring the aircraft to be below the runway elevation before a Mode 5 warning is possible during most of the approach.
Until recently there has been no reasonable way to accommodate these few special cases without compromising the Enhanced GPWC at all other airports.
What is needed is the ability to recognize when the aircraft is approaching one of these airports and then adjust the warning criteria to suit the particular approach.
The availability of accurate, low drift, latitude and longitude information from the latest generation inertial navigation equipment now makes individual airport recognition possible. After recognizing the approach to or departure from one of these airports, it is also important to verify the aircraft is at a reasonable altitude before desensitizing any warning criteria. If the aircraft is already low, further warning reduction is not desirable. This requires the use of corrected altitude signals.
During the past 20 years, experience with GPWS has shown that normal approaches to certain airports can be incompatible with the normal warning envelopes and signal filtering.
The envelope modulation feature provides improved alert/warning protection at some key locations throughout the world, while improving nuisance margins at others. This is made possible with the use of navigational signals from GPS/IRS/FMS navigation equipment.
A number of enhancements to the envelopes and filters have been developed during this time in an attempt to accommodate these few airports, without compromising the overall GPWS effectiveness for all the other airport "normal" approaches. However, there remains a limited number of cases which are still not satisfactory persist despite these efforts.
All of the noticeable cases have been due to nuisance warnings for approaches and departures at particular airports. The majority of nuisance warnings involves Mode 2 closure rate due to terrain under the approach path or rising terrain just before the runway threshold. Others involve Mode 4 terrain clearance warnings during initial approach. A few Mode 1 warnings are the results of steeper than normal approaches over terrain which slopes down to the runway at some airports.
A different type of case is the inadequate warning protection during ILS approaches because Mode 5 is limited to less than 1000 ft. radio altitude. There are airports located at a significantly higher altitude than the surrounding terrain. In some instances this difference is over 1000 ft., thus requiring the aircraft to be below the runway elevation before a Mode 5 warning is possible during most of the approach.
Until recently there has been no reasonable way to accommodate these few special cases without compromising the Enhanced GPWC at all other airports.
What is needed is the ability to recognize when the aircraft is approaching one of these airports and then adjust the warning criteria to suit the particular approach.
The availability of accurate, low drift, latitude and longitude information from the latest generation inertial navigation equipment now makes individual airport recognition possible. After recognizing the approach to or departure from one of these airports, it is also important to verify the aircraft is at a reasonable altitude before desensitizing any warning criteria. If the aircraft is already low, further warning reduction is not desirable. This requires the use of corrected altitude signals.
During the past 20 years, experience with GPWS has shown that normal approaches to certain airports can be incompatible with the normal warning envelopes and signal filtering.
The envelope modulation feature provides improved alert/warning protection at some key locations throughout the world, while improving nuisance margins at others. This is made possible with the use of navigational signals from modern inertially based navigation equipment. This feature utilizes updated flight management system navigational signals.
A number of enhancements to the envelopes and filters have been developed during this time in an attempt to accommodate these few airports, without compromising the overall GPWS effectiveness for all the other airport "normal" approaches. However, there remains a limited number of cases which are still not satisfactory persist despite these efforts.
All of the noticeable cases have been due to nuisance warnings for approaches and departures at particular airports. The majority of nuisance warnings involves Mode 2 closure rate due to terrain under the approach path or rising terrain just before the runway threshold. Others involve Mode 4 terrain clearance warnings during initial approach. A few Mode 1 warnings are the results of steeper than normal approaches over terrain which slopes down to the runway at some airports.
A different type of case is the inadequate warning protection during ILS approaches because Mode 5 is limited to less than 1000 ft. radio altitude. There are airports located at a significantly higher altitude than the surrounding terrain. In some instances this difference is over 1000 ft., thus requiring the aircraft to be below the runway elevation before a Mode 5 warning is possible during most of the approach.
Until recently there has been no reasonable way to accommodate these few special cases without compromising the Enhanced GPWC at all other airports.
What is needed is the ability to recognize when the aircraft is approaching one of these airports and then adjust the warning criteria to suit the particular approach.
The availability of accurate, low drift, latitude and longitude information from the latest generation inertial navigation equipment now makes individual airport recognition possible. After recognizing the approach to or departure from one of these airports, it is also important to verify the aircraft is at a reasonable altitude before desensitizing any warning criteria. If the aircraft is already low, further warning reduction is not desirable. This requires the use of corrected altitude signals.
During the past 20 years, experience with GPWS has shown that normal approaches to certain airports can be incompatible with the normal warning envelopes and signal filtering.
The envelope modulation feature provides improved alert/warning protection at some key locations throughout the world, while improving nuisance margins at others. This is made possible with the use of navigational signals from GPS/IRS/FMS navigation equipment.
A number of enhancements to the envelopes and filters have been developed during this time in an attempt to accommodate these few airports, without compromising the overall GPWS effectiveness for all the other airport "normal" approaches. However, there remains a limited number of cases which are still not satisfactory persist despite these efforts.
All of the noticeable cases have been due to nuisance warnings for approaches and departures at particular airports. The majority of nuisance warnings involves Mode 2 closure rate due to terrain under the approach path or rising terrain just before the runway threshold. Others involve Mode 4 terrain clearance warnings during initial approach. A few Mode 1 warnings are the results of steeper than normal approaches over terrain which slopes down to the runway at some airports.
A different type of case is the inadequate warning protection during ILS approaches because Mode 5 is limited to less than 1000 ft. radio altitude. There are airports located at a significantly higher altitude than the surrounding terrain. In some instances this difference is over 1000 ft., thus requiring the aircraft to be below the runway elevation before a Mode 5 warning is possible during most of the approach.
Until recently there has been no reasonable way to accommodate these few special cases without compromising the Enhanced GPWC at all other airports.
What is needed is the ability to recognize when the aircraft is approaching one of these airports and then adjust the warning criteria to suit the particular approach.
The availability of accurate, low drift, latitude and longitude information from the latest generation inertial navigation equipment now makes individual airport recognition possible. After recognizing the approach to or departure from one of these airports, it is also important to verify the aircraft is at a reasonable altitude before desensitizing any warning criteria. If the aircraft is already low, further warning reduction is not desirable. This requires the use of corrected altitude signals.
H. Envelope Modulation - Functional description
Furthermore, in order to prevent inadvertent activation of envelope modulation, cross checks must be made which validate the navigational and altitude information. This requires a cross check to other ground based navigational aids.
Corrected altitude information from the ADIRU is used. This data can be either QNH or QFE corrected (selectable via program pin). This altitude information is verified in one of two ways:
Corrected altitude information from the ADIRU is used. This data can be either QNH or QFE corrected. This altitude information is verified in one of two ways:
The FMGC is the preferred source for latitude and longitude data because these data were corrected for the normal drift of the ADIRU basic latitude and longitude data.
The following input data are used for airport recognition:
The FMGC is the preferred source for latitude and longitude data because these data were corrected for the normal drift of the ADIRU basic latitude and longitude data.
The following input data are used for airport recognition:
The GPS is the preferred source for latitude and longitude. The Enhanced-GPWS will then us preferably GPS and corrected IRS latitude and longitude data as valid position source, if these positions are downgraded, then FMS position will be used.
Furthermore, in order to prevent inadvertent activation of envelope modulation, cross checks must be made which validate the navigational and altitude information. This requires a cross check to other ground based navigational aids.
Corrected altitude information from the ADIRU is used. This data can be either QNH or QFE corrected (selectable via program pin). This altitude information is verified in one of two ways:
- For ILS approaches, the glide slope deviation is used to establish that adequate terrain clearance exists (i.e. a "normal" approach). Consequently, errors in altitude data do not enable envelope modulation during an unsafe condition,
- When ILS information is not available, stored terrain elevation data is matched against computed elevation data (i.e. corrected altitude - radio altitude) to verify altitude. This is done for a "snapshot" location immediately prior to the envelope modulation area.
Corrected altitude information from the ADIRU is used. This data can be either QNH or QFE corrected. This altitude information is verified in one of two ways:
- For ILS approaches, the glide slope deviation is used to establish that adequate terrain clearance exists (i.e. a "normal" approach). Consequently, errors in altitude data do not enable envelope modulation during an unsafe condition,
- When ILS information is not available, stored terrain elevation data is matched against computed elevation data (i.e. corrected altitude - radio altitude) to verify altitude. This is done for a "snapshot" location immediately prior to the envelope modulation area.
- latitude position from the FMGC or the ADIRU,
- longitude position from the FMGC or the ADIRU,
- glide slope deviation from the ILS,
- localizer deviation from the ILS,
- aircraft magnetic track angle from the FMGC or the ADIRU,
- runway course from the ILS,
- corrected barometric altitude from the ADIRU,
- QNH or QFE mode of baro altitude correction via program pin. QNH mode is baro altitude correction to sea level. QFE mode is selected with a program pin for baro altitude correction to the airport field elevation,
- radio altitude.
The FMGC is the preferred source for latitude and longitude data because these data were corrected for the normal drift of the ADIRU basic latitude and longitude data.
The following input data are used for airport recognition:
- latitude position from the FMGC or the ADIRU,
- longitude position from the FMGC or the ADIRU,
- glide slope deviation from the ILS portion of the MMR,
- localizer deviation from the ILS portion of the MMR,
- aircraft magnetic track angle from the FMGC or the ADIRU,
- runway course from the ILS portion of the MMR,
- corrected barometric altitude from the ADIRU,
- QNH or QFE mode of baro altitude correction via program pin. QNH mode is the baro altitude correction to sea level. QFE mode is selected with a program pin for baro altitude correction to the airport field elevation,
- radio altitude.
The FMGC is the preferred source for latitude and longitude data because these data were corrected for the normal drift of the ADIRU basic latitude and longitude data.
The following input data are used for airport recognition:
- latitude position from GPS or FMGC or the ADIRU,
- longitude position from GPS or FMGC or the ADIRU,
- glide slope deviation from the ILS,
- localizer deviation from the ILS,
- aircraft magnetic track angle from the FMGC or the ADIRU,
- runway course from the ILS,
- corrected barometric altitude from the ADIRU,
- QNH or QFE mode of baro altitude correction. QNH mode is baro altitude correction to sea level. QFE mode is selected for baro altitude correction to the airport field elevation,
- radio altitude.
The GPS is the preferred source for latitude and longitude. The Enhanced-GPWS will then us preferably GPS and corrected IRS latitude and longitude data as valid position source, if these positions are downgraded, then FMS position will be used.
(1) Types of envelope modulation - There are currently four types of envelope modulation required for particular airport approaches.
Stored data for latitude, longitude, terrain elevation, expected elevation tolerance, minimum expected radio altitude, heading (track) and maximum allowable time to reach the envelope modulation area are compared to real time computed values for these parameters in order to set "snapshot" latch. This latch is intentionally stored in volatile RAM memory and cleared during power loss recovery. The associated signal validities are used to establish signal integrity prior to setting the "snapshot" latch. The maximum time term is used to clear the "snapshot" latch once this time has expired unless the envelope modulation conditions are satisfied first.
Logic is required to satisfy one or more of the envelope modulation "keys". In each case, if the "key" is required, the associated conditions are monitored.
The following is a summary of the envelope modulation, and snapshot keys:
All of the "keys", either by virtue of not being selected, or by being selected and satisfied, are required to enable envelope modulation. Envelope modulation parameters are either within the selected values if the "keys" fit, or defaulted to normal values if the "keys" do not fit. These parameters are used as inputs to the warning modes and thereby provide the mechanism for envelope modulation.
- bias the Mode 1 warning boundaries for SINK RATE and PULL UP to the right to allow greater altitude descent rates before a warning is generated.
- lower the maximum upper limit for Mode 2A and Mode 2B.
This limits the maximum radio altitude, or the minimum terrain clearance required to generate a warning. - lower the maximum upper limit for Mode 4 to allow less minimum terrain clearance before a warning is generated. Enhanced GPWS - Unsafe Terrain Clearance - Mode ** ON A/C NOT FOR ALL Enhanced GPWS - Mode 4A Static Alert Envelope (Gear Up) ** ON A/C NOT FOR ALL
- expand the maximum Mode 5 radio altitude level where a warning can begin. This allows GLIDE SLOPE warnings for higher radio altitudes. The gear down requirement is also removed during warning expansion, to allow gear up warnings.
Stored data for latitude, longitude, terrain elevation, expected elevation tolerance, minimum expected radio altitude, heading (track) and maximum allowable time to reach the envelope modulation area are compared to real time computed values for these parameters in order to set "snapshot" latch. This latch is intentionally stored in volatile RAM memory and cleared during power loss recovery. The associated signal validities are used to establish signal integrity prior to setting the "snapshot" latch. The maximum time term is used to clear the "snapshot" latch once this time has expired unless the envelope modulation conditions are satisfied first.
Logic is required to satisfy one or more of the envelope modulation "keys". In each case, if the "key" is required, the associated conditions are monitored.
The following is a summary of the envelope modulation, and snapshot keys:
| ENVELOPE MODULATION KEYS |
| ----------------------------------------------------------------------------- |
| ! SELECTED KEY ! DESCRIPTION ! |
| !------------------!--------------------------------------------------------! |
| ! ENVELOPE ! REQUIRES VALID LATITUDE AND LONGITUDE TO BE WITHIN ! |
| ! MODULATION AREA ! DEFINED AREA ! |
| !------------------!--------------------------------------------------------! |
| ! G/S SELECTED ! REQUIRES VALID GLIDE SLOPE WITHIN +/- 2 DOTS ! |
| !------------------!--------------------------------------------------------! |
| ! LOC SELECTED ! REQUIRES VALID LOCALIZER WITHIN +/- 2 DOTS ! |
| !------------------!--------------------------------------------------------! |
| ! HDG SELECTED ! REQUIRES VALID HEADING WITHIN +/- 30 DEG OF SELECTED ! |
| ! ! VALUE ! |
| !------------------!--------------------------------------------------------! |
| ! CRS SELECTED ! REQUIRES VALID RUNWAY COURSE WITHIN +/- 10 DEG OF ! |
| ! ! SELECTED VALUE ! |
| ! ! If the aircraft installation does not provide runway ! |
| ! ! course (or selected heading) then this key is not ! |
| ! ! required. ! |
| !------------------!--------------------------------------------------------! |
| ! MIN ALTITUDE ! REQUIRES VALID CORRECTED ALTITUDE (QFE OR QNH) TO BE ! |
| ! SELECTED ! GREATER THAN SELECTED VALUE ! |
| !------------------!--------------------------------------------------------! |
| ! SNAPSHOT SELECTED! REQUIRES SNAPSHOT DETECTED ! |
| ----------------------------------------------------------------------------- |
| SNAPSHOT KEYS |
| ----------------------------------------------------------------------------- |
| ! SELECTED KEY ! DESCRIPTION ! |
| !------------------!--------------------------------------------------------! |
| ! SNAPSHOT AREA ! REQUIRES VALID LATITUDE AND LONGITUDE TO BE WITHIN ! |
| ! ! DEFINED AREA ! |
| !------------------!--------------------------------------------------------! |
| ! HDG SELECTED ! REQUIRES VALID HEADING WITHIN +/- 30 DEG OF SELECTED ! |
| ! ! VALUE ! |
| !------------------!--------------------------------------------------------! |
| ! MINIMUM RADIO ! REQUIRES VALID RADIO ALTITUDE TO BE GREATER THAN ! |
| ! ALTITUDE ! SELECTED VALUE ! |
| !------------------!--------------------------------------------------------! |
| ! TERRAIN ELEVATION! REQUIRES TERRAIN ELEVATION (QFE OR QNH) TO BE WITHIN ! |
| ! ! A SPECIFIC TOLERANCE OF THE SELECTED VALUE ! |
| !------------------!--------------------------------------------------------! |
| ! MAXIMUM TIME ! MAXIMUM TIME PERMITTED TO SATISFY ALL ENVELOPE ! |
| ! ! MODULATION KEYS AFTER LEAVING THE SNAPSHOT ! |
| !__________________!________________________________________________________! |
All of the "keys", either by virtue of not being selected, or by being selected and satisfied, are required to enable envelope modulation. Envelope modulation parameters are either within the selected values if the "keys" fit, or defaulted to normal values if the "keys" do not fit. These parameters are used as inputs to the warning modes and thereby provide the mechanism for envelope modulation.
I. Enhanced Features - Terrain Awareness alerting and Display (TAD) functions
The terrain awareness component of the Enhanced GPWS is divided into functional blocks with an interface to Navigation Display.
Enhanced GPWS - Terrain Awareness Functions ** ON A/C NOT FOR ALL
Enhanced GPWS - Terrain Awareness Functions ** ON A/C NOT FOR ALL
The highlighted blocks monitor aircraft position with respect to local terrain data base and provide rapid audio and visual alerts when a terrain threat is detected. Terrain threats are recognized and annunciated when terrain violates specific computed envelope boundaries forward of the aircraft path.
The terrain awareness alert lamps and audio outputs behave in the same manner as the standard GPWS mode alerts. A terrain caution alert or terrain warning alert initiates a specific audio alert phrase (Ref. para. D.(1)(d)2_ and D.(1)(d)3_).
Complementing the terrain threat alerts, the Enhanced GPWS also maintains a synthetic image of local terrain forward of the aircraft for display on EFIS Navigation Displays (ND).
The Enhanced GPWS is configured to automatically de-select the weather display and pop-up a display of the terrain threats when they occur. The logic used provides an external input for predictive windshear (PWS) alerts that can override a terrain display and revert to the weather display with the corresponding windshear data (if WR/PWS installed).
The Enhanced GPWS provides two external display outputs, each with independent range-scaling control in the same fashion as a weather radar on both NDs. Changes of range scaling to one ND do not affect the other display. Each of these two independent outputs may be used to drive more than one display.
The terrain awareness component of the Enhanced GPWS is divided into functional blocks with an interface to Navigation Display.
Enhanced GPWS - Terrain Awareness Functions ** ON A/C NOT FOR ALL Enhanced GPWS - Terrain Awareness Functions ** ON A/C NOT FOR ALL The terrain awareness alert lamps and audio outputs behave in the same manner as the standard GPWS mode alerts. A terrain caution alert or terrain warning alert initiates a specific audio alert phrase (Ref. para. D.(1)(d)2_ and D.(1)(d)3_).
Complementing the terrain threat alerts, the Enhanced GPWS also maintains a synthetic image of local terrain forward of the aircraft for display on EFIS Navigation Displays (ND).
The Enhanced GPWS is configured to automatically de-select the weather display and pop-up a display of the terrain threats when they occur. The logic used provides an external input for predictive windshear (PWS) alerts that can override a terrain display and revert to the weather display with the corresponding windshear data (if WR/PWS installed).
The Enhanced GPWS provides two external display outputs, each with independent range-scaling control in the same fashion as a weather radar on both NDs. Changes of range scaling to one ND do not affect the other display. Each of these two independent outputs may be used to drive more than one display.
J. Enhanced features - Enhanced GPWS Input processing and signal selection function
Enhanced GPWS - Terrain Awareness Functions ** ON A/C NOT FOR ALL
Enhanced GPWS - Terrain Awareness Functions ** ON A/C NOT FOR ALL
The input processing and signal selection function conditions and formats aircraft data into proper form for use by the Enhanced GPWS while insulating the Enhanced GPWS from variations in aircraft type and configuration.
Enhanced GPWS - Terrain Awareness Functions ** ON A/C NOT FOR ALL Enhanced GPWS - Terrain Awareness Functions ** ON A/C NOT FOR ALL (1) Aircraft data inputs
Aircraft position latitude and longitude are required for terrain awareness operation and are received from the Global Positioning System (GPS). The Enhanced GPWS will use GPS and corrected IRS as valid position sources, if the figures of merit (FOM) of these sources exceed 0,5NM then FMS data will be used. The terrain peration and a threat detection and display processing are automatically disabled in some particular conditions. This is indicated to the flight crew by an ECAM memo (TERR STBY).
Additionally, aircraft ground track and ground speed data are received from the IR portion of the ADIRU 1 (IRS). The aircraft altitude MSL is received from the air data portion of the ADIRU 1.
Other aircraft inputs include aircraft heading (from the IR), roll attitude (from IR) and flight path angle (Gamma, derived by the Enhanced GPWC).
Aircraft position latitude and longitude are required for terrain awareness operation and are received from the Global Positioning System (GPS). The Enhanced GPWS will use GPS and corrected IRS as valid position sources, if the figures of merit (FOM) of these sources exceed 0,5NM then FMS data will be used. The terrain peration and a threat detection and display processing are automatically disabled in some particular conditions. This is indicated to the flight crew by an ECAM memo (TERR STBY).
Additionally, aircraft ground track and ground speed data are received from the IR portion of the ADIRU 1 (IRS). The aircraft altitude MSL is received from the air data portion of the ADIRU 1.
Other aircraft inputs include aircraft heading (from the IR), roll attitude (from IR) and flight path angle (Gamma, derived by the Enhanced GPWC).
(2) Aircraft data inputs
Aircraft position latitude and longitude are required for terrain awareness operation and are received from the Global Positioning System (GPS). The Enhanced GPWS will use GPS and corrected IRS as valid position sources, if the figures of merit (FOM) of these sources exceed 0,5NM then FMS data will be used. The terrain peration and a threat detection and display processing are automatically disabled in some particular conditions. This is indicated to the flight crew by an ECAM memo (TERR STBY).
Additionally, aircraft ground track and ground speed data are received from the IR portion of the ADIRU 1 (IRS). The aircraft altitude MSL is received from the air data portion of the ADIRU 1.
Other aircraft inputs include aircraft heading (from the IR), roll attitude (from IR) and flight path angle (Gamma, derived by the Enhanced GPWC).
Aircraft altitude for the Terrain Awareness functions is also computed from pressure altitude and SAT received from the air data portion of the ADIRU, altitude from the Global Positioning System (if available), and height above ground provided by the Radio Altimeter (RA).
When GPS parameters are available via a specific Pin-Program, and from GPIRS, the Enhanced GPWS computes a Geometric Altitude.
Aircraft position latitude and longitude are required for terrain awareness operation and are received from the Global Positioning System (GPS). The Enhanced GPWS will use GPS and corrected IRS as valid position sources, if the figures of merit (FOM) of these sources exceed 0,5NM then FMS data will be used. The terrain peration and a threat detection and display processing are automatically disabled in some particular conditions. This is indicated to the flight crew by an ECAM memo (TERR STBY).
Additionally, aircraft ground track and ground speed data are received from the IR portion of the ADIRU 1 (IRS). The aircraft altitude MSL is received from the air data portion of the ADIRU 1.
Other aircraft inputs include aircraft heading (from the IR), roll attitude (from IR) and flight path angle (Gamma, derived by the Enhanced GPWC).
Aircraft altitude for the Terrain Awareness functions is also computed from pressure altitude and SAT received from the air data portion of the ADIRU, altitude from the Global Positioning System (if available), and height above ground provided by the Radio Altimeter (RA).
When GPS parameters are available via a specific Pin-Program, and from GPIRS, the Enhanced GPWS computes a Geometric Altitude.
(3) Aircraft data inputs
The Enhanced GPWS will use GPS, corrected IRS and FMS as valid position sources and will inhibit itself automatically if all the figures of merit (FOM) for these sources exceed the current Enhanced GPWS required accuracy.
The terrain threat detection and display processing are automatically disabled. This is indicated to the flight crew by an ECAM memo (TERR STBY).
Additionally, aircraft ground track and ground speed data are received from the IR portion of the ADIRU 1 (IRS). The aircraft altitude MSL is received from the air data portion of the ADIRU 1.
Other aircraft inputs include aircraft heading (from the IR), roll attitude (from IR) and flight path angle (Gamma, derived by the Enhanced GPWC).
Aircraft altitude for the Terrain Awareness functions is also computed from pressure altitude and SAT received from the air data portion of the ADIRU, altitude from the Global Positioning System (if available), and height above ground provided by the Radio Altimeter (RA).
When GPS parameters are available via a specific Pin-Program, and from GPIRS, the Enhanced GPWS computes a Geometric Altitude.
The Enhanced GPWS will use GPS, corrected IRS and FMS as valid position sources and will inhibit itself automatically if all the figures of merit (FOM) for these sources exceed the current Enhanced GPWS required accuracy.
The terrain threat detection and display processing are automatically disabled. This is indicated to the flight crew by an ECAM memo (TERR STBY).
Additionally, aircraft ground track and ground speed data are received from the IR portion of the ADIRU 1 (IRS). The aircraft altitude MSL is received from the air data portion of the ADIRU 1.
Other aircraft inputs include aircraft heading (from the IR), roll attitude (from IR) and flight path angle (Gamma, derived by the Enhanced GPWC).
Aircraft altitude for the Terrain Awareness functions is also computed from pressure altitude and SAT received from the air data portion of the ADIRU, altitude from the Global Positioning System (if available), and height above ground provided by the Radio Altimeter (RA).
When GPS parameters are available via a specific Pin-Program, and from GPIRS, the Enhanced GPWS computes a Geometric Altitude.
(4) Aircraft data inputs
The Enhanced GPWS will use GPS, corrected IRS and FMS as valid position sources and will inhibit itself automatically if all the figures of merit (FOM) for these sources exceed the current Enhanced GPWS required accuracy.
The terrain threat detection and display processing are automatically disabled. This is indicated to the flight crew by an ECAM memo (TERR STBY).
Additionally, aircraft ground track and ground speed data are received from the IR portion of the ADIRU 1 (IRS). The aircraft altitude MSL is received from the air data portion of the ADIRU 1.
When QNH baro setting is selected on FCU, baro correction altitude (label 204) from ADIRU 1 is used.
When STD baro setting is selected on FCU, standard altitude (label 203) from ADIRU 1 is used.
When QFE baro setting is selected on FCU (assuming QFE option activated), the altitude is computed:
The Enhanced GPWS will use GPS, corrected IRS and FMS as valid position sources and will inhibit itself automatically if all the figures of merit (FOM) for these sources exceed the current Enhanced GPWS required accuracy.
The terrain threat detection and display processing are automatically disabled. This is indicated to the flight crew by an ECAM memo (TERR STBY).
Additionally, aircraft ground track and ground speed data are received from the IR portion of the ADIRU 1 (IRS). The aircraft altitude MSL is received from the air data portion of the ADIRU 1.
When QNH baro setting is selected on FCU, baro correction altitude (label 204) from ADIRU 1 is used.
When STD baro setting is selected on FCU, standard altitude (label 203) from ADIRU 1 is used.
When QFE baro setting is selected on FCU (assuming QFE option activated), the altitude is computed:
- during takeoff, using standard altitude (label 203) from ADIRU 1 and landing elevation,
- during approach, using standard altitude (label 203) from ADIRU 1 and QNH baro correction entered by the crew via the MCDU. On the MCDU, a prompt comes into view adjacent to the line key related to QNH information for input when < 180 NM from destination.
Other aircraft inputs include aircraft heading (from the IR), roll attitude (from IR) and flight path angle (Gamma, derived by the Enhanced GPWC).
Aircraft altitude for the Terrain Awareness functions is also computed from pressure altitude and SAT received from the air data portion of the ADIRU, altitude from the Global Positioning System (if available), and height above ground provided by the Radio Altimeter (RA).
When GPS parameters are available via a specific Pin-Program, and from GPIRS, the Enhanced GPWS computes a Geometric Altitude.
(5) Aircraft data inputs
The Enhanced GPWS will use GPS, corrected IRS and FMS as valid position sources and will inhibit itself automatically if all the figures of merit (FOM) for these sources exceed the current Enhanced GPWS required accuracy.
The terrain threat detection and display processing are automatically disabled. This is indicated to the flight crew by an ECAM memo (TERR STBY).
Additionally, aircraft ground track and ground speed data are received from the IR portion of the ADIRU 1 (IRS). The aircraft altitude MSL is received from the air data portion of the ADIRU 1.
Other aircraft inputs include aircraft heading (from the IR), roll attitude (from IR) and flight path angle (Gamma, derived by the Enhanced GPWC).
Aircraft altitude for the Terrain Awareness functions is also computed from pressure altitude and SAT received from the air data portion of the ADIRU, altitude from the Global Positioning System (if available), and height above ground provided by the Radio Altimeter (RA).
The Enhanced GPWS will use GPS, corrected IRS and FMS as valid position sources and will inhibit itself automatically if all the figures of merit (FOM) for these sources exceed the current Enhanced GPWS required accuracy.
The terrain threat detection and display processing are automatically disabled. This is indicated to the flight crew by an ECAM memo (TERR STBY).
Additionally, aircraft ground track and ground speed data are received from the IR portion of the ADIRU 1 (IRS). The aircraft altitude MSL is received from the air data portion of the ADIRU 1.
Other aircraft inputs include aircraft heading (from the IR), roll attitude (from IR) and flight path angle (Gamma, derived by the Enhanced GPWC).
Aircraft altitude for the Terrain Awareness functions is also computed from pressure altitude and SAT received from the air data portion of the ADIRU, altitude from the Global Positioning System (if available), and height above ground provided by the Radio Altimeter (RA).
(6) Control Inputs
Installations provide discrete terrain display select pushbutton switches (TERR ON ND) in the cockpit for each display. These are momentary-action pushbutton switches that are processed by the Enhanced GPWS input processing and signal selection block as input to display control logic. Additionally, for aircraft with predictive windshear radar capability (if WR/PWS installed), a windshear override boolean is computed using alert level bits from label 077 on WXR hazard bus for the display control logic.
Enhanced GPWC - Inputs and Outputs (Buses)
Enhanced GPWC - Inputs and Outputs (Buses) ** ON A/C NOT FOR ALL
Enhanced GPWC - Inputs and Outputs (Buses) ** ON A/C NOT FOR ALL
Enhanced GPWC - Inputs and Outputs (Buses) ** ON A/C NOT FOR ALL
Enhanced GPWC - Inputs and Outputs (Buses) ** ON A/C NOT FOR ALL
Enhanced GPWC - Inputs and Outputs (Buses) ** ON A/C NOT FOR ALL
This boolean allows the Enhanced GPWC to manage priority between Enhanced GPWC alerts and PWS alerts. The installation requires input of cockpit-selected range scales provided by the FCU for each ND.
Installations provide discrete terrain display select pushbutton switches (TERR ON ND) in the cockpit for each display. These are momentary-action pushbutton switches that are processed by the Enhanced GPWS input processing and signal selection block as input to display control logic. Additionally, for aircraft with predictive windshear radar capability (if WR/PWS installed), a windshear override boolean is computed using alert level bits from label 077 on WXR hazard bus for the display control logic.
Enhanced GPWC - Inputs and Outputs (Buses) Enhanced GPWC - Inputs and Outputs (Buses) ** ON A/C NOT FOR ALL Enhanced GPWC - Inputs and Outputs (Buses) ** ON A/C NOT FOR ALL Enhanced GPWC - Inputs and Outputs (Buses) ** ON A/C NOT FOR ALL Enhanced GPWC - Inputs and Outputs (Buses) ** ON A/C NOT FOR ALL Enhanced GPWC - Inputs and Outputs (Buses) ** ON A/C NOT FOR ALL (7) Local Terrain Processing
The local terrain processing block extracts and formats local topographic data and terrain features from the related data bases creating a set of digital elevation matrix overlays for use by the terrain threat detection and display processing functions. Additionally, data for the nearest runway are also extracted for use by the terrain threat detection and display processing functions. Processing for each topographic data base and the runway data base are described in the following sub-sections.
The local terrain processing block extracts and formats local topographic data and terrain features from the related data bases creating a set of digital elevation matrix overlays for use by the terrain threat detection and display processing functions. Additionally, data for the nearest runway are also extracted for use by the terrain threat detection and display processing functions. Processing for each topographic data base and the runway data base are described in the following sub-sections.
(a) Terrain Surface Data
Local terrain processing of topographic surface data updates a set of digital elevation matrix overlays that are positioned with respect to aircraft position. Each matrix element contains the highest terrain altitude with respect to mean sea level in that element area. Elements where terrain data are not available are marked invalid. These unknown data are displayed in magenta low density on ND whatever the altitude.
Local terrain processing of topographic surface data updates a set of digital elevation matrix overlays that are positioned with respect to aircraft position. Each matrix element contains the highest terrain altitude with respect to mean sea level in that element area. Elements where terrain data are not available are marked invalid. These unknown data are displayed in magenta low density on ND whatever the altitude.
(b) Obstacle Data
In addition to terrain surface data, provisions are made for future use of an obstacle data base providing obstacle data in the vicinity of major airports. Local terrain processing will update a dedicated overlay within the digital elevation matrix overlays with local obstacle altitude data.
In addition to terrain surface data, provisions are made for future use of an obstacle data base providing obstacle data in the vicinity of major airports. Local terrain processing will update a dedicated overlay within the digital elevation matrix overlays with local obstacle altitude data.
(c) Nearest Runway Data
Data for the nearest runway are extracted and processed for use by the terrain threat detection and display processing functions. Data are extracted from the same airport data base used by the Terrain Clearance Floor functions (Ref. para. D.(2)). This data base contains data on all hard-surface runways 3500 ft. or more in length with published coordinates. The contents of the data base are processed by the local terrain processing into nearest runway center position, nearest runway threshold position, and nearest runway altitude for use by the Enhanced GPWS. These data are updated when the terrain threat detection and display processing functions are performed.
Data for the nearest runway are extracted and processed for use by the terrain threat detection and display processing functions. Data are extracted from the same airport data base used by the Terrain Clearance Floor functions (Ref. para. D.(2)). This data base contains data on all hard-surface runways 3500 ft. or more in length with published coordinates. The contents of the data base are processed by the local terrain processing into nearest runway center position, nearest runway threshold position, and nearest runway altitude for use by the Enhanced GPWS. These data are updated when the terrain threat detection and display processing functions are performed.
(8) Local Terrain Processing
The local terrain processing block extracts and formats local topographic data and terrain features from the related data bases creating a set of digital elevation matrix overlays for use by the terrain threat detection and display processing functions. Additionally, data for the nearest runway are also extracted for use by the terrain threat detection and display processing functions. Processing for each topographic data base and the runway data base are described in the following sub-sections.
The local terrain processing block extracts and formats local topographic data and terrain features from the related data bases creating a set of digital elevation matrix overlays for use by the terrain threat detection and display processing functions. Additionally, data for the nearest runway are also extracted for use by the terrain threat detection and display processing functions. Processing for each topographic data base and the runway data base are described in the following sub-sections.
(a) Terrain Surface Data
Local terrain processing of topographic surface data updates a set of digital elevation matrix overlays that are positioned with respect to aircraft position. Each matrix element contains the highest terrain altitude with respect to mean sea level in that element area. Elements where terrain data are not available are marked invalid. These unknown data are displayed in magenta low density on ND whatever the altitude.
Local terrain processing of topographic surface data updates a set of digital elevation matrix overlays that are positioned with respect to aircraft position. Each matrix element contains the highest terrain altitude with respect to mean sea level in that element area. Elements where terrain data are not available are marked invalid. These unknown data are displayed in magenta low density on ND whatever the altitude.
(b) Obstacle Data
In addition to terrain surface data, the terrain database contains obstacle data. The obstacle data are displayed as terrain data (same coloring scheme) and cause visual indications of warning and caution alerts as terrain. The current obstacle database is obtained from N.O.A.A. (National Oceanic and Atmospheric Administration). It includes obstacles in the United States and part of Canada, Mexico, the Bahamas and Europe. Obstacle alerting and display is activated via a specific programming pin.
In addition to terrain surface data, the terrain database contains obstacle data. The obstacle data are displayed as terrain data (same coloring scheme) and cause visual indications of warning and caution alerts as terrain. The current obstacle database is obtained from N.O.A.A. (National Oceanic and Atmospheric Administration). It includes obstacles in the United States and part of Canada, Mexico, the Bahamas and Europe. Obstacle alerting and display is activated via a specific programming pin.
(c) Nearest Runway Data
Data for the nearest runway are extracted and processed for use by the terrain threat detection and display processing functions. Data are extracted from the same airport data base used by the Terrain Clearance Floor functions (Ref. para. D.(2)). This data base contains data on all hard-surface runways 3500 ft. or more in length with published coordinates. The contents of the data base are processed by the local terrain processing into nearest runway center position, nearest runway threshold position, and nearest runway altitude for use by the Enhanced GPWS. These data are updated when the terrain threat detection and display processing functions are performed.
Data for the nearest runway are extracted and processed for use by the terrain threat detection and display processing functions. Data are extracted from the same airport data base used by the Terrain Clearance Floor functions (Ref. para. D.(2)). This data base contains data on all hard-surface runways 3500 ft. or more in length with published coordinates. The contents of the data base are processed by the local terrain processing into nearest runway center position, nearest runway threshold position, and nearest runway altitude for use by the Enhanced GPWS. These data are updated when the terrain threat detection and display processing functions are performed.
(9) Terrain Threat Detection
The terrain threat detection and display processing block performs the threat analysis on the terrain data within computed caution and warning envelope boundaries below and forward of the aircraft path. Results of these threat assessments are combined with background terrain data and data for the nearest runway and formatted into a terrain display image which can be displayed on Navigation Display in place of the weather image. In the event of terrain caution or warning conditions, a specific audio alert is triggered and the terrain display image is enhanced to highlight each of the types of terrain threats.
The terrain threat detection and display processing block performs the threat analysis on the terrain data within computed caution and warning envelope boundaries below and forward of the aircraft path. Results of these threat assessments are combined with background terrain data and data for the nearest runway and formatted into a terrain display image which can be displayed on Navigation Display in place of the weather image. In the event of terrain caution or warning conditions, a specific audio alert is triggered and the terrain display image is enhanced to highlight each of the types of terrain threats.
(a) Terrain Caution and Warning Envelopes
1 Caution Altitude Floor
The caution altitude floor (or terrain floor) is computed as a function of aircraft altitude with respect to nearest runway altitude and range to the nearest runway threshold position. This parameter represents a distance below the aircraft. The relationship to the nearest runway threshold location prevents undesired alerts when the aircraft is taking off or landing at an airport. The system is compatible with terrain clearances allowed for by regulatory approach and departure design criteria.
The caution altitude floor (or terrain floor) is computed as a function of aircraft altitude with respect to nearest runway altitude and range to the nearest runway threshold position. This parameter represents a distance below the aircraft. The relationship to the nearest runway threshold location prevents undesired alerts when the aircraft is taking off or landing at an airport. The system is compatible with terrain clearances allowed for by regulatory approach and departure design criteria.
2 Caution Look Ahead Distance
The caution look ahead distance is computed from aircraft ground speed and turn rate to provide an advanced caution with adequate time for the crew to react safely. Depending on the situation this distance roughly corresponds to between 40 and 60 seconds for advance alerting.
The caution look ahead distance is computed from aircraft ground speed and turn rate to provide an advanced caution with adequate time for the crew to react safely. Depending on the situation this distance roughly corresponds to between 40 and 60 seconds for advance alerting.
3 Warning Altitude Floor
The warning altitude floor is set to a fraction of the caution altitude floor, as illustrated in the upper part of this illustration.
The warning altitude floor is computed as a function of aircraft altitude with respect to nearest runway altitude and range to the nearest runway threshold position. This parameter represents a distance below the aircraft. The relationship to the nearest runway threshold location prevents undesired alerts when the aircraft is taking off or landing at an airport.
The warning altitude floor is set to a fraction of the caution altitude floor, as illustrated in the upper part of this illustration.
The warning altitude floor is computed as a function of aircraft altitude with respect to nearest runway altitude and range to the nearest runway threshold position. This parameter represents a distance below the aircraft. The relationship to the nearest runway threshold location prevents undesired alerts when the aircraft is taking off or landing at an airport.
4 Warning Look Ahead Distance
The warning look ahead distance is a fraction of the caution look ahead distance (computed from aircraft ground speed and turn rate) to provide an advanced warning with adequate time for the crew to react safely.
The warning look ahead distance is a fraction of the caution look ahead distance (computed from aircraft ground speed and turn rate) to provide an advanced warning with adequate time for the crew to react safely.
5 Cut off altitude around airport
The Enhanced GPWS looks ahead algorithms as well as the terrain display ignores all terrain and obstacles below a calculated altitude defined as the Absolute Cut Off Altitude (ACOA). ACOA de-clutters terrain around airport, especially during final approach when the aircraft normally approaches the ground. It also has the effect to clearly show the runway approach and departure routes on the terrain display because the valley floors will typically be black.
Cut off altitude value depends on the destination runway and is comprised between 200ft and 400ft.
The Enhanced GPWS looks ahead algorithms as well as the terrain display ignores all terrain and obstacles below a calculated altitude defined as the Absolute Cut Off Altitude (ACOA). ACOA de-clutters terrain around airport, especially during final approach when the aircraft normally approaches the ground. It also has the effect to clearly show the runway approach and departure routes on the terrain display because the valley floors will typically be black.
Cut off altitude value depends on the destination runway and is comprised between 200ft and 400ft.
(10) Terrain Threat Detection
The terrain threat detection and display processing block performs the threat analysis on the terrain data within computed caution and warning envelope boundaries below and forward of the aircraft path. Results of these threat assessments are combined with background terrain data and data for the nearest runway and formatted into a terrain display image which can be displayed on Navigation Display in place of the weather image. In the event of terrain caution or warning conditions, a specific audio alert is triggered and the terrain display image is enhanced to highlight each of the types of terrain threats.
The terrain threat detection and display processing block performs the threat analysis on the terrain data within computed caution and warning envelope boundaries below and forward of the aircraft path. Results of these threat assessments are combined with background terrain data and data for the nearest runway and formatted into a terrain display image which can be displayed on Navigation Display in place of the weather image. In the event of terrain caution or warning conditions, a specific audio alert is triggered and the terrain display image is enhanced to highlight each of the types of terrain threats.
(a) Terrain Caution and Warning Envelopes
1 Caution Altitude Floor
The caution altitude floor (or terrain floor) is computed as a function of aircraft altitude with respect to nearest runway altitude and range to the nearest runway threshold position. This parameter represents a distance below the aircraft. The relationship to the nearest runway threshold location prevents undesired alerts when the aircraft is taking off or landing at an airport. The system is compatible with terrain clearances allowed for by regulatory approach and departure design criteria.
The caution altitude floor (or terrain floor) is computed as a function of aircraft altitude with respect to nearest runway altitude and range to the nearest runway threshold position. This parameter represents a distance below the aircraft. The relationship to the nearest runway threshold location prevents undesired alerts when the aircraft is taking off or landing at an airport. The system is compatible with terrain clearances allowed for by regulatory approach and departure design criteria.
2 Caution Look Ahead Distance
The caution look ahead distance is computed from aircraft ground speed and turn rate to provide an advanced caution with adequate time for the crew to react safely. Depending on the situation this distance roughly corresponds to between 40 and 60 seconds for advance alerting.
The caution look ahead distance is computed from aircraft ground speed and turn rate to provide an advanced caution with adequate time for the crew to react safely. Depending on the situation this distance roughly corresponds to between 40 and 60 seconds for advance alerting.
3 Warning Altitude Floor
The warning altitude floor is set to a fraction of the caution altitude floor, as illustrated in the upper part of this illustration.
The warning altitude floor is computed as a function of aircraft altitude with respect to nearest runway altitude and range to the nearest runway threshold position. This parameter represents a distance below the aircraft. The relationship to the nearest runway threshold location prevents undesired alerts when the aircraft is taking off or landing at an airport.
The warning altitude floor is set to a fraction of the caution altitude floor, as illustrated in the upper part of this illustration.
The warning altitude floor is computed as a function of aircraft altitude with respect to nearest runway altitude and range to the nearest runway threshold position. This parameter represents a distance below the aircraft. The relationship to the nearest runway threshold location prevents undesired alerts when the aircraft is taking off or landing at an airport.
4 Warning Look Ahead Distance
The warning look ahead distance is a fraction of the caution look ahead distance (computed from aircraft ground speed and turn rate) to provide an advanced warning with adequate time for the crew to react safely.
The warning look ahead distance is a fraction of the caution look ahead distance (computed from aircraft ground speed and turn rate) to provide an advanced warning with adequate time for the crew to react safely.
(11) Terrain Displays and Alerts
The terrain awareness alerting and display function maintains a background display of local terrain forward of the aircraft for cockpit display. In the event of terrain caution or warning conditions, an aural alert and lamp outputs are triggered. The background image is then enhanced to highlight related terrain threats forward of the aircraft.
The background terrain is depicted as variable density dot patterns in green, yellow or red. The density and color being a function of how close the terrain is relative to aircraft altitude. Terrain alerts are depicted by painting the threatening terrain as solid yellow or red.
The set of digital elevation matrix overlays is processed by the terrain display algorithms into a matching set of display matrix overlays and passed to the radar display output processor. The display matrix overlays hold display attributes rather than altitude for each matrix element. These attributes are computed for the background and terrain threat areas and kept small (one byte) to reduce memory requirements and transfer time to the radar display output processor. The aircraft position and aircraft heading are used at the radar display output processor to extract a specific sweeping image ahead of the aircraft from the display overlays.
Each element of the output display matrix overlays holds a single display attribute byte with fields for the colors, patterns, and symbols shown in the following table:
The terrain awareness alerting and display function maintains a background display of local terrain forward of the aircraft for cockpit display. In the event of terrain caution or warning conditions, an aural alert and lamp outputs are triggered. The background image is then enhanced to highlight related terrain threats forward of the aircraft.
The background terrain is depicted as variable density dot patterns in green, yellow or red. The density and color being a function of how close the terrain is relative to aircraft altitude. Terrain alerts are depicted by painting the threatening terrain as solid yellow or red.
The set of digital elevation matrix overlays is processed by the terrain display algorithms into a matching set of display matrix overlays and passed to the radar display output processor. The display matrix overlays hold display attributes rather than altitude for each matrix element. These attributes are computed for the background and terrain threat areas and kept small (one byte) to reduce memory requirements and transfer time to the radar display output processor. The aircraft position and aircraft heading are used at the radar display output processor to extract a specific sweeping image ahead of the aircraft from the display overlays.
Each element of the output display matrix overlays holds a single display attribute byte with fields for the colors, patterns, and symbols shown in the following table:
| ------------------------------------------------------------------------------- |
| ! Color ! Threat ! |
| ------------------------------------------------------------------------------- |
| ! Solid Red ! Warning terrain (approximately 30 seconds from ! |
| ! ! impact) ! |
| !---------------------!-------------------------------------------------------! |
| ! Solid Yellow ! Caution terrain (approximately 60 seconds from ! |
| ! ! impact) ! |
| !---------------------!-------------------------------------------------------! |
| ! High Density Red ! Terrain that is more than 2000 ft. above aircraft ! |
| ! ! altitude ! |
| !---------------------!-------------------------------------------------------! |
| ! High Density ! Terrain that is between 1000 and 2000 ft. above ! |
| ! Yellow ! aircraft altitude ! |
| !---------------------!-------------------------------------------------------! |
| ! Medium Density ! Terrain that is 500 (250 with gear down) ft. below ! |
| ! Yellow ! to 1000 ft. above aircraft altitude ! |
| !---------------------!-------------------------------------------------------! |
| ! Medium Density ! Terrain that is 500 (250 with gear down) ft. below ! |
| ! Green ! to 1000 ft. below aircraft altitude ! |
| !---------------------!-------------------------------------------------------! |
| ! Light Density Green ! Terrain that is 1000 to 2000 ft. below aircraft ! |
| ! ! altitude ! |
| !---------------------!-------------------------------------------------------! |
| ! Black ! No close terrain (Ref. NOTE in para. D.(1)(d)1_) ! |
| !---------------------!-------------------------------------------------------! |
| ! Light Density ! Unknown terrain ! |
| ! Magenta ! ! |
| ------------------------------------------------------------------------------- |
(a) Background Display
The background display is computed from the aircraft altitude with respect to the terrain data in the digital elevation matrix overlays. Where terrain data are available and sufficiently close to the aircraft altitude, they are presented in background color dot patterns reflecting the projected separations shown in this illustration.
Different dot density patterns and colors are used to represent terrain altitude bands with respect to the aircraft. Areas with no terrain data available are painted with the low density magenta. Known terrain sufficiently below the aircraft altitude is black.
The background display is computed from the aircraft altitude with respect to the terrain data in the digital elevation matrix overlays. Where terrain data are available and sufficiently close to the aircraft altitude, they are presented in background color dot patterns reflecting the projected separations shown in this illustration.
Different dot density patterns and colors are used to represent terrain altitude bands with respect to the aircraft. Areas with no terrain data available are painted with the low density magenta. Known terrain sufficiently below the aircraft altitude is black.
NOTE: Terrain is not shown if more than 2000 ft. below reference altitude
AND/OR
Terrain is not shown if terrain elevation is within 400 ft. of runway elevation nearest the aircraft.
AND/OR
Terrain is not shown if terrain elevation is within 400 ft. of runway elevation nearest the aircraft.
1 Terrain Caution Alert
When the conditions have been met to generate a terrain caution alert, a specific audio alert and light output is triggered and the background image is enhanced to highlight the terrain caution threats.
At the start of a terrain caution alert, the terrain awareness function triggers the caution audio alert phrase TERRAIN AHEAD. The phrase is repeated after seven seconds if still within the terrain caution envelope.
During a terrain caution alert, the GPWS legend of pushbutton switches 4WZ and 5WZ is on.
During a terrain caution alert, areas where terrain violates the terrain caution envelope along the aircraft track, and within plus or minus 90 deg. of the aircraft track, are painted with the caution color 100 per cent yellow.
When the conditions have been met to generate a terrain caution alert, a specific audio alert and light output is triggered and the background image is enhanced to highlight the terrain caution threats.
At the start of a terrain caution alert, the terrain awareness function triggers the caution audio alert phrase TERRAIN AHEAD. The phrase is repeated after seven seconds if still within the terrain caution envelope.
During a terrain caution alert, the GPWS legend of pushbutton switches 4WZ and 5WZ is on.
During a terrain caution alert, areas where terrain violates the terrain caution envelope along the aircraft track, and within plus or minus 90 deg. of the aircraft track, are painted with the caution color 100 per cent yellow.
2 Terrain Warning Alert
When the conditions have been met to generate a terrain warning alert, a specific audio alert and light output is triggered and the background image is enhanced to highlight the terrain caution and warning threats.
At the start of a terrain warning alert, the terrain awareness function triggers the warning audio alert phrase TERRAIN AHEAD, PULL UP. The phrase is repeated continuously while within the terrain warning envelope.
During a terrain warning alert, the GPWS legend of pushbutton switches 4WZ and 5WZ is on.
During a terrain warning alert, areas where terrain violates the terrain warning envelope along the aircraft track, and within plus or minus 90 deg. of the aircraft track, are painted with the warning color 100 per cent red.
When the conditions have been met to generate a terrain warning alert, a specific audio alert and light output is triggered and the background image is enhanced to highlight the terrain caution and warning threats.
At the start of a terrain warning alert, the terrain awareness function triggers the warning audio alert phrase TERRAIN AHEAD, PULL UP. The phrase is repeated continuously while within the terrain warning envelope.
During a terrain warning alert, the GPWS legend of pushbutton switches 4WZ and 5WZ is on.
During a terrain warning alert, areas where terrain violates the terrain warning envelope along the aircraft track, and within plus or minus 90 deg. of the aircraft track, are painted with the warning color 100 per cent red.
NOTE: -Terrain may only be displayed on ND's when FCU mode ARC or ROSE is selected.
-When an alert occurs (caution or warning) and the FCU mode is not in a correct mode (ARC or ROSE), the message TERR. CHANGE MODE is displayed on ND's.
-When an alert occurs (caution or warning) and the FCU range selected is 160 or 320Nm the message TERR. REDUCE RANGE is displayed on ND's.
-When an alert occurs (caution or warning) and the FCU mode is not in a correct mode (ARC or ROSE), the message TERR. CHANGE MODE is displayed on ND's.
-When an alert occurs (caution or warning) and the FCU range selected is 160 or 320Nm the message TERR. REDUCE RANGE is displayed on ND's.
(b) Terrain Data Base
Local terrain processing extracts and formats local topographic terrain data from the Enhanced GPWS terrain data base for use by the terrain threat detection and display processing functions. This terrain data base divides the earth surface into grid sets referenced horizontally on the geographic (latitude/longitude) coordinate system of the WGS-84. Elements of the grid sets record the highest terrain altitude (above MSL) in that element respective area. Grid sets vary in resolution depending on geographic location. Higher resolution grids are used around airports. Lower resolution grids are used outside of airport areas where aircraft altitude enroute makes hazardous conditions unlikely and for which detailed terrain features are not important to the flight crew.
Digital Elevation Models (DEM) are available for most of the airports around the world today. In cases where the data are not currently available, DEMs are generated in-house from available topographic maps, sectional charts, and airline approach plates. The process of acquiring, generating, assembling, and updating the data base is governed by strict configuration controls to ensure the highest level of data integrity. DEMs from external sources are inputs to this process and are checked and formatted for generation of the Enhanced GPWS terrain data base.
The global Enhanced GPWS terrain data base is organized in a flexible manner. Using digital compression techniques, the complete data base is stored in non-volatile memory within the LRU. Updates and additions are easily accomplished by inserting a single PCMCIA card in the card slot on the LRU front panel. Status LEDs on the LRU front panel allow the operator to monitor the data base load progress and completion.
Local terrain processing extracts and formats local topographic terrain data from the Enhanced GPWS terrain data base for use by the terrain threat detection and display processing functions. This terrain data base divides the earth surface into grid sets referenced horizontally on the geographic (latitude/longitude) coordinate system of the WGS-84. Elements of the grid sets record the highest terrain altitude (above MSL) in that element respective area. Grid sets vary in resolution depending on geographic location. Higher resolution grids are used around airports. Lower resolution grids are used outside of airport areas where aircraft altitude enroute makes hazardous conditions unlikely and for which detailed terrain features are not important to the flight crew.
Digital Elevation Models (DEM) are available for most of the airports around the world today. In cases where the data are not currently available, DEMs are generated in-house from available topographic maps, sectional charts, and airline approach plates. The process of acquiring, generating, assembling, and updating the data base is governed by strict configuration controls to ensure the highest level of data integrity. DEMs from external sources are inputs to this process and are checked and formatted for generation of the Enhanced GPWS terrain data base.
The global Enhanced GPWS terrain data base is organized in a flexible manner. Using digital compression techniques, the complete data base is stored in non-volatile memory within the LRU. Updates and additions are easily accomplished by inserting a single PCMCIA card in the card slot on the LRU front panel. Status LEDs on the LRU front panel allow the operator to monitor the data base load progress and completion.
(c) Obstacle Data Base
Provisions are also made for future use of an obstacle data base providing obstacle data in the vicinity of major airports. This data base will provide altitude for man-made obstacles or groups of obstacles that protrude above the Enhanced GPWS terrain protection floors.
Provisions are also made for future use of an obstacle data base providing obstacle data in the vicinity of major airports. This data base will provide altitude for man-made obstacles or groups of obstacles that protrude above the Enhanced GPWS terrain protection floors.
(12) Terrain displays and Alerts
The terrain awareness alerting and display function maintains a background display of local terrain forward of the aircraft for cockpit display. In the event of terrain or obstacle caution or warning conditions, an aural alert and lamp outputs are triggered. The background image is then enhanced to highlight terrain or obstacle threats forward of the aircraft. Obstacle threats forward of the aircraft are also enhanced if the adjacent terrain altitude is within a lower terrain layer, or if the adjacent cells are not illuminated. Obstacle enhancement is only applicable to the 15, 30 and 60 arc second tiers.
The background terrain is depicted as variable density dot patterns in green, yellow or red. The density and color vary according to how close the terrain or obstacle in relation to aircraft altitude. Additionally, the display of terrain based on absolute terrain elevation is provided if the optional Peaks mode is enabled. Terrain and obstacle alerts are depicted by displaying the threatening terrain as solid yellow and/or red.
The terrain display algorithms process the set of digital elevation matrix overlays into a matching set of display matrix overlays and passed to the radar display output processor. The display matrix overlays hold display attributes rather than altitude for each matrix element. These attributes are computed for the background and terrain threat areas and kept small to reduce memory requirements and transfer time to the radar display output processor. The aircraft position and aircraft heading are used at the radar display output processor to extract the radar-like sweeping image ahead of the aircraft from the display overlays.
Each element of the output display matrix overlays holds a single display attribute byte with fields for the colors, patterns, and symbols shown in the following table:
The terrain awareness alerting and display function maintains a background display of local terrain forward of the aircraft for cockpit display. In the event of terrain or obstacle caution or warning conditions, an aural alert and lamp outputs are triggered. The background image is then enhanced to highlight terrain or obstacle threats forward of the aircraft. Obstacle threats forward of the aircraft are also enhanced if the adjacent terrain altitude is within a lower terrain layer, or if the adjacent cells are not illuminated. Obstacle enhancement is only applicable to the 15, 30 and 60 arc second tiers.
The background terrain is depicted as variable density dot patterns in green, yellow or red. The density and color vary according to how close the terrain or obstacle in relation to aircraft altitude. Additionally, the display of terrain based on absolute terrain elevation is provided if the optional Peaks mode is enabled. Terrain and obstacle alerts are depicted by displaying the threatening terrain as solid yellow and/or red.
The terrain display algorithms process the set of digital elevation matrix overlays into a matching set of display matrix overlays and passed to the radar display output processor. The display matrix overlays hold display attributes rather than altitude for each matrix element. These attributes are computed for the background and terrain threat areas and kept small to reduce memory requirements and transfer time to the radar display output processor. The aircraft position and aircraft heading are used at the radar display output processor to extract the radar-like sweeping image ahead of the aircraft from the display overlays.
Each element of the output display matrix overlays holds a single display attribute byte with fields for the colors, patterns, and symbols shown in the following table:
| ------------------------------------------------------------------------------- |
| ! Color ! Threat ! |
| ------------------------------------------------------------------------------- |
| ! Solid Red ! Warning terrain (approximately 30 seconds from ! |
| ! ! impact) ! |
| !---------------------!-------------------------------------------------------! |
| ! Solid Yellow ! Caution terrain (approximately 60 seconds from ! |
| ! ! impact) ! |
| !---------------------!-------------------------------------------------------! |
| ! High Density Red ! Terrain that is more than 2000 ft. above aircraft ! |
| ! ! altitude ! |
| !---------------------!-------------------------------------------------------! |
| ! High Density ! Terrain that is between 1000 ft. and 2000 ft. above ! |
| ! Yellow ! aircraft altitude ! |
| !---------------------!-------------------------------------------------------! |
| ! Medium Density ! Terrain that is 500 ft. (250 ft. with gear down) ! |
| ! Yellow ! below to 1000 ft. above aircraft altitude ! |
| !---------------------!-------------------------------------------------------! |
| ! Solid Green ! (Peaks only) Highest terrain not within 500 ft. ! |
| ! ! (250 ft. with gear down) of aircraft altitude. ! |
| ! ! Mainly appears with dotted yellow terrain when the ! |
| ! ! aircraft altitude is within 500 ft. (250 ft. with ! |
| ! ! gear down) of terrain. ! |
| !---------------------!-------------------------------------------------------! |
| ! Hight Density ! Terrain that is 500 ft. (250 ft. with gear down) below! |
| ! Green Dots (1) ! to 1000 ft. below aircraft altitude. ! |
| ! !-------------------------------------------------------! |
| ! ! (Peaks only) Terrain that is the middle elevation band! |
| ! ! when there are no red or yellow terrain areas within ! |
| ! ! range on the display. ! |
| !---------------------!-------------------------------------------------------! |
| ! Low Density ! Terrain that is 1000 ft. to 2000 ft. below aircraft ! |
| ! Green Dots ! altitude. ! |
| ! !-------------------------------------------------------! |
| ! ! (Peaks only) Terrain that is the middle elevation band! |
| ! ! when there are no red or yellow terrain areas within ! |
| ! ! range on the display ! |
| !---------------------!-------------------------------------------------------! |
| ! Black ! No close terrain (Ref. NOTE in para. D.(1)(d)1_) ! |
| !---------------------!-------------------------------------------------------! |
| ! Low Density ! (Peaks only) Terrain elevation equal to 0 ft. MSL. ! |
| ! Cyan Dots ! ! |
| !---------------------!-------------------------------------------------------! |
| ! Light Density ! Unknown terrain ! |
| ! Magenta ! ! |
| ------------------------------------------------------------------------------- |
(a) Background display (Option)
There are two different background Terrain Awareness display mode: standard and Peaks. For both modes the background display is computed from the aircraft altitude with respect to the terrain data in the digital elevation matrix overlays.
There are two different background Terrain Awareness display mode: standard and Peaks. For both modes the background display is computed from the aircraft altitude with respect to the terrain data in the digital elevation matrix overlays.
- Standard mode
Terrain is displayed using colors and shading patterns corresponding to the vertical displacement between the terrain elevation and the current aircraft altitude. Red and yellow dot patterns indicate terrain near or above the current altitude of the aircraft. Solid yellow and red colors indicate caution and warning areas with respect to the flight path of the aircraft.
High and low density green display patterns indicate terrain that is below the aircraft and within 2000 ft. of the aircraft altitude. Terrain more than 2000 ft. below the aircraft is not displayed and the terrain display is typically blank during the enroute portion of the flight. - Peaks mode
The Peaks display option is available on Airbus aircraft equipped with EIS 2 LCD displays. The Peaks terrain display adds additional density patterns and level thresholds to the standard mode display levels and patterns. These additional levels are based on absolute terrain elevations in relation to the range and distribution of terrain in the display area. The Peaks display is thus a "merged" display applicable to all phases of flight. At altitude safely above all terrain for the display range chosen, the terrain is displayed independent of aircraft altitude emphasizing the highest and lowest elevations to provide increased situational awareness. This increased awareness can be particularly valuable to the flight crew in the event of an unplanned descent or off-route deviation and for the purpose of previewing terrain prior to descent.
The Peaks display includes a high green level to indicate the highest non-threatening terrain. The standard lower density green display patterns indicate mid and upper terrain in the display area as well as terrain that is within 2000 ft.of the aircraft. The red and yellow dot patterns are unchanged and continue to indicate terrain that is near or above the current altitude of the aircraft. Solid yellow and red colors are also unchanged and continue to indicate caution and warning areas in relation to the flight path of the aircraft. Terrain identified as water (0 ft. MSL) is displayed as cyan dots. The Peaks display is prioritized such that higher level colors and densities override lower color and densities for maximum situational awareness of the most significant terrain in relation to the altitude and flight path of the aircraft.
With the Peaks display, two elevation numbers indicating the highest and lowest terrain currently being displayed are shown on the display. The elevation numbers indicate terrain in hundred of feet above sea level (MSL). The terrain elevation numbers are displayed with the highest terrain number on top, and the lowest terrain number beneath it. The highest terrain number is shown in the same color as the highest terrain color pattern on the display, and the lowest terrain number is shown in the color of the lowest terrain color pattern shown on the display. A single elevation number is displayed when the screen is all black or blue as a result of flying over water or relatively flat terrain where there is no appreciable difference in terrain elevations. The elevation numbers on the display are an additional indication that the terrain display is selected.
1 Terrain and Obstacle caution alert (option)
When the conditions have been met to generate a terrain or obstacle caution alert, a specific audio alert and light output is triggered and the background image is enhanced to highlight the terrain caution threats.
At the start of a terrain caution alert, the Terrain Awareness function triggers the caution audio alert phrase TERRAIN AHEAD, TERRAIN AHEAD. The phrase is repeated after seven seconds if still within the terrain caution envelope. The Terrain Awareness function respond to an obstacle caution alert by triggering the obstacle caution audio alert phrase OBSTACLE AHEAD, OBSTACLE AHEAD. The phrase is repeated after seven seconds if still within the terrain caution envelope.
During a terrain caution alert or obstacle caution alert, the GPWS legend of the PULL UP/GPWS pushbutton switches 4WZ and 5WZ is on.
During a terrain caution alert, areas where terrain violates the terrain caution envelope along the aircraft track, and within plus or minus 90 deg. of the aircraft track, are painted with the caution color 100 per cent yellow.
During an obstacle caution alert areas where an obstacle violates the terrain caution envelope along the aircraft track, and within plus or minus 90 deg. of the aircraft track, are displayed with the caution color yellow.
When the conditions have been met to generate a terrain or obstacle caution alert, a specific audio alert and light output is triggered and the background image is enhanced to highlight the terrain caution threats.
At the start of a terrain caution alert, the Terrain Awareness function triggers the caution audio alert phrase TERRAIN AHEAD, TERRAIN AHEAD. The phrase is repeated after seven seconds if still within the terrain caution envelope. The Terrain Awareness function respond to an obstacle caution alert by triggering the obstacle caution audio alert phrase OBSTACLE AHEAD, OBSTACLE AHEAD. The phrase is repeated after seven seconds if still within the terrain caution envelope.
During a terrain caution alert or obstacle caution alert, the GPWS legend of the PULL UP/GPWS pushbutton switches 4WZ and 5WZ is on.
During a terrain caution alert, areas where terrain violates the terrain caution envelope along the aircraft track, and within plus or minus 90 deg. of the aircraft track, are painted with the caution color 100 per cent yellow.
During an obstacle caution alert areas where an obstacle violates the terrain caution envelope along the aircraft track, and within plus or minus 90 deg. of the aircraft track, are displayed with the caution color yellow.
2 Terrain and obstacle warning alert (option)
When the conditions have been met to generate a terrain or obstacle warning alert, a specific audio alert and light output is triggered and the background image is enhanced to highlight the terrain or obstacle caution and warning threats.
At the start of a terrain warning alert, the Terrain Awareness function triggers the warning audio alert phrase TERRAIN AHEAD, PULL UP. The phrase is repeated continuously while within the terrain warning envelope. The Terrain Awareness function responds to an obstacle warning alert by triggering the obstacle warning audio alert OBSTACLE AHEAD, PULL UP. The phrase is repeated continuously while within the terrain warning envelope.
During a terrain or obstacle warning alert, the PULL UP legend of the PULL UP/GPWS pushbutton switches 4WZ and 5WZ is on.
During a terrain warning alert, areas where terrain violates the terrain warning envelope along the aircraft track, and within plus or minus 90 deg. of the aircraft track, are displayed with the warning color 100 per cent red.
When the conditions have been met to generate a terrain or obstacle warning alert, a specific audio alert and light output is triggered and the background image is enhanced to highlight the terrain or obstacle caution and warning threats.
At the start of a terrain warning alert, the Terrain Awareness function triggers the warning audio alert phrase TERRAIN AHEAD, PULL UP. The phrase is repeated continuously while within the terrain warning envelope. The Terrain Awareness function responds to an obstacle warning alert by triggering the obstacle warning audio alert OBSTACLE AHEAD, PULL UP. The phrase is repeated continuously while within the terrain warning envelope.
During a terrain or obstacle warning alert, the PULL UP legend of the PULL UP/GPWS pushbutton switches 4WZ and 5WZ is on.
During a terrain warning alert, areas where terrain violates the terrain warning envelope along the aircraft track, and within plus or minus 90 deg. of the aircraft track, are displayed with the warning color 100 per cent red.
NOTE: - Terrain is displayed on ND's if the ARC or ROSE mode is selected on the FCU.
- When an alert (caution or warning) occurs and the FCU mode is not a correct mode (ARC or ROSE), the message TERR. CHANGE MODE is displayed on ND's.
- When an alert (caution or warning) occurs and the range selected on the FCU is 160 or 320 NM the message TERR. REDUCE RANGE is displayed on ND's.
- When an alert (caution or warning) occurs and the FCU mode is not a correct mode (ARC or ROSE), the message TERR. CHANGE MODE is displayed on ND's.
- When an alert (caution or warning) occurs and the range selected on the FCU is 160 or 320 NM the message TERR. REDUCE RANGE is displayed on ND's.
(b) Terrain Data Base
Local terrain processing extracts and formats local topographic terrain data from the Enhanced GPWS terrain data base for use by the terrain threat detection and display processing functions. This terrain data base divides the earth surface into grid sets referenced horizontally on the geographic (latitude/longitude) coordinate system of the WGS-84. Elements of the grid sets record the highest terrain altitude (above MSL) in that element respective area. Grid sets vary in resolution depending on geographic location. Higher resolution grids are used around airports. Lower resolution grids are used outside airport areas where aircraft enroute altitude makes hazardous conditions unlikely and for which detailed terrain features are not important to the flight crew.
Digital Elevation Models (DEM) are available for most of the airports around the world today. In cases where the data are not currently available, DEMs are generated in-house from available topographic maps, sectional charts, and airline approach plates. The process of acquiring, generating, assembling, and updating the data base is governed by strict configuration controls to ensure the highest level of data integrity. DEMs from external sources are input to this process, and are checked and formatted for generation of the Enhanced GPWS terrain data base.
The global Enhanced GPWS terrain data base is organized in a flexible manner. Using digital compression techniques, the complete data base is stored in non-volatile memory within the Enhanced GPWC. Updates and additions are easily accomplished by inserting a single PCMCIA card in the card slot on the face of the Enhanced GPWC. Status LEDs on the face of the Enhanced GPWC allow the operator to monitor the data base load progress and completion.
Local terrain processing extracts and formats local topographic terrain data from the Enhanced GPWS terrain data base for use by the terrain threat detection and display processing functions. This terrain data base divides the earth surface into grid sets referenced horizontally on the geographic (latitude/longitude) coordinate system of the WGS-84. Elements of the grid sets record the highest terrain altitude (above MSL) in that element respective area. Grid sets vary in resolution depending on geographic location. Higher resolution grids are used around airports. Lower resolution grids are used outside airport areas where aircraft enroute altitude makes hazardous conditions unlikely and for which detailed terrain features are not important to the flight crew.
Digital Elevation Models (DEM) are available for most of the airports around the world today. In cases where the data are not currently available, DEMs are generated in-house from available topographic maps, sectional charts, and airline approach plates. The process of acquiring, generating, assembling, and updating the data base is governed by strict configuration controls to ensure the highest level of data integrity. DEMs from external sources are input to this process, and are checked and formatted for generation of the Enhanced GPWS terrain data base.
The global Enhanced GPWS terrain data base is organized in a flexible manner. Using digital compression techniques, the complete data base is stored in non-volatile memory within the Enhanced GPWC. Updates and additions are easily accomplished by inserting a single PCMCIA card in the card slot on the face of the Enhanced GPWC. Status LEDs on the face of the Enhanced GPWC allow the operator to monitor the data base load progress and completion.
(c) Obstacle database (option)
The obstacle database is included with the terrain database in the terrain database PCMCIA card. Both files are loaded in the Enhanced GPWC with the obstacle database being accessed by the Enhanced GPWS application only if obstacle alerting is basic to the aircraft type, or if not basic, if enabled via program pin. The obstacle data is processed by the display processing function in the same fashion as terrain is presented on the display as terrain (coloring scheme), and causes visual indications of warning and caution alerts like terrain.
The obstacle database is included with the terrain database in the terrain database PCMCIA card. Both files are loaded in the Enhanced GPWC with the obstacle database being accessed by the Enhanced GPWS application only if obstacle alerting is basic to the aircraft type, or if not basic, if enabled via program pin. The obstacle data is processed by the display processing function in the same fashion as terrain is presented on the display as terrain (coloring scheme), and causes visual indications of warning and caution alerts like terrain.
(13) Terrain Displays and Alerts
The terrain awareness alerting and display function maintains a background display of local terrain forward of the aircraft for cockpit display. In the event of terrain caution or warning conditions, an aural alert and lamp outputs are triggered. The background image is then enhanced to highlight related terrain threats forward of the aircraft.
The background terrain is depicted as variable density dot patterns in green, yellow or red. The density and color being a function of how close the terrain is relative to aircraft altitude. Terrain alerts are depicted by painting the threatening terrain as solid yellow or red.
The set of digital elevation matrix overlays is processed by the terrain display algorithms into a matching set of display matrix overlays and passed to the radar display output processor. The display matrix overlays hold display attributes rather than altitude for each matrix element. These attributes are computed for the background and terrain threat areas and kept small (one byte) to reduce memory requirements and transfer time to the radar display output processor. The aircraft position and aircraft heading are used at the radar display output processor to extract a specific sweeping image ahead of the aircraft from the display overlays.
Each element of the output display matrix overlays holds a single display attribute byte with fields for the colors, patterns, and symbols shown in the following table:
The terrain awareness alerting and display function maintains a background display of local terrain forward of the aircraft for cockpit display. In the event of terrain caution or warning conditions, an aural alert and lamp outputs are triggered. The background image is then enhanced to highlight related terrain threats forward of the aircraft.
The background terrain is depicted as variable density dot patterns in green, yellow or red. The density and color being a function of how close the terrain is relative to aircraft altitude. Terrain alerts are depicted by painting the threatening terrain as solid yellow or red.
The set of digital elevation matrix overlays is processed by the terrain display algorithms into a matching set of display matrix overlays and passed to the radar display output processor. The display matrix overlays hold display attributes rather than altitude for each matrix element. These attributes are computed for the background and terrain threat areas and kept small (one byte) to reduce memory requirements and transfer time to the radar display output processor. The aircraft position and aircraft heading are used at the radar display output processor to extract a specific sweeping image ahead of the aircraft from the display overlays.
Each element of the output display matrix overlays holds a single display attribute byte with fields for the colors, patterns, and symbols shown in the following table:
| ------------------------------------------------------------------------------- |
| ! Color ! Threat ! |
| ------------------------------------------------------------------------------- |
| ! Solid Red ! Warning terrain (approximately 30 seconds from ! |
| ! ! impact) ! |
| !---------------------!-------------------------------------------------------! |
| ! Solid Yellow ! Caution terrain (approximately 60 seconds from ! |
| ! ! impact) ! |
| !---------------------!-------------------------------------------------------! |
| ! High Density Red ! Terrain that is more than 2000 ft. above aircraft ! |
| ! ! altitude ! |
| !---------------------!-------------------------------------------------------! |
| ! High Density ! Terrain that is between 1000 and 2000 ft. above ! |
| ! Yellow ! aircraft altitude ! |
| !---------------------!-------------------------------------------------------! |
| ! Medium Density ! Terrain that is 500 (250 with gear down) ft. below ! |
| ! Yellow ! to 1000 ft. above aircraft altitude ! |
| !---------------------!-------------------------------------------------------! |
| ! Medium Density ! Terrain that is 500 (250 with gear down) ft. below ! |
| ! Green ! to 1000 ft. below aircraft altitude ! |
| !---------------------!-------------------------------------------------------! |
| ! Light Density Green ! Terrain that is 1000 to 2000 ft. below aircraft ! |
| ! ! altitude ! |
| !---------------------!-------------------------------------------------------! |
| ! Black ! No close terrain (Ref. NOTE in para. D.(1)(d)1_) ! |
| !---------------------!-------------------------------------------------------! |
| ! Light Density ! Unknown terrain ! |
| ! Magenta ! ! |
| ------------------------------------------------------------------------------- |
(a) Background Display
The background display is computed from the aircraft altitude with respect to the terrain data in the digital elevation matrix overlays. Where terrain data are available and sufficiently close to the aircraft altitude, they are presented in background color dot patterns reflecting the projected separations shown in this illustration.
Different dot density patterns and colors are used to represent terrain altitude bands with respect to the aircraft. Areas with no terrain data available are painted with the low density magenta. Known terrain sufficiently below the aircraft altitude is black.
The background display is computed from the aircraft altitude with respect to the terrain data in the digital elevation matrix overlays. Where terrain data are available and sufficiently close to the aircraft altitude, they are presented in background color dot patterns reflecting the projected separations shown in this illustration.
Different dot density patterns and colors are used to represent terrain altitude bands with respect to the aircraft. Areas with no terrain data available are painted with the low density magenta. Known terrain sufficiently below the aircraft altitude is black.
NOTE: Terrain is not shown if more than 2000 ft. below reference altitude
AND/OR
Terrain is not shown if terrain elevation is within 400 ft. of runway elevation nearest the aircraft.
AND/OR
Terrain is not shown if terrain elevation is within 400 ft. of runway elevation nearest the aircraft.
1 Terrain Caution Alert
When the conditions have been met to generate a terrain caution alert, a specific audio alert and light output is triggered and the background image is enhanced to highlight the terrain caution threats.
At the start of a terrain caution alert, the terrain awareness function triggers the caution audio alert phrase TERRAIN AHEAD. The phrase is repeated after seven seconds if still within the terrain caution envelope.
During a terrain caution alert the PULL UP legend of pushbutton switches 4WZ and 5WZ is on.
During a terrain caution alert, areas where terrain violates the terrain caution envelope along the aircraft track, and within plus or minus 90 deg. of the aircraft track, are painted with the caution color 100 per cent yellow.
When the conditions have been met to generate a terrain caution alert, a specific audio alert and light output is triggered and the background image is enhanced to highlight the terrain caution threats.
At the start of a terrain caution alert, the terrain awareness function triggers the caution audio alert phrase TERRAIN AHEAD. The phrase is repeated after seven seconds if still within the terrain caution envelope.
During a terrain caution alert the PULL UP legend of pushbutton switches 4WZ and 5WZ is on.
During a terrain caution alert, areas where terrain violates the terrain caution envelope along the aircraft track, and within plus or minus 90 deg. of the aircraft track, are painted with the caution color 100 per cent yellow.
2 Terrain Warning Alert
When the conditions have been met to generate a terrain warning alert, a specific audio alert and light output is triggered and the background image is enhanced to highlight the terrain caution and warning threats.
At the start of a terrain warning alert, the terrain awareness function triggers the warning audio alert phrase TERRAIN AHEAD, PULL UP. The phrase is repeated continuously while within the terrain warning envelope.
During a terrain warning alert the PULL UP legend of pushbutton switches 4WZ and 5WZ is on.
During a terrain warning alert, areas where terrain violates the terrain warning envelope along the aircraft track, and within plus or minus 90 deg. of the aircraft track, are painted with the warning color 100 per cent red.
When the conditions have been met to generate a terrain warning alert, a specific audio alert and light output is triggered and the background image is enhanced to highlight the terrain caution and warning threats.
At the start of a terrain warning alert, the terrain awareness function triggers the warning audio alert phrase TERRAIN AHEAD, PULL UP. The phrase is repeated continuously while within the terrain warning envelope.
During a terrain warning alert the PULL UP legend of pushbutton switches 4WZ and 5WZ is on.
During a terrain warning alert, areas where terrain violates the terrain warning envelope along the aircraft track, and within plus or minus 90 deg. of the aircraft track, are painted with the warning color 100 per cent red.
NOTE: -Terrain may only be displayed on ND's when FCU mode ARC or ROSE is selected.
-When an alert occurs (caution or warning) and the FCU mode is not in a correct mode (ARC or ROSE), the message TERR. CHANGE MODE is displayed on ND's.
-When an alert occurs (caution or warning) and the FCU range selected is 160 or 320Nm the message TERR. REDUCE RANGE is displayed on ND's.
-When an alert occurs (caution or warning) and the FCU mode is not in a correct mode (ARC or ROSE), the message TERR. CHANGE MODE is displayed on ND's.
-When an alert occurs (caution or warning) and the FCU range selected is 160 or 320Nm the message TERR. REDUCE RANGE is displayed on ND's.
(b) Terrain Data Base
Local terrain processing extracts and formats local topographic terrain data from the Enhanced GPWS terrain data base for use by the terrain threat detection and display processing functions. This terrain data base divides the earth surface into grid sets referenced horizontally on the geographic (latitude/longitude) coordinate system of the WGS-84. Elements of the grid sets record the highest terrain altitude (above MSL) in that element respective area. Grid sets vary in resolution depending on geographic location. Higher resolution grids are used around airports. Lower resolution grids are used outside of airport areas where aircraft altitude enroute makes hazardous conditions unlikely and for which detailed terrain features are not important to the flight crew.
Digital Elevation Models (DEM) are available for most of the airports around the world today. In cases where the data are not currently available, DEMs are generated in-house from available topographic maps, sectional charts, and airline approach plates. The process of acquiring, generating, assembling, and updating the data base is governed by strict configuration controls to ensure the highest level of data integrity. DEMs from external sources are inputs to this process and are checked and formatted for generation of the Enhanced GPWS terrain data base.
The global Enhanced GPWS terrain data base is organized in a flexible manner. Using digital compression techniques, the complete data base is stored in non-volatile memory within the LRU. Updates and additions are easily accomplished by inserting a single PCMCIA card in the card slot on the LRU front panel. Status LEDs on the LRU front panel allow the operator to monitor the data base load progress and completion.
Local terrain processing extracts and formats local topographic terrain data from the Enhanced GPWS terrain data base for use by the terrain threat detection and display processing functions. This terrain data base divides the earth surface into grid sets referenced horizontally on the geographic (latitude/longitude) coordinate system of the WGS-84. Elements of the grid sets record the highest terrain altitude (above MSL) in that element respective area. Grid sets vary in resolution depending on geographic location. Higher resolution grids are used around airports. Lower resolution grids are used outside of airport areas where aircraft altitude enroute makes hazardous conditions unlikely and for which detailed terrain features are not important to the flight crew.
Digital Elevation Models (DEM) are available for most of the airports around the world today. In cases where the data are not currently available, DEMs are generated in-house from available topographic maps, sectional charts, and airline approach plates. The process of acquiring, generating, assembling, and updating the data base is governed by strict configuration controls to ensure the highest level of data integrity. DEMs from external sources are inputs to this process and are checked and formatted for generation of the Enhanced GPWS terrain data base.
The global Enhanced GPWS terrain data base is organized in a flexible manner. Using digital compression techniques, the complete data base is stored in non-volatile memory within the LRU. Updates and additions are easily accomplished by inserting a single PCMCIA card in the card slot on the LRU front panel. Status LEDs on the LRU front panel allow the operator to monitor the data base load progress and completion.
(c) Obstacle Data Base
Provisions are also made for future use of an obstacle data base providing obstacle data in the vicinity of major airports. This data base will provide altitude for man-made obstacles or groups of obstacles that protrude above the Enhanced GPWS terrain protection floors.
Provisions are also made for future use of an obstacle data base providing obstacle data in the vicinity of major airports. This data base will provide altitude for man-made obstacles or groups of obstacles that protrude above the Enhanced GPWS terrain protection floors.
(14) Terrain displays and Alerts
Enhanced GPWS - Terrain background display on ND ** ON A/C NOT FOR ALL
Enhanced GPWS - Terrain Background Display on ND ** ON A/C NOT FOR ALL
The terrain awareness alerting and display function maintains a background display of local terrain forward of the aircraft for cockpit display. In the event of terrain or obstacle caution or warning conditions, an aural alert and lamp outputs are triggered. The background image is then enhanced to highlight terrain or obstacle threats forward of the aircraft. Obstacle threats forward of the aircraft are also enhanced if the adjacent terrain altitude is within a lower terrain layer, or if the adjacent cells are not illuminated. Obstacle enhancement is only applicable to the 15, 30 and 60 arc second tiers.
The background terrain is depicted as variable density dot patterns in green, yellow or red. The density and color vary according to how close the terrain or obstacle in relation to aircraft altitude. Additionally, the display of terrain based on absolute terrain elevation is provided if the optional Peaks mode is enabled. Terrain and obstacle alerts are depicted by displaying the threatening terrain as solid yellow and/or red.
The terrain display algorithms process the set of digital elevation matrix overlays into a matching set of display matrix overlays and passed to the radar display output processor. The display matrix overlays hold display attributes rather than altitude for each matrix element. These attributes are computed for the background and terrain threat areas and kept small to reduce memory requirements and transfer time to the radar display output processor. The aircraft position and aircraft heading are used at the radar display output processor to extract the radar-like sweeping image ahead of the aircraft from the display overlays.
Each element of the output display matrix overlays holds a single display attribute byte with fields for the colors, patterns, and symbols shown in the following table:
Enhanced GPWS - Terrain background display on ND ** ON A/C NOT FOR ALL Enhanced GPWS - Terrain Background Display on ND ** ON A/C NOT FOR ALL The background terrain is depicted as variable density dot patterns in green, yellow or red. The density and color vary according to how close the terrain or obstacle in relation to aircraft altitude. Additionally, the display of terrain based on absolute terrain elevation is provided if the optional Peaks mode is enabled. Terrain and obstacle alerts are depicted by displaying the threatening terrain as solid yellow and/or red.
The terrain display algorithms process the set of digital elevation matrix overlays into a matching set of display matrix overlays and passed to the radar display output processor. The display matrix overlays hold display attributes rather than altitude for each matrix element. These attributes are computed for the background and terrain threat areas and kept small to reduce memory requirements and transfer time to the radar display output processor. The aircraft position and aircraft heading are used at the radar display output processor to extract the radar-like sweeping image ahead of the aircraft from the display overlays.
Each element of the output display matrix overlays holds a single display attribute byte with fields for the colors, patterns, and symbols shown in the following table:
| ------------------------------------------------------------------------------- |
| ! Color ! Threat ! |
| ------------------------------------------------------------------------------- |
| ! Solid Red ! Warning terrain (approximately 30 seconds from ! |
| ! ! impact) ! |
| !---------------------!-------------------------------------------------------! |
| ! Solid Yellow ! Caution terrain (approximately 60 seconds from ! |
| ! ! impact) ! |
| !---------------------!-------------------------------------------------------! |
| ! High Density Red ! Terrain that is more than 2000 ft. above aircraft ! |
| ! ! altitude ! |
| !---------------------!-------------------------------------------------------! |
| ! High Density ! Terrain that is between 1000 ft. and 2000 ft. above ! |
| ! Yellow ! aircraft altitude ! |
| !---------------------!-------------------------------------------------------! |
| ! Medium Density ! Terrain that is 500 ft. (250 ft. with gear down) ! |
| ! Yellow ! below to 1000 ft. above aircraft altitude ! |
| !---------------------!-------------------------------------------------------! |
| ! Solid Green ! (Peaks only) Highest terrain not within 500 ft. ! |
| ! ! (250 ft. with gear down) of aircraft altitude. ! |
| ! ! Mainly appears with dotted yellow terrain when the ! |
| ! ! aircraft altitude is within 500 ft. (250 ft. with ! |
| ! ! gear down) of terrain. ! |
| !---------------------!-------------------------------------------------------! |
| ! High Density ! Terrain that is 500 ft. (250 ft. with gear down) below! |
| ! Green Dots (1) ! to 1000 ft. below aircraft altitude. ! |
| ! !-------------------------------------------------------! |
| ! ! (Peaks only) Terrain that is the middle elevation band! |
| ! ! when there are no red or yellow terrain areas within ! |
| ! ! range on the display. ! |
| !---------------------!-------------------------------------------------------! |
| ! Low Density ! Terrain that is 1000 ft. to 2000 ft. below aircraft ! |
| ! Green Dots ! altitude. ! |
| ! !-------------------------------------------------------! |
| ! ! (Peaks only) Terrain that is the middle elevation band! |
| ! ! when there are no red or yellow terrain areas within ! |
| ! ! range on the display ! |
| !---------------------!-------------------------------------------------------! |
| ! Black ! No close terrain (Ref. NOTE in para. D.(1)(d)1_) ! |
| !---------------------!-------------------------------------------------------! |
| ! Low Density ! (Peaks only) Terrain elevation equal to 0 ft. MSL. ! |
| ! Cyan Dots ! ! |
| !---------------------!-------------------------------------------------------! |
| ! Light Density ! Unknown terrain ! |
| ! Magenta ! ! |
| ------------------------------------------------------------------------------- |
(a) Background display (Option)
There are two different background Terrain Awareness display modes: standard and Peaks. For both modes the background display is computed from the aircraft altitude with respect to the terrain data in the digital elevation matrix overlays.
Enhanced GPWS - Terrain background display on ND ** ON A/C NOT FOR ALL
Enhanced GPWS - Terrain Background Display on ND ** ON A/C NOT FOR ALL
There are two different background Terrain Awareness display modes: standard and Peaks. For both modes the background display is computed from the aircraft altitude with respect to the terrain data in the digital elevation matrix overlays.
- Standard mode
Terrain is displayed using colors and shading patterns corresponding to the vertical displacement between the terrain elevation and the current aircraft altitude. Red and yellow dot patterns indicate terrain near or above the current altitude of the aircraft. Solid yellow and red colors indicate caution and warning areas with respect to the flight path of the aircraft.
High and low density green display patterns indicate terrain that is below the aircraft and within 2000 ft. of the aircraft altitude. Terrain more than 2000 ft. below the aircraft is not displayed and the terrain display is typically blank during the enroute portion of the flight. - Peaks mode
The Peaks terrain display adds additional density patterns and level thresholds to the standard mode display levels and patterns. These additional levels are based on absolute terrain elevations in relation to the range and distribution of terrain in the display area. The Peaks display is thus a "merged" display applicable to all phases of flight. At altitude safely above all terrain for the display range chosen, the terrain is displayed independent of aircraft altitude emphasizing the highest and lowest elevations to provide increased situational awareness. This increased awareness can be particularly valuable to the flight crew in the event of an unplanned descent or off-route deviation and for the purpose of previewing terrain prior to descent.
The Peaks display includes a high green level to indicate the highest non-threatening terrain. The standard lower density green display patterns indicate mid and upper terrain in the display area as well as terrain that is within 2000 ft. of the aircraft. The red and yellow dot patterns are unchanged and continue to indicate terrain that is near or above the current altitude of the aircraft. Solid yellow and red colors are also unchanged and continue to indicate caution and warning areas in relation to the flight path of the aircraft. Terrain identified as water (0 ft. MSL) is displayed as cyan dots. The Peaks display is prioritized such that higher level colors and densities override lower color and densities for maximum situational awareness of the most significant terrain in relation to the altitude and flight path of the aircraft.
With the Peaks display, on EIS 2, two elevation numbers indicating the highest and lowest terrains currently being displayed are shown on the display. The elevation numbers indicate terrain in hundreds of feet above sea level (MSL). The terrain elevation numbers are displayed with the highest terrain number on top, and the lowest terrain number beneath it. The highest terrain number is shown in the same color as the highest terrain color pattern on the display, and the lowest terrain number is shown in the color of the lowest terrain color pattern shown on the display. A single elevation number is displayed when the screen is all black or blue as a result of flying over water or relatively flat terrain where there is no appreciable difference in terrain elevations.
On EIS 1, only the highest elevation number is displayed within the terrain frame.
The elevation numbers on the display are an additional indication that the terrain display is selected.
Enhanced GPWS - Terrain background display on ND ** ON A/C NOT FOR ALL Enhanced GPWS - Terrain Background Display on ND ** ON A/C NOT FOR ALL (b) Terrain and Obstacle caution alert (option)
When the conditions have been met to generate a terrain or obstacle caution alert, a specific audio alert and light output is triggered and the background image is enhanced to highlight the terrain caution threats.
At the start of a terrain caution alert, the Terrain Awareness function triggers the caution audio alert phrase TERRAIN AHEAD, TERRAIN AHEAD. The phrase is repeated after seven seconds if still within the terrain caution envelope. The Terrain Awareness function responds to an obstacle caution alert by triggering the obstacle caution audio alert phrase OBSTACLE AHEAD, OBSTACLE AHEAD. The phrase is repeated after seven seconds if still within the terrain caution envelope.
During a terrain caution alert or obstacle caution alert, the GPWS legend of the PULL UP/GPWS pushbutton switches 4WZ and 5WZ is on.
During a terrain caution alert, areas where terrain violates the terrain caution envelope along the aircraft track, and within plus or minus 90 deg. of the aircraft track, are painted with the caution color 100 per cent yellow.
During an obstacle caution alert, areas where an obstacle violates the terrain caution envelope along the aircraft track, and within plus or minus 90 deg. of the aircraft track, are displayed with the caution color yellow.
When the conditions have been met to generate a terrain or obstacle caution alert, a specific audio alert and light output is triggered and the background image is enhanced to highlight the terrain caution threats.
At the start of a terrain caution alert, the Terrain Awareness function triggers the caution audio alert phrase TERRAIN AHEAD, TERRAIN AHEAD. The phrase is repeated after seven seconds if still within the terrain caution envelope. The Terrain Awareness function responds to an obstacle caution alert by triggering the obstacle caution audio alert phrase OBSTACLE AHEAD, OBSTACLE AHEAD. The phrase is repeated after seven seconds if still within the terrain caution envelope.
During a terrain caution alert or obstacle caution alert, the GPWS legend of the PULL UP/GPWS pushbutton switches 4WZ and 5WZ is on.
During a terrain caution alert, areas where terrain violates the terrain caution envelope along the aircraft track, and within plus or minus 90 deg. of the aircraft track, are painted with the caution color 100 per cent yellow.
During an obstacle caution alert, areas where an obstacle violates the terrain caution envelope along the aircraft track, and within plus or minus 90 deg. of the aircraft track, are displayed with the caution color yellow.
(c) Terrain and obstacle warning alert (option)
When the conditions have been met to generate a terrain or obstacle warning alert, a specific audio alert and light output is triggered and the background image is enhanced to highlight the terrain or obstacle caution and warning threats.
At the start of a terrain warning alert, the Terrain Awareness function triggers the warning audio alert phrase TERRAIN AHEAD, PULL UP. The phrase is repeated continuously while within the terrain warning envelope. The Terrain Awareness function responds to an obstacle warning alert by triggering the obstacle warning audio alert OBSTACLE AHEAD, PULL UP. The phrase is repeated continuously while within the terrain warning envelope.
During a terrain or obstacle warning alert, the PULL UP legend of the PULL UP/GPWS pushbutton switches 4WZ and 5WZ is on.
During a terrain warning alert, areas where terrain violates the terrain warning envelope along the aircraft track, and within plus or minus 90 deg. of the aircraft track, are displayed with the warning color 100 per cent red.
When the conditions have been met to generate a terrain or obstacle warning alert, a specific audio alert and light output is triggered and the background image is enhanced to highlight the terrain or obstacle caution and warning threats.
At the start of a terrain warning alert, the Terrain Awareness function triggers the warning audio alert phrase TERRAIN AHEAD, PULL UP. The phrase is repeated continuously while within the terrain warning envelope. The Terrain Awareness function responds to an obstacle warning alert by triggering the obstacle warning audio alert OBSTACLE AHEAD, PULL UP. The phrase is repeated continuously while within the terrain warning envelope.
During a terrain or obstacle warning alert, the PULL UP legend of the PULL UP/GPWS pushbutton switches 4WZ and 5WZ is on.
During a terrain warning alert, areas where terrain violates the terrain warning envelope along the aircraft track, and within plus or minus 90 deg. of the aircraft track, are displayed with the warning color 100 per cent red.
NOTE: - Terrain is displayed on NDs if the ARC or ROSE mode is selected on the FCU.
- When an alert (caution or warning) occurs and the FCU mode is not a correct mode (ARC or ROSE), the message TERR. CHANGE MODE is displayed on NDs.
- When an alert (caution or warning) occurs and the range selected on the FCU is 160 or 320 NM, the message TERR. REDUCE RANGE is displayed on NDs.
- When an alert (caution or warning) occurs and the FCU mode is not a correct mode (ARC or ROSE), the message TERR. CHANGE MODE is displayed on NDs.
- When an alert (caution or warning) occurs and the range selected on the FCU is 160 or 320 NM, the message TERR. REDUCE RANGE is displayed on NDs.
(15) Terrain Data Base
Local terrain processing extracts and formats local topographic terrain data from the Enhanced GPWS terrain data base for use by the terrain threat detection and display processing functions. This terrain data base divides the earth surface into grid sets referenced horizontally on the geographic (latitude/longitude) coordinate system of the WGS-84. Elements of the grid sets record the highest terrain altitude (above MSL) in that element respective area. Grid sets vary in resolution depending on geographic location. Higher resolution grids are used around airports. Lower resolution grids are used outside airport areas where aircraft enroute altitude makes hazardous conditions unlikely and for which detailed terrain features are not important to the flight crew.
Digital Elevation Models (DEM) are available for most of the airports around the world today. In cases where the data are not currently available, DEMs are generated in-house from available topographic maps, sectional charts, and airline approach plates. The process of acquiring, generating, assembling, and updating the data base is governed by strict configuration controls to ensure the highest level of data integrity. DEMs from external sources are input to this process, and are checked and formatted for generation of the Enhanced GPWS terrain data base.
The global Enhanced GPWS terrain data base is organized in a flexible manner. Using digital compression techniques, the complete data base is stored in non-volatile memory within the Enhanced GPWC. Updates and additions are easily accomplished by inserting a single PCMCIA card in the card slot on the face of the Enhanced GPWC. Status LEDs on the face of the Enhanced GPWC allow the operator to monitor the data base load progress and completion.
Local terrain processing extracts and formats local topographic terrain data from the Enhanced GPWS terrain data base for use by the terrain threat detection and display processing functions. This terrain data base divides the earth surface into grid sets referenced horizontally on the geographic (latitude/longitude) coordinate system of the WGS-84. Elements of the grid sets record the highest terrain altitude (above MSL) in that element respective area. Grid sets vary in resolution depending on geographic location. Higher resolution grids are used around airports. Lower resolution grids are used outside airport areas where aircraft enroute altitude makes hazardous conditions unlikely and for which detailed terrain features are not important to the flight crew.
Digital Elevation Models (DEM) are available for most of the airports around the world today. In cases where the data are not currently available, DEMs are generated in-house from available topographic maps, sectional charts, and airline approach plates. The process of acquiring, generating, assembling, and updating the data base is governed by strict configuration controls to ensure the highest level of data integrity. DEMs from external sources are input to this process, and are checked and formatted for generation of the Enhanced GPWS terrain data base.
The global Enhanced GPWS terrain data base is organized in a flexible manner. Using digital compression techniques, the complete data base is stored in non-volatile memory within the Enhanced GPWC. Updates and additions are easily accomplished by inserting a single PCMCIA card in the card slot on the face of the Enhanced GPWC. Status LEDs on the face of the Enhanced GPWC allow the operator to monitor the data base load progress and completion.
(16) Obstacle database (option)
The obstacle database is included with the terrain database in the terrain database PCMCIA card. Both files are loaded in the Enhanced GPWC with the obstacle database being accessed by the Enhanced GPWS application only if obstacle alerting is basic to the aircraft type, or if not basic, if enabled via program pin. The obstacle data is processed by the display processing function in the same fashion as terrain is presented on the display as terrain (coloring scheme), and causes visual indications of warning and caution alerts like terrain.
The obstacle database is included with the terrain database in the terrain database PCMCIA card. Both files are loaded in the Enhanced GPWC with the obstacle database being accessed by the Enhanced GPWS application only if obstacle alerting is basic to the aircraft type, or if not basic, if enabled via program pin. The obstacle data is processed by the display processing function in the same fashion as terrain is presented on the display as terrain (coloring scheme), and causes visual indications of warning and caution alerts like terrain.
(17) Terrain Clearance Floor (TCF)
The Terrain Clearance Floor (TCF) alert function adds an additional element of protection to the standard GPWS. It creates an increasing terrain clearance envelope around the airport runway to provide protection against Controlled Flight Into Terrain (CFIT) situations beyond that which is currently provided. TCF alerts are based on current aircraft location, nearest runway center point position and radio altitude. TCF is active during takeoff, cruise and final approach. This alert mode complements the existing Mode 4 protection by providing an alert based on insufficient terrain clearance even when in landing configuration. Alerts for TCF illuminate GPWS cockpit lamps and produce aural messages.
The Terrain Clearance Floor (TCF) alert function adds an additional element of protection to the standard GPWS. It creates an increasing terrain clearance envelope around the airport runway to provide protection against Controlled Flight Into Terrain (CFIT) situations beyond that which is currently provided. TCF alerts are based on current aircraft location, nearest runway center point position and radio altitude. TCF is active during takeoff, cruise and final approach. This alert mode complements the existing Mode 4 protection by providing an alert based on insufficient terrain clearance even when in landing configuration. Alerts for TCF illuminate GPWS cockpit lamps and produce aural messages.
(a) System inputs
The following table lists the inputs required to allow implementation of the TCF function:
The following table lists the inputs required to allow implementation of the TCF function:
| ------------------------------------------------------------------------------- |
| ! Input ! Source ! |
| ------------------------------------------------------------------------------- |
| ! Radio Altitude ! External: Radio Altimeter ! |
| !----------------------------------!------------------------------------------! |
| ! Latitude ! External: FMS ! |
| !----------------------------------!------------------------------------------! |
| ! Longitude ! External: FMS ! |
| !----------------------------------!------------------------------------------! |
| ! Runway Center Latitude ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! Runway Center Longitude ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! Navigation mode ! FMS ! |
| !----------------------------------!------------------------------------------! |
| ! Alert Envelope Parameters ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! 1/2 Runway Length ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! System Error Factor ! Internal: data base ! |
| ------------------------------------------------------------------------------- |
(b) Runway Data Base
The TCF runway data base consists of data records containing the position of airport runway center points along with 1/2 the runway length. The data base includes all hard surface runways in the world greater than or equal to 3500 ft. in length. The process of generating this data base is certified and includes an end check that validates that the data was not corrupted in the translation process. This data base can be updated without affecting the customer certified system part number.
The design of the data base and related software is such that additional runway records can be added in the future without altering the code. The data base provides a means of accessing the runway record of the runway closest to the current aircraft position.
The TCF runway data base consists of data records containing the position of airport runway center points along with 1/2 the runway length. The data base includes all hard surface runways in the world greater than or equal to 3500 ft. in length. The process of generating this data base is certified and includes an end check that validates that the data was not corrupted in the translation process. This data base can be updated without affecting the customer certified system part number.
The design of the data base and related software is such that additional runway records can be added in the future without altering the code. The data base provides a means of accessing the runway record of the runway closest to the current aircraft position.
(c) Alert Envelope
The TCF alert envelope is a circular band centered over the nearest runway.
The distance from the runway center to the inner envelope edge is equal to 1/2 the runway length plus the envelope bias factor. Thus the inner and outer radius of the envelope are modulated based on the runway length and envelope bias factor. Runway length varies from one runway to the next, and the envelope bias factor is typically 1/2 NM to 2 NM and varies with position accuracy.
The outer alert envelope boundary extends to infinity, or until it meets the outer alert envelope boundary of another runway. The alert is inhibited below radio altitude of 30 ft. This cutoff value was chosen to match the current Mode 4 lower cutoff value.
The TCF alert envelope is a circular band centered over the nearest runway.
The distance from the runway center to the inner envelope edge is equal to 1/2 the runway length plus the envelope bias factor. Thus the inner and outer radius of the envelope are modulated based on the runway length and envelope bias factor. Runway length varies from one runway to the next, and the envelope bias factor is typically 1/2 NM to 2 NM and varies with position accuracy.
The outer alert envelope boundary extends to infinity, or until it meets the outer alert envelope boundary of another runway. The alert is inhibited below radio altitude of 30 ft. This cutoff value was chosen to match the current Mode 4 lower cutoff value.
(d) System Outputs
When an aircraft penetrates the TCF alert envelope the following aural message occurs: TOO LOW TERRAIN.
This aural message occurs once when initial envelope penetration occurs, and one time thereafter for each 20 per cent degradation in radio altitude. At the same time the GPWS legend of pushbutton switches 4WZ and 5WZ comes on. The legends remain on until the alert envelope is exited.
When an aircraft penetrates the TCF alert envelope the following aural message occurs: TOO LOW TERRAIN.
This aural message occurs once when initial envelope penetration occurs, and one time thereafter for each 20 per cent degradation in radio altitude. At the same time the GPWS legend of pushbutton switches 4WZ and 5WZ comes on. The legends remain on until the alert envelope is exited.
(18) Terrain Clearance Floor (TCF)
The Terrain Clearance Floor (TCF) alert function adds an additional element of protection to the standard Ground Proximity Warning System. It creates an increasing terrain clearance envelope around the airport runway to provide protection against Controlled Flight Into Terrain (CFIT) situations beyond that which is currently provided. TCF alerts are based on current aircraft location, nearest runway center point position and radio altitude. TCF is active during takeoff, cruise and final approach. This alert mode complements the existing Mode 4 protection by providing an alert based on insufficient terrain clearance even when in landing configuration. Alerts for TCF illuminate GPWS cockpit lamps and produce aural messages.
The Terrain Clearance Floor (TCF) alert function adds an additional element of protection to the standard Ground Proximity Warning System. It creates an increasing terrain clearance envelope around the airport runway to provide protection against Controlled Flight Into Terrain (CFIT) situations beyond that which is currently provided. TCF alerts are based on current aircraft location, nearest runway center point position and radio altitude. TCF is active during takeoff, cruise and final approach. This alert mode complements the existing Mode 4 protection by providing an alert based on insufficient terrain clearance even when in landing configuration. Alerts for TCF illuminate GPWS cockpit lamps and produce aural messages.
(a) System inputs
The following table lists the inputs required to allow implementation of the TCF function:
The following table lists the inputs required to allow implementation of the TCF function:
| ------------------------------------------------------------------------------- |
| ! Input ! Source ! |
| ------------------------------------------------------------------------------- |
| ! Radio Altitude ! External: Radio Altimeter ! |
| !----------------------------------!------------------------------------------! |
| ! Latitude ! External: FMS ! |
| !----------------------------------!------------------------------------------! |
| ! Longitude ! External: FMS ! |
| !----------------------------------!------------------------------------------! |
| ! Runway Center Latitude ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! Runway Center Longitude ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! Navigation mode ! FMS ! |
| !----------------------------------!------------------------------------------! |
| ! Alert Envelope Parameters ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! 1/2 Runway Length ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! System Error Factor ! Internal: data base ! |
| ------------------------------------------------------------------------------- |
(b) Runway Data Base
The TCF runway data base consists of data records containing the position of airport runway center points along with 1/2 the runway length. The data base includes all hard surface runways in the world greater than or equal to 3500 ft. in length. The process of generating this data base is certified and includes an end check that validates that the data was not corrupted in the translation process. This data base can be updated without affecting the customer certified system part number.
The design of the data base and related software is such that additional runway records can be added in the future without altering the code. The data base provides a means of accessing the runway record of the runway closest to the current aircaft position.
The TCF runway data base consists of data records containing the position of airport runway center points along with 1/2 the runway length. The data base includes all hard surface runways in the world greater than or equal to 3500 ft. in length. The process of generating this data base is certified and includes an end check that validates that the data was not corrupted in the translation process. This data base can be updated without affecting the customer certified system part number.
The design of the data base and related software is such that additional runway records can be added in the future without altering the code. The data base provides a means of accessing the runway record of the runway closest to the current aircaft position.
(c) Alert Envelope
The TCF alert envelope is a circular band centered over the nearest runway.
The distance from the runway center to the inner envelope edge is equal to 1/2 the runway length plus the envelope bias factor. Thus the inner and outer radius of the envelope are modulated based on the runway length and envelope bias factor. Runway length varies from one runway to the next, and the envelope bias factor is typically 1/2 NM to 2 NM and varies with position accuracy.
The outer alert envelope boundary extends to infinity, or until it meets the outer alert envelope boundary of another runway. The alert is inhibited below radio altitude of 30 ft. This cutoff value was chosen to match the current Mode 4 lower cutoff value.
The TCF alert envelope is a circular band centered over the nearest runway.
The distance from the runway center to the inner envelope edge is equal to 1/2 the runway length plus the envelope bias factor. Thus the inner and outer radius of the envelope are modulated based on the runway length and envelope bias factor. Runway length varies from one runway to the next, and the envelope bias factor is typically 1/2 NM to 2 NM and varies with position accuracy.
The outer alert envelope boundary extends to infinity, or until it meets the outer alert envelope boundary of another runway. The alert is inhibited below radio altitude of 30 ft. This cutoff value was chosen to match the current Mode 4 lower cutoff value.
(d) System Outputs
When an aircraft penetrates the TCF alert envelope the following aural message occurs: TOO LOW TERRAIN.
This aural message occurs once when initial envelope penetration occurs, and one time thereafter for each 20 per cent degradation in radio altitude. At the same time the PULL UP legend of pushbutton switches 4WZ and 5WZ comes on. The legends remain on until the alert envelope is exited.
When an aircraft penetrates the TCF alert envelope the following aural message occurs: TOO LOW TERRAIN.
This aural message occurs once when initial envelope penetration occurs, and one time thereafter for each 20 per cent degradation in radio altitude. At the same time the PULL UP legend of pushbutton switches 4WZ and 5WZ comes on. The legends remain on until the alert envelope is exited.
(19) Airbus Corrected Barometric Altitude
Airbus Corrected Barometric Altitude is available on A318/A319/A320/A321 series aircraft. It provides accurate corrected barometric altitude data regardless of the altimeter reference setting (QNH or QFE). Airbus corrected baro altitude allows the Terrain Awareness and Display function to remain enabled during QFE approaches conducted by aircraft not equipped with GPS, and provides a more accurate corrected baro altitude input to the Geometric Altitude algorithm for GPS-equipped aircraft. The Enhanced GPWS examines the selected baro reference (QNH, STD or QFE) from the Flight Control Unit (FCU). If the selected baro reference is QFE, then the Enhanced GPWS computes corrected barometric altitude using destination QNH data from the Flight Management System (FMS) and standard (uncorrected) altitude. For aircraft not equipped with GPS, Airbus corrected barometric altitude is used as the altitude source for the Terrain Awareness and Display functions and the Envelope Modulation function.
Airbus Corrected Barometric Altitude is available on A318/A319/A320/A321 series aircraft. It provides accurate corrected barometric altitude data regardless of the altimeter reference setting (QNH or QFE). Airbus corrected baro altitude allows the Terrain Awareness and Display function to remain enabled during QFE approaches conducted by aircraft not equipped with GPS, and provides a more accurate corrected baro altitude input to the Geometric Altitude algorithm for GPS-equipped aircraft. The Enhanced GPWS examines the selected baro reference (QNH, STD or QFE) from the Flight Control Unit (FCU). If the selected baro reference is QFE, then the Enhanced GPWS computes corrected barometric altitude using destination QNH data from the Flight Management System (FMS) and standard (uncorrected) altitude. For aircraft not equipped with GPS, Airbus corrected barometric altitude is used as the altitude source for the Terrain Awareness and Display functions and the Envelope Modulation function.
(20) Geometric Altitude
Geometric Altitude is a computed aircraft altitude designed to help to ensure optimal operation of the Enhanced GPWS Terrain Awareness and Display functions through all phases of flight and atmospheric conditions. Geometric Altitude uses an improved pressure altitude calculation, GPS altitude, radio altitude, and terrain and runway elevation data to reduce or eliminate errors potentially induced in corrected barometric altitude by temperature extremes, non-standard altitude conditions, and altimeter miss-sets. Geometric Altitude also allows continuous Enhanced GPWS operations in QFE environments without custom inputs or special operational procedures. With the Geometric Altitude function, Enhanced GPWS can operate reliably throughout extreme local pressure or temperature variations from standard, is not susceptible to altimeter miss-sets by the flight crew, and will not require any custom inputs or special procedures by the flight crew when operating in a QFE environment.
Geometric Altitude is a computed aircraft altitude designed to help to ensure optimal operation of the Enhanced GPWS Terrain Awareness and Display functions through all phases of flight and atmospheric conditions. Geometric Altitude uses an improved pressure altitude calculation, GPS altitude, radio altitude, and terrain and runway elevation data to reduce or eliminate errors potentially induced in corrected barometric altitude by temperature extremes, non-standard altitude conditions, and altimeter miss-sets. Geometric Altitude also allows continuous Enhanced GPWS operations in QFE environments without custom inputs or special operational procedures. With the Geometric Altitude function, Enhanced GPWS can operate reliably throughout extreme local pressure or temperature variations from standard, is not susceptible to altimeter miss-sets by the flight crew, and will not require any custom inputs or special procedures by the flight crew when operating in a QFE environment.
(a) Required inputs.
The Geometric Altitude algorithm requires GPS altitude with Vertical Figure of Merit (VFOM) and RAIM failure indication along with standard (uncorrected) altitude and radio altitude. Ground speed, roll angle, and position (latitude and longitude) are used indirectly and are also required. Additionally, corrected barometric altitude, static air temperature (SAT), GPS operational mode and the number of satellites tracked are used if available. The required GPS signals are provided via ADIRU on the GPIRS bus or directly from the GPSSU or MMR. Standard altitude, corrected barometric altitude, and SAT are provided directly from the ADR. If SAT is not available, geometric altitude is computed using standard altitude with a corresponding reduction in accuracy.
The Geometric Altitude algorithm requires GPS altitude with Vertical Figure of Merit (VFOM) and RAIM failure indication along with standard (uncorrected) altitude and radio altitude. Ground speed, roll angle, and position (latitude and longitude) are used indirectly and are also required. Additionally, corrected barometric altitude, static air temperature (SAT), GPS operational mode and the number of satellites tracked are used if available. The required GPS signals are provided via ADIRU on the GPIRS bus or directly from the GPSSU or MMR. Standard altitude, corrected barometric altitude, and SAT are provided directly from the ADR. If SAT is not available, geometric altitude is computed using standard altitude with a corresponding reduction in accuracy.
(b) Altitude calculation
The Geometric Altitude consists of three main functions:
The Geometric Altitude consists of three main functions:
- computation of non-standard altitude
- computation of the component altitudes and VFOMs
- final altitude-signal blending.
Additional logic exists to handle reversionary modes and signal reasonable checking for each component altitude.
1 Non-Standard Altitude
To support the Geometric Altitude function, the Enhanced GPWS computes a non-standard altitude using the hydrostatic equation relating changes in height to changes in pressure and temperature. Non-standard altitude uses static pressure derived from standard altitude, along with static air temperature, to continuously accumulate changes in Geometric Altitude. Since the non-standard altitude algorithm incorporates actual atmospheric temperature, it does not suffer from errors due to non-standard temperatures. Non-standard altitude is highly accurate for measuring relative vertical changes over short periods of time and distance, such as during take off and approach. Non-standard altitude does not provide an absolute altitude and is prone to significant errors over extended periods of time and distance due to the effects of pressure gradients and long-term integration errors. Due to these limitations, non-standard altitude is not used directly, but is calibrated using additional signals and data to produce a set of component altitudes for use in the final altitude solution.
To support the Geometric Altitude function, the Enhanced GPWS computes a non-standard altitude using the hydrostatic equation relating changes in height to changes in pressure and temperature. Non-standard altitude uses static pressure derived from standard altitude, along with static air temperature, to continuously accumulate changes in Geometric Altitude. Since the non-standard altitude algorithm incorporates actual atmospheric temperature, it does not suffer from errors due to non-standard temperatures. Non-standard altitude is highly accurate for measuring relative vertical changes over short periods of time and distance, such as during take off and approach. Non-standard altitude does not provide an absolute altitude and is prone to significant errors over extended periods of time and distance due to the effects of pressure gradients and long-term integration errors. Due to these limitations, non-standard altitude is not used directly, but is calibrated using additional signals and data to produce a set of component altitudes for use in the final altitude solution.
2 Computed component altitudes
The Enhanced GPWS generates three component altitudes that are combined, along with corrected altitude if available, to produce Geometric Altitude. These component altitudes are runway calibrated altitude, GPS calibrated altitude, and radio altitude calibrated altitude.
The Enhanced GPWS generates three component altitudes that are combined, along with corrected altitude if available, to produce Geometric Altitude. These component altitudes are runway calibrated altitude, GPS calibrated altitude, and radio altitude calibrated altitude.
- Runway calibrated altitude is a one-time calibration of non-standard altitude during take off run. A correction factor for non-standard is computed using the runway elevation from the Enhanced GPWS runway database while the aircraft is on the ground. Runway calibrated altitude is used during the take off and climb-out portions of flight. VFOM of runway calibrated altitude is estimated based on changes in altitude since calibration, time since calibration, and distance from the runway.
- GPS calibrated altitude is produced by combining GPS altitude and non-standard altitude through a complementary filter. The complementary filter is dynamically optimized to reduce errors in GPS altitude while minimizing pressure gradient and drift errors of non-standard altitude. GPS calibrated altitude is accurate through all phases of flight and is the primary altitude source during the cruise portion of flight. GPS calibrated altitude VFOM is estimate using GPS VFOM and estimated non-standard altitude drift errors.
- Radio altitude calibrated altitude is a calibration of non-standard altitude during approach using an altitude derived from radio altitude (height above terrain) and the terrain elevation data stored in the Enhanced GPWS terrain database. This calibration is performed during the approach phase of flight when the aircraft is within a minimum distance and elevation of any runway. Once a correction factor is determined, it is applied to non-standard altitude until the aircraft lands. VFOM of radio altitude calibrated altitude is based on the accuracy of the calibration as estimated from the resolution of the terrain data and flatness of the terrain. The altitude is re-calibrated if a correction with a higher estimated accuracy is computed. An estimated VFOM for corrected barometric altitude is computed in order to determine its weight in the final altitude. VFOM of corrected barometric altitude is based on aircraft altitude above and distance from the nearest runway, with the accuracy assumed to be the highest close to runway.
3 Blending and reasonableness checking
The final Geometric Altitude is computed by combining the three computed component altitudes with optional corrected barometric altitude. The weighting of each altitude in the final solution is based on the corresponding estimated VFOM. The blending algorithm gives the most weight to altitudes with a higher estimated accuracy, reducing the effect of less accurate altitudes on the final computed altitude. Each component altitude is also checked for reasonableness using a window monitor computed from GPS altitude and GPS VFOM. Altitudes that are invalid, not available, or fall outside the reasonableness window are not included in the final blended altitude.
The final Geometric Altitude is computed by combining the three computed component altitudes with optional corrected barometric altitude. The weighting of each altitude in the final solution is based on the corresponding estimated VFOM. The blending algorithm gives the most weight to altitudes with a higher estimated accuracy, reducing the effect of less accurate altitudes on the final computed altitude. Each component altitude is also checked for reasonableness using a window monitor computed from GPS altitude and GPS VFOM. Altitudes that are invalid, not available, or fall outside the reasonableness window are not included in the final blended altitude.
(21) The Terrain Clearance Floor (TCF)
The Terrain Clearance Floor (TCF) alert function adds an additional element of protection to the standard Ground Proximity Warning System. It creates an increasing terrain clearance envelope around the airport runway to provide protection against Controlled Flight Into Terrain (CFIT) situations beyond that which is currently provided. TCF alerts are based on current aircraft location, nearest runway center point position and radio altitude. TCF is active during takeoff, cruise and final approach. This alert mode complements the existing Mode 4 protection by providing an alert based on insufficient terrain clearance even when in landing configuration. Alerts for TCF illuminate GPWS cockpit lamps and produce aural messages.
The Terrain Clearance Floor (TCF) alert function adds an additional element of protection to the standard Ground Proximity Warning System. It creates an increasing terrain clearance envelope around the airport runway to provide protection against Controlled Flight Into Terrain (CFIT) situations beyond that which is currently provided. TCF alerts are based on current aircraft location, nearest runway center point position and radio altitude. TCF is active during takeoff, cruise and final approach. This alert mode complements the existing Mode 4 protection by providing an alert based on insufficient terrain clearance even when in landing configuration. Alerts for TCF illuminate GPWS cockpit lamps and produce aural messages.
(a) System inputs
The following table lists the inputs required to allow implementation of the TCF function:
The following table lists the inputs required to allow implementation of the TCF function:
| ------------------------------------------------------------------------------- |
| ! Input ! Source ! |
| ------------------------------------------------------------------------------- |
| ! Radio Altitude ! External: Radio Altimeter ! |
| !----------------------------------!------------------------------------------! |
| ! Latitude ! External: FMS ! |
| !----------------------------------!------------------------------------------! |
| ! Longitude ! External: FMS ! |
| !----------------------------------!------------------------------------------! |
| ! Runway Center Latitude ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! Runway Center Longitude ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! Navigation mode ! FMS ! |
| !----------------------------------!------------------------------------------! |
| ! Alert Envelope Parameters ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! 1/2 Runway Length ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! System Error Factor ! Internal: data base ! |
| ------------------------------------------------------------------------------- |
(b) Runway Data Base
The TCF runway data base consists of data records containing the position of airport runway center points along with 1/2 the runway length. The data base includes all hard surface runways in the world greater than or equal to 3500 ft. in length. The process of generating this data base is certified and includes an end check that validates that the data was not corrupted in the translation process. This data base can be updated without affecting the customer certified system part number.
The design of the data base and related software is such that additional runway records can be added in the future without altering the code. The data base provides a means of accessing the runway record of the runway closest to the current aircaft position.
The TCF runway data base consists of data records containing the position of airport runway center points along with 1/2 the runway length. The data base includes all hard surface runways in the world greater than or equal to 3500 ft. in length. The process of generating this data base is certified and includes an end check that validates that the data was not corrupted in the translation process. This data base can be updated without affecting the customer certified system part number.
The design of the data base and related software is such that additional runway records can be added in the future without altering the code. The data base provides a means of accessing the runway record of the runway closest to the current aircaft position.
(c) Alert Envelope
The TCF alert envelope is a circular band centered over the nearest runway.
The distance from the runway center to the inner envelope edge is equal to 1/2 the runway length plus the envelope bias factor. Thus the inner and outer radii of the envelope are modulated based on the runway length and envelope bias factor. Runway length varies from one runway to the next, and the envelope bias factor is typically 1/2 NM to 2 NM and varies with position accuracy.
The outer alert envelope boundary extends to infinity, or until it meets the outer alert envelope boundary of another runway. The alert is inhibited below radio altitude of 30 ft. This cutoff value was chosen to match the current Mode 4 lower cutoff value.
The TCF curve is limited to a minimum value of 245 ft. when it is determined that the aircraft is to the side of the runway.
This feature provides improved alerting when landing to the side of the runway.
The TCF alert envelope is a circular band centered over the nearest runway.
The distance from the runway center to the inner envelope edge is equal to 1/2 the runway length plus the envelope bias factor. Thus the inner and outer radii of the envelope are modulated based on the runway length and envelope bias factor. Runway length varies from one runway to the next, and the envelope bias factor is typically 1/2 NM to 2 NM and varies with position accuracy.
The outer alert envelope boundary extends to infinity, or until it meets the outer alert envelope boundary of another runway. The alert is inhibited below radio altitude of 30 ft. This cutoff value was chosen to match the current Mode 4 lower cutoff value.
The TCF curve is limited to a minimum value of 245 ft. when it is determined that the aircraft is to the side of the runway.
This feature provides improved alerting when landing to the side of the runway.
(d) Runway Field Clearance Floor (RFCF) The Runway Field Clearance Floor (RFCF) alert envelope is a circular band centered over the selected runway. But unlike the radio altitude based TCF envelope, the RFCF envelope only extends 5 NM past the end of the runway. The bias factor (where the protection starts) is equal to the TCF Bias factor (k) plus an additional offset proportional to the Geometric Altitude Figure Of Merit (FOM).
This feature provides improved alerting for cases where the runway is at a high elevation compared to the terrain below the approach path. In these cases the radio altitude may be large enough to inhibit normal TCF operation, but the aircraft could actually be below the runway elevation. Field clearance (height above runway) is determined by subtracting the elevation of the selected destination runway from the current altitude (MSL).
This feature provides improved alerting for cases where the runway is at a high elevation compared to the terrain below the approach path. In these cases the radio altitude may be large enough to inhibit normal TCF operation, but the aircraft could actually be below the runway elevation. Field clearance (height above runway) is determined by subtracting the elevation of the selected destination runway from the current altitude (MSL).
(e) System Outputs
When an aircraft penetrates the TCF alert envelope, the following aural message occurs: TOO LOW TERRAIN.
This aural message occurs once when initial envelope penetration occurs, and one time thereafter for each 20 per cent degradation in radio altitude. At the same time the PULL UP legend of pushbutton switches 4WZ and 5WZ comes on. The legends remain on until the alert envelope is exited.
When an aircraft penetrates the TCF alert envelope, the following aural message occurs: TOO LOW TERRAIN.
This aural message occurs once when initial envelope penetration occurs, and one time thereafter for each 20 per cent degradation in radio altitude. At the same time the PULL UP legend of pushbutton switches 4WZ and 5WZ comes on. The legends remain on until the alert envelope is exited.
(22) Airbus Corrected Barometric Altitude
Airbus Corrected Barometric Altitude is available on A318/A319/A320/A321 series aircraft. It provides accurate corrected barometric altitude data regardless of the altimeter reference setting (QNH or QFE). Airbus corrected baro altitude allows the Terrain Awareness and Display function to remain enabled during QFE approaches conducted by aircraft not equipped with GPS, and provides a more accurate corrected baro altitude input to the Geometric Altitude algorithm for GPS-equipped aircraft. The Enhanced GPWS examines the selected baro reference (QNH, STD or QFE) from the Flight Control Unit (FCU). If the selected baro reference is QFE, then the Enhanced GPWS computes corrected barometric altitude using destination QNH data from the Flight Management System (FMS) and standard (uncorrected) altitude. For aircraft not equipped with GPS, Airbus corrected barometric altitude is used as the altitude source for the Terrain Awareness and Display functions and the Envelope Modulation function.
Airbus Corrected Barometric Altitude is available on A318/A319/A320/A321 series aircraft. It provides accurate corrected barometric altitude data regardless of the altimeter reference setting (QNH or QFE). Airbus corrected baro altitude allows the Terrain Awareness and Display function to remain enabled during QFE approaches conducted by aircraft not equipped with GPS, and provides a more accurate corrected baro altitude input to the Geometric Altitude algorithm for GPS-equipped aircraft. The Enhanced GPWS examines the selected baro reference (QNH, STD or QFE) from the Flight Control Unit (FCU). If the selected baro reference is QFE, then the Enhanced GPWS computes corrected barometric altitude using destination QNH data from the Flight Management System (FMS) and standard (uncorrected) altitude. For aircraft not equipped with GPS, Airbus corrected barometric altitude is used as the altitude source for the Terrain Awareness and Display functions and the Envelope Modulation function.
(23) The Terrain Clearance Floor (TCF)
The Terrain Clearance Floor (TCF) alert function adds an additional element of protection to the standard Ground Proximity Warning System. It creates an increasing terrain clearance envelope around the airport runway to provide protection against Controlled Flight Into Terrain (CFIT) situations beyond that which is currently provided. TCF alerts are based on current aircraft location, nearest runway center point position and radio altitude. TCF is active during takeoff, cruise and final approach. This alert mode complements the existing Mode 4 protection by providing an alert based on insufficient terrain clearance even when in landing configuration. Alerts for TCF illuminate GPWS cockpit lamps and produce aural messages.
The Terrain Clearance Floor (TCF) alert function adds an additional element of protection to the standard Ground Proximity Warning System. It creates an increasing terrain clearance envelope around the airport runway to provide protection against Controlled Flight Into Terrain (CFIT) situations beyond that which is currently provided. TCF alerts are based on current aircraft location, nearest runway center point position and radio altitude. TCF is active during takeoff, cruise and final approach. This alert mode complements the existing Mode 4 protection by providing an alert based on insufficient terrain clearance even when in landing configuration. Alerts for TCF illuminate GPWS cockpit lamps and produce aural messages.
(a) System inputs
The following table lists the inputs required to allow implementation of the TCF function:
The following table lists the inputs required to allow implementation of the TCF function:
| ------------------------------------------------------------------------------- |
| ! Input ! Source ! |
| ------------------------------------------------------------------------------- |
| ! Radio Altitude ! External: Radio Altimeter ! |
| !----------------------------------!------------------------------------------! |
| ! Latitude ! External: GPS/IRS/FMS ! |
| !----------------------------------!------------------------------------------! |
| ! Longitude ! External: GPS/IRS/FMS ! |
| !----------------------------------!------------------------------------------! |
| ! Runway Center Latitude ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! Runway Center Longitude ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! Navigation mode ! FMS ! |
| !----------------------------------!------------------------------------------! |
| ! Alert Envelope Parameters ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! 1/2 Runway Length ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! System Error Factor ! Internal: data base ! |
| ------------------------------------------------------------------------------- |
(b) Runway Data Base
The TCF runway data base consists of data records containing the position of airport runway center points along with 1/2 the runway length. The data base includes all hard surface runways in the world greater than or equal to 3500 ft. in length. The process of generating this data base is certified and includes an end check that validates that the data was not corrupted in the translation process. This data base can be updated without affecting the customer certified system part number.
The design of the data base and related software is such that additional runway records can be added in the future without altering the code. The data base provides a means of accessing the runway record of the runway closest to the current aircaft position.
The TCF runway data base consists of data records containing the position of airport runway center points along with 1/2 the runway length. The data base includes all hard surface runways in the world greater than or equal to 3500 ft. in length. The process of generating this data base is certified and includes an end check that validates that the data was not corrupted in the translation process. This data base can be updated without affecting the customer certified system part number.
The design of the data base and related software is such that additional runway records can be added in the future without altering the code. The data base provides a means of accessing the runway record of the runway closest to the current aircaft position.
(c) Alert Envelope
The TCF alert envelope is a circular band centered over the nearest runway.
The distance from the runway center to the inner envelope edge is equal to 1/2 the runway length plus the envelope bias factor. Thus the inner and outer radii of the envelope are modulated based on the runway length and envelope bias factor. Runway length varies from one runway to the next, and the envelope bias factor is typically 1/2 NM to 2 NM and varies with position accuracy.
The outer alert envelope boundary extends to infinity, or until it meets the outer alert envelope boundary of another runway. The alert is inhibited below radio altitude of 30 ft. This cutoff value was chosen to match the current Mode 4 lower cutoff value.
The TCF curve is limited to a minimum value of 245 ft. when it is determined that the aircraft is to the side of the runway.
This feature provides improved alerting when landing to the side of the runway.
The TCF alert envelope is a circular band centered over the nearest runway.
The distance from the runway center to the inner envelope edge is equal to 1/2 the runway length plus the envelope bias factor. Thus the inner and outer radii of the envelope are modulated based on the runway length and envelope bias factor. Runway length varies from one runway to the next, and the envelope bias factor is typically 1/2 NM to 2 NM and varies with position accuracy.
The outer alert envelope boundary extends to infinity, or until it meets the outer alert envelope boundary of another runway. The alert is inhibited below radio altitude of 30 ft. This cutoff value was chosen to match the current Mode 4 lower cutoff value.
The TCF curve is limited to a minimum value of 245 ft. when it is determined that the aircraft is to the side of the runway.
This feature provides improved alerting when landing to the side of the runway.
(d) Runway Field Clearance Floor (RFCF) The Runway Field Clearance Floor (RFCF) alert envelope is a circular band centered over the selected runway. But unlike the radio altitude based TCF envelope, the RFCF envelope only extends 5 NM past the end of the runway. The bias factor (where the protection starts) is equal to the TCF Bias factor (k) plus an additional offset proportional to the Geometric Altitude Figure Of Merit (FOM).
This feature provides improved alerting for cases where the runway is at a high elevation compared to the terrain below the approach path. In these cases the radio altitude may be large enough to inhibit normal TCF operation, but the aircraft could actually be below the runway elevation. Field clearance (height above runway) is determined by subtracting the elevation of the selected destination runway from the current altitude (MSL).
This feature provides improved alerting for cases where the runway is at a high elevation compared to the terrain below the approach path. In these cases the radio altitude may be large enough to inhibit normal TCF operation, but the aircraft could actually be below the runway elevation. Field clearance (height above runway) is determined by subtracting the elevation of the selected destination runway from the current altitude (MSL).
(e) System Outputs
When an aircraft penetrates the TCF alert envelope, the following aural message occurs: TOO LOW TERRAIN.
This aural message occurs once when initial envelope penetration occurs, and one time thereafter for each 20 per cent degradation in radio altitude. At the same time the GPWS legend of pushbutton switches 4WZ and 5WZ comes on. The legends remain on until the alert envelope is exited.
When an aircraft penetrates the TCF alert envelope, the following aural message occurs: TOO LOW TERRAIN.
This aural message occurs once when initial envelope penetration occurs, and one time thereafter for each 20 per cent degradation in radio altitude. At the same time the GPWS legend of pushbutton switches 4WZ and 5WZ comes on. The legends remain on until the alert envelope is exited.
(24) Airbus Corrected Barometric Altitude
Airbus Corrected Barometric Altitude is available on A318/A319/A320/A321 series aircraft. It provides accurate corrected barometric altitude data regardless of the altimeter reference setting (QNH or QFE). Airbus corrected baro altitude allows the Terrain Awareness and Display function to remain enabled during QFE approaches conducted by aircraft not equipped with GPS, and provides a more accurate corrected baro altitude input to the Geometric Altitude algorithm for GPS-equipped aircraft. The Enhanced GPWS examines the selected baro reference (QNH, STD or QFE) from the Flight Control Unit (FCU). If the selected baro reference is QFE, then the Enhanced GPWS computes corrected barometric altitude using destination QNH data from the Flight Management System (FMS) and standard (uncorrected) altitude. For aircraft not equipped with GPS, Airbus corrected barometric altitude is used as the altitude source for the Terrain Awareness and Display functions and the Envelope Modulation function.
Airbus Corrected Barometric Altitude is available on A318/A319/A320/A321 series aircraft. It provides accurate corrected barometric altitude data regardless of the altimeter reference setting (QNH or QFE). Airbus corrected baro altitude allows the Terrain Awareness and Display function to remain enabled during QFE approaches conducted by aircraft not equipped with GPS, and provides a more accurate corrected baro altitude input to the Geometric Altitude algorithm for GPS-equipped aircraft. The Enhanced GPWS examines the selected baro reference (QNH, STD or QFE) from the Flight Control Unit (FCU). If the selected baro reference is QFE, then the Enhanced GPWS computes corrected barometric altitude using destination QNH data from the Flight Management System (FMS) and standard (uncorrected) altitude. For aircraft not equipped with GPS, Airbus corrected barometric altitude is used as the altitude source for the Terrain Awareness and Display functions and the Envelope Modulation function.
(25) Geometric Altitude
Geometric Altitude is a computed aircraft altitude designed to help to ensure optimal operation of the Enhanced GPWS Terrain Awareness and Display functions through all phases of flight and atmospheric conditions. Geometric Altitude uses an improved pressure altitude calculation, GPS altitude, radio altitude, and terrain and runway elevation data to reduce or eliminate errors potentially induced in corrected barometric altitude by temperature extremes, non-standard altitude conditions, and altimeter miss-sets. Geometric Altitude also allows continuous Enhanced GPWS operations in QFE environments without custom inputs or special operational procedures. With the Geometric Altitude function, Enhanced GPWS can operate reliably throughout extreme local pressure or temperature variations from standard, is not susceptible to altimeter miss-sets by the flight crew, and will not require any custom inputs or special procedures by the flight crew when operating in a QFE environment.
Geometric Altitude is a computed aircraft altitude designed to help to ensure optimal operation of the Enhanced GPWS Terrain Awareness and Display functions through all phases of flight and atmospheric conditions. Geometric Altitude uses an improved pressure altitude calculation, GPS altitude, radio altitude, and terrain and runway elevation data to reduce or eliminate errors potentially induced in corrected barometric altitude by temperature extremes, non-standard altitude conditions, and altimeter miss-sets. Geometric Altitude also allows continuous Enhanced GPWS operations in QFE environments without custom inputs or special operational procedures. With the Geometric Altitude function, Enhanced GPWS can operate reliably throughout extreme local pressure or temperature variations from standard, is not susceptible to altimeter miss-sets by the flight crew, and will not require any custom inputs or special procedures by the flight crew when operating in a QFE environment.
(a) Required inputs
The Geometric Altitude algorithm requires GPS altitude with Vertical Figure of Merit (VFOM) and RAIM failure indication along with standard (uncorrected) altitude and radio altitude. Ground speed, roll angle, and position (latitude and longitude) are used indirectly and are also required. Additionally, corrected barometric altitude, static air temperature (SAT), GPS operational mode and the number of satellites tracked are used if available. The required GPS signals are provided via ADIRU on the GPIRS bus or directly from the GPSSU or MMR. Standard altitude, corrected barometric altitude, and SAT are provided directly from the ADR. If SAT is not available, geometric altitude is computed using standard altitude with a corresponding reduction in accuracy.
The Geometric Altitude algorithm requires GPS altitude with Vertical Figure of Merit (VFOM) and RAIM failure indication along with standard (uncorrected) altitude and radio altitude. Ground speed, roll angle, and position (latitude and longitude) are used indirectly and are also required. Additionally, corrected barometric altitude, static air temperature (SAT), GPS operational mode and the number of satellites tracked are used if available. The required GPS signals are provided via ADIRU on the GPIRS bus or directly from the GPSSU or MMR. Standard altitude, corrected barometric altitude, and SAT are provided directly from the ADR. If SAT is not available, geometric altitude is computed using standard altitude with a corresponding reduction in accuracy.
(b) Altitude calculation
The Geometric Altitude consists of three main functions:
The Geometric Altitude consists of three main functions:
- computation of non-standard altitude
- computation of the component altitudes and VFOMs
- final altitude-signal blending.
Additional logic exists to handle reversionary modes and signal reasonable checking for each component altitude.
1 Non-Standard Altitude
To support the Geometric Altitude function, the Enhanced GPWS computes a non-standard altitude using the hydrostatic equation relating changes in height to changes in pressure and temperature. Non-standard altitude uses static pressure derived from standard altitude, along with static air temperature, to continuously accumulate changes in Geometric Altitude. Since the non-standard altitude algorithm incorporates actual atmospheric temperature, it does not suffer from errors due to non-standard temperatures. Non-standard altitude is highly accurate for measuring relative vertical changes over short periods of time and distance, such as during takeoff and approach. Non-standard altitude does not provide an absolute altitude and is prone to significant errors over extended periods of time and distance due to the effects of pressure gradients and long-term integration errors. Due to these limitations, non-standard altitude is not used directly, but is calibrated using additional signals and data to produce a set of component altitudes for use in the final altitude solution.
To support the Geometric Altitude function, the Enhanced GPWS computes a non-standard altitude using the hydrostatic equation relating changes in height to changes in pressure and temperature. Non-standard altitude uses static pressure derived from standard altitude, along with static air temperature, to continuously accumulate changes in Geometric Altitude. Since the non-standard altitude algorithm incorporates actual atmospheric temperature, it does not suffer from errors due to non-standard temperatures. Non-standard altitude is highly accurate for measuring relative vertical changes over short periods of time and distance, such as during takeoff and approach. Non-standard altitude does not provide an absolute altitude and is prone to significant errors over extended periods of time and distance due to the effects of pressure gradients and long-term integration errors. Due to these limitations, non-standard altitude is not used directly, but is calibrated using additional signals and data to produce a set of component altitudes for use in the final altitude solution.
2 Computed component altitudes
The Enhanced GPWS generates three component altitudes that are combined, along with corrected altitude if available, to produce Geometric Altitude. These component altitudes are runway calibrated altitude, GPS calibrated altitude, and radio altitude calibrated altitude.
The Enhanced GPWS generates three component altitudes that are combined, along with corrected altitude if available, to produce Geometric Altitude. These component altitudes are runway calibrated altitude, GPS calibrated altitude, and radio altitude calibrated altitude.
- Runway calibrated altitude is a one-time calibration of non-standard altitude during takeoff run. A correction factor for non-standard is computed using the runway elevation from the Enhanced GPWS runway database while the aircraft is on the ground. Runway calibrated altitude is used during the takeoff and climb-out portions of flight. VFOM of runway calibrated altitude is estimated based on changes in altitude since calibration, time since calibration, and distance from the runway.
- GPS calibrated altitude is produced by combining GPS altitude and non-standard altitude through a complementary filter. The complementary filter is dynamically optimized to reduce errors in GPS altitude while minimizing pressure gradient and drift errors of non-standard altitude. GPS calibrated altitude is accurate through all phases of flight and is the primary altitude source during the cruise portion of flight. GPS calibrated altitude VFOM is estimate using GPS VFOM and estimated non-standard altitude drift errors.
- Radio altitude calibrated altitude is a calibration of non-standard altitude during approach using an altitude derived from radio altitude (height above terrain) and the terrain elevation data stored in the Enhanced GPWS terrain database. This calibration is performed during the approach phase of flight when the aircraft is within a minimum distance and elevation of any runway. Once a correction factor is determined, it is applied to non-standard altitude until the aircraft lands. VFOM of radio altitude calibrated altitude is based on the accuracy of the calibration as estimated from the resolution of the terrain data and flatness of the terrain. The altitude is re-calibrated if a correction with a higher estimated accuracy is computed. An estimated VFOM for corrected barometric altitude is computed in order to determine its weight in the final altitude. VFOM of corrected barometric altitude is based on aircraft altitude above and distance from the nearest runway, with the accuracy assumed to be the highest close to runway.
3 Blending and reasonableness checking
The final Geometric Altitude is computed by combining the three computed component altitudes with optional corrected barometric altitude. The weighting of each altitude in the final solution is based on the corresponding estimated VFOM. The blending algorithm gives the most weight to altitudes with a higher estimated accuracy, reducing the effect of less accurate altitudes on the final computed altitude. Each component altitude is also checked for reasonableness using a window monitor computed from GPS altitude and GPS VFOM. Altitudes that are invalid, not available, or fall outside the reasonableness window are not included in the final blended altitude.
The final Geometric Altitude is computed by combining the three computed component altitudes with optional corrected barometric altitude. The weighting of each altitude in the final solution is based on the corresponding estimated VFOM. The blending algorithm gives the most weight to altitudes with a higher estimated accuracy, reducing the effect of less accurate altitudes on the final computed altitude. Each component altitude is also checked for reasonableness using a window monitor computed from GPS altitude and GPS VFOM. Altitudes that are invalid, not available, or fall outside the reasonableness window are not included in the final blended altitude.
(26) The Terrain Clearance Floor (TCF)
The Terrain Clearance Floor (TCF) alert function adds an additional element of protection to the standard Ground Proximity Warning System. It creates an increasing terrain clearance envelope around the airport runway to provide protection against Controlled Flight Into Terrain (CFIT) situations beyond that which is currently provided. TCF alerts are based on current aircraft location, nearest runway center point position and radio altitude. TCF is active during takeoff, cruise and final approach. This alert mode complements the existing Mode 4 protection by providing an alert based on insufficient terrain clearance even when in landing configuration. Alerts for TCF illuminate GPWS cockpit lamps and produce aural messages.
The Terrain Clearance Floor (TCF) alert function adds an additional element of protection to the standard Ground Proximity Warning System. It creates an increasing terrain clearance envelope around the airport runway to provide protection against Controlled Flight Into Terrain (CFIT) situations beyond that which is currently provided. TCF alerts are based on current aircraft location, nearest runway center point position and radio altitude. TCF is active during takeoff, cruise and final approach. This alert mode complements the existing Mode 4 protection by providing an alert based on insufficient terrain clearance even when in landing configuration. Alerts for TCF illuminate GPWS cockpit lamps and produce aural messages.
(a) System inputs
The following table lists the inputs required to allow implementation of the TCF function:
The following table lists the inputs required to allow implementation of the TCF function:
| ------------------------------------------------------------------------------- |
| ! Input ! Source ! |
| ------------------------------------------------------------------------------- |
| ! Radio Altitude ! External: Radio Altimeter ! |
| !----------------------------------!------------------------------------------! |
| ! Latitude ! External: GPS/IRS/FMS ! |
| !----------------------------------!------------------------------------------! |
| ! Longitude ! External: GPS/IRS/FMS ! |
| !----------------------------------!------------------------------------------! |
| ! Runway Center Latitude ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! Runway Center Longitude ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! Navigation mode ! FMS ! |
| !----------------------------------!------------------------------------------! |
| ! Alert Envelope Parameters ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! 1/2 Runway Length ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! System Error Factor ! Internal: data base ! |
| ------------------------------------------------------------------------------- |
(b) Runway Data Base
The TCF runway data base consists of data records containing the position of airport runway center points along with 1/2 the runway length. The data base includes all hard surface runways in the world greater than or equal to 3500 ft. in length. The process of generating this data base is certified and includes an end check that validates that the data was not corrupted in the translation process. This data base can be updated without affecting the customer certified system part number.
The design of the data base and related software is such that additional runway records can be added in the future without altering the code. The data base provides a means of accessing the runway record of the runway closest to the current aircraft position.
The TCF runway data base consists of data records containing the position of airport runway center points along with 1/2 the runway length. The data base includes all hard surface runways in the world greater than or equal to 3500 ft. in length. The process of generating this data base is certified and includes an end check that validates that the data was not corrupted in the translation process. This data base can be updated without affecting the customer certified system part number.
The design of the data base and related software is such that additional runway records can be added in the future without altering the code. The data base provides a means of accessing the runway record of the runway closest to the current aircraft position.
(c) Alert Envelope
The TCF alert envelope is a circular band centered over the nearest runway.
The distance from the runway center to the inner envelope edge is equal to 1/2 the runway length plus the envelope bias factor. Thus the inner and outer radii of the envelope are modulated based on the runway length and envelope bias factor. Runway length varies from one runway to the next, and the envelope bias factor is typically 0.25 NM to 1 NM and varies with position accuracy.
The outer alert envelope boundary extends to infinity, or until it meets the outer alert envelope boundary of another runway. The alert is inhibited below radio altitude of 30 ft. This cutoff value was chosen to match the current Mode 4 lower cutoff value.
The TCF curve is limited to a minimum value of 245 ft. when it is determined that the aircraft is to the side of the runway.
Enhances GPWS - TCF Curve Limit ** ON A/C NOT FOR ALL
Enhanced GPWS - TCF Curve Limit ** ON A/C NOT FOR ALL
This feature provides improved alerting when landing to the side of the runway.
The TCF alert envelope is a circular band centered over the nearest runway.
The distance from the runway center to the inner envelope edge is equal to 1/2 the runway length plus the envelope bias factor. Thus the inner and outer radii of the envelope are modulated based on the runway length and envelope bias factor. Runway length varies from one runway to the next, and the envelope bias factor is typically 0.25 NM to 1 NM and varies with position accuracy.
The outer alert envelope boundary extends to infinity, or until it meets the outer alert envelope boundary of another runway. The alert is inhibited below radio altitude of 30 ft. This cutoff value was chosen to match the current Mode 4 lower cutoff value.
The TCF curve is limited to a minimum value of 245 ft. when it is determined that the aircraft is to the side of the runway.
Enhances GPWS - TCF Curve Limit ** ON A/C NOT FOR ALL Enhanced GPWS - TCF Curve Limit ** ON A/C NOT FOR ALL (d) Runway Field Clearance Floor (RFCF)
The Runway Field Clearance Floor (RFCF) alert envelope is a circular band centered over the selected runway. But unlike the radio altitude based TCF envelope, the RFCF envelope only extends 5 NM past the end of the runway. The bias factor (where the protection starts) is equal to the TCF Bias factor (k) plus an additional offset proportional to the Geometric Altitude Figure Of Merit (FOM).
This feature provides improved alerting for cases where the runway is at a high elevation compared to the terrain below the approach path. In these cases the radio altitude may be large enough to inhibit normal TCF operation, but the aircraft could actually be below the runway elevation. Field clearance (height above runway) is determined by subtracting the elevation of the selected destination runway from the current altitude (MSL).
The Runway Field Clearance Floor (RFCF) alert envelope is a circular band centered over the selected runway. But unlike the radio altitude based TCF envelope, the RFCF envelope only extends 5 NM past the end of the runway. The bias factor (where the protection starts) is equal to the TCF Bias factor (k) plus an additional offset proportional to the Geometric Altitude Figure Of Merit (FOM).
This feature provides improved alerting for cases where the runway is at a high elevation compared to the terrain below the approach path. In these cases the radio altitude may be large enough to inhibit normal TCF operation, but the aircraft could actually be below the runway elevation. Field clearance (height above runway) is determined by subtracting the elevation of the selected destination runway from the current altitude (MSL).
(e) System Outputs
When an aircraft penetrates the TCF alert envelope, the following aural message occurs: TOO LOW TERRAIN.
This aural message occurs once when initial envelope penetration occurs, and one time thereafter for each 20 per cent degradation in radio altitude. At the same time the GPWS legend of pushbutton switches 4WZ and 5WZ comes on. The legends remain on until the alert envelope is exited.
When an aircraft penetrates the TCF alert envelope, the following aural message occurs: TOO LOW TERRAIN.
This aural message occurs once when initial envelope penetration occurs, and one time thereafter for each 20 per cent degradation in radio altitude. At the same time the GPWS legend of pushbutton switches 4WZ and 5WZ comes on. The legends remain on until the alert envelope is exited.
(27) Airbus Corrected Barometric Altitude
Airbus Corrected Barometric Altitude is available on A318/A319/A320/A321 series aircraft. It provides accurate corrected barometric altitude data regardless of the altimeter reference setting (QNH or QFE). Airbus corrected baro altitude allows the Terrain Awareness and Display function to remain enabled during QFE approaches conducted by aircraft not equipped with GPS, and provides a more accurate corrected baro altitude input to the Geometric Altitude algorithm for GPS-equipped aircraft. The Enhanced GPWS examines the selected baro reference (QNH, STD or QFE) from the Flight Control Unit (FCU). If the selected baro reference is QFE, then the Enhanced GPWS computes corrected barometric altitude using destination QNH data from the Flight Management System (FMS) and standard (uncorrected) altitude. For aircraft not equipped with GPS, Airbus corrected barometric altitude is used as the altitude source for the Terrain Awareness and Display functions and the Envelope Modulation function.
Airbus Corrected Barometric Altitude is available on A318/A319/A320/A321 series aircraft. It provides accurate corrected barometric altitude data regardless of the altimeter reference setting (QNH or QFE). Airbus corrected baro altitude allows the Terrain Awareness and Display function to remain enabled during QFE approaches conducted by aircraft not equipped with GPS, and provides a more accurate corrected baro altitude input to the Geometric Altitude algorithm for GPS-equipped aircraft. The Enhanced GPWS examines the selected baro reference (QNH, STD or QFE) from the Flight Control Unit (FCU). If the selected baro reference is QFE, then the Enhanced GPWS computes corrected barometric altitude using destination QNH data from the Flight Management System (FMS) and standard (uncorrected) altitude. For aircraft not equipped with GPS, Airbus corrected barometric altitude is used as the altitude source for the Terrain Awareness and Display functions and the Envelope Modulation function.
(28) Geometric Altitude
Geometric Altitude is a computed aircraft altitude designed to help to ensure optimal operation of the Enhanced GPWS Terrain Awareness and Display functions through all phases of flight and atmospheric conditions. Geometric Altitude uses an improved pressure altitude calculation, GPS altitude, radio altitude, and terrain and runway elevation data to reduce or eliminate errors potentially induced in corrected barometric altitude by temperature extremes, non-standard altitude conditions, and altimeter miss-sets. Geometric Altitude also allows continuous Enhanced GPWS operations in QFE environments without custom inputs or special operational procedures. With the Geometric Altitude function, Enhanced GPWS can operate reliably throughout extreme local pressure or temperature variations from standard, is not susceptible to altimeter miss-sets by the flight crew, and will not require any custom inputs or special procedures by the flight crew when operating in a QFE environment.
Geometric Altitude is a computed aircraft altitude designed to help to ensure optimal operation of the Enhanced GPWS Terrain Awareness and Display functions through all phases of flight and atmospheric conditions. Geometric Altitude uses an improved pressure altitude calculation, GPS altitude, radio altitude, and terrain and runway elevation data to reduce or eliminate errors potentially induced in corrected barometric altitude by temperature extremes, non-standard altitude conditions, and altimeter miss-sets. Geometric Altitude also allows continuous Enhanced GPWS operations in QFE environments without custom inputs or special operational procedures. With the Geometric Altitude function, Enhanced GPWS can operate reliably throughout extreme local pressure or temperature variations from standard, is not susceptible to altimeter miss-sets by the flight crew, and will not require any custom inputs or special procedures by the flight crew when operating in a QFE environment.
(a) Required inputs.
The Geometric Altitude algorithm requires GPS altitude with Vertical Figure of Merit (VFOM) and RAIM failure indication along with standard (uncorrected) altitude and radio altitude. Ground speed, roll angle, and position (latitude and longitude) are used indirectly and are also required. Additionally, corrected barometric altitude, static air temperature (SAT), GPS operational mode and the number of satellites tracked are used if available. The required GPS signals are provided via ADIRU on the GPIRS bus or directly from the GPSSU or MMR. Standard altitude, corrected barometric altitude, and SAT are provided directly from the ADR. If SAT is not available, geometric altitude is computed using standard altitude with a corresponding reduction in accuracy.
The Geometric Altitude algorithm requires GPS altitude with Vertical Figure of Merit (VFOM) and RAIM failure indication along with standard (uncorrected) altitude and radio altitude. Ground speed, roll angle, and position (latitude and longitude) are used indirectly and are also required. Additionally, corrected barometric altitude, static air temperature (SAT), GPS operational mode and the number of satellites tracked are used if available. The required GPS signals are provided via ADIRU on the GPIRS bus or directly from the GPSSU or MMR. Standard altitude, corrected barometric altitude, and SAT are provided directly from the ADR. If SAT is not available, geometric altitude is computed using standard altitude with a corresponding reduction in accuracy.
(b) Altitude calculation
The Geometric Altitude consists of three main functions:
The Geometric Altitude consists of three main functions:
- computation of non-standard altitude
- computation of the component altitudes and VFOMs
- final altitude-signal blending.
Additional logic exists to handle reversionary modes and signal reasonable checking for each component altitude.
1 Non-Standard Altitude
To support the Geometric Altitude function, the Enhanced GPWS computes a non-standard altitude using the hydrostatic equation relating changes in height to changes in pressure and temperature. Non-standard altitude uses static pressure derived from standard altitude, along with static air temperature, to continuously accumulate changes in Geometric Altitude. Since the non-standard altitude algorithm incorporates actual atmospheric temperature, it does not suffer from errors due to non-standard temperatures. Non-standard altitude is highly accurate for measuring relative vertical changes over short periods of time and distance, such as during take off and approach. Non-standard altitude does not provide an absolute altitude and is prone to significant errors over extended periods of time and distance due to the effects of pressure gradients and long-term integration errors. Due to these limitations, non-standard altitude is not used directly, but is calibrated using additional signals and data to produce a set of component altitudes for use in the final altitude solution.
To support the Geometric Altitude function, the Enhanced GPWS computes a non-standard altitude using the hydrostatic equation relating changes in height to changes in pressure and temperature. Non-standard altitude uses static pressure derived from standard altitude, along with static air temperature, to continuously accumulate changes in Geometric Altitude. Since the non-standard altitude algorithm incorporates actual atmospheric temperature, it does not suffer from errors due to non-standard temperatures. Non-standard altitude is highly accurate for measuring relative vertical changes over short periods of time and distance, such as during take off and approach. Non-standard altitude does not provide an absolute altitude and is prone to significant errors over extended periods of time and distance due to the effects of pressure gradients and long-term integration errors. Due to these limitations, non-standard altitude is not used directly, but is calibrated using additional signals and data to produce a set of component altitudes for use in the final altitude solution.
2 Computed component altitudes
The Enhanced GPWS generates three component altitudes that are combined, along with corrected altitude if available, to produce Geometric Altitude. These component altitudes are runway calibrated altitude, GPS calibrated altitude, and radio altitude calibrated altitude.
The Enhanced GPWS generates three component altitudes that are combined, along with corrected altitude if available, to produce Geometric Altitude. These component altitudes are runway calibrated altitude, GPS calibrated altitude, and radio altitude calibrated altitude.
- Runway calibrated altitude is a one-time calibration of non-standard altitude during take off run. A correction factor for non-standard is computed using the runway elevation from the Enhanced GPWS runway database while the aircraft is on the ground. Runway calibrated altitude is used during the take off and climb-out portions of flight. VFOM of runway calibrated altitude is estimated based on changes in altitude since calibration, time since calibration, and distance from the runway.
- GPS calibrated altitude is produced by combining GPS altitude and non-standard altitude through a complementary filter. The complementary filter is dynamically optimized to reduce errors in GPS altitude while minimizing pressure gradient and drift errors of non-standard altitude. GPS calibrated altitude is accurate through all phases of flight and is the primary altitude source during the cruise portion of flight. GPS calibrated altitude VFOM is estimate using GPS VFOM and estimated non-standard altitude drift errors.
- Radio altitude calibrated altitude is a calibration of non-standard altitude during approach using an altitude derived from radio altitude (height above terrain) and the terrain elevation data stored in the Enhanced GPWS terrain database. This calibration is performed during the approach phase of flight when the aircraft is within a minimum distance and elevation of any runway. Once a correction factor is determined, it is applied to non-standard altitude until the aircraft lands. VFOM of radio altitude calibrated altitude is based on the accuracy of the calibration as estimated from the resolution of the terrain data and flatness of the terrain. The altitude is re-calibrated if a correction with a higher estimated accuracy is computed. An estimated VFOM for corrected barometric altitude is computed in order to determine its weight in the final altitude. VFOM of corrected barometric altitude is based on aircraft altitude above and distance from the nearest runway, with the accuracy assumed to be the highest close to runway.
3 Blending and reasonableness checking
The final Geometric Altitude is computed by combining the three computed component altitudes with optional corrected barometric altitude. The weighting of each altitude in the final solution is based on the corresponding estimated VFOM. The blending algorithm gives the most weight to altitudes with a higher estimated accuracy, reducing the effect of less accurate altitudes on the final computed altitude. Each component altitude is also checked for reasonableness using a window monitor computed from GPS altitude and GPS VFOM. Altitudes that are invalid, not available, or fall outside the reasonableness window are not included in the final blended altitude.
The final Geometric Altitude is computed by combining the three computed component altitudes with optional corrected barometric altitude. The weighting of each altitude in the final solution is based on the corresponding estimated VFOM. The blending algorithm gives the most weight to altitudes with a higher estimated accuracy, reducing the effect of less accurate altitudes on the final computed altitude. Each component altitude is also checked for reasonableness using a window monitor computed from GPS altitude and GPS VFOM. Altitudes that are invalid, not available, or fall outside the reasonableness window are not included in the final blended altitude.
(29) The Terrain Clearance Floor (TCF)
The Terrain Clearance Floor (TCF) alert function adds an additional element of protection to the standard Ground Proximity Warning System. It creates an increasing terrain clearance envelope around the airport runway to provide protection against Controlled Flight Into Terrain (CFIT) situations beyond that which is currently provided. TCF alerts are based on current aircraft location, nearest runway center point position and radio altitude. TCF is active during takeoff, cruise and final approach. This alert mode complements the existing Mode 4 protection by providing an alert based on insufficient terrain clearance even when in landing configuration. Alerts for TCF illuminate GPWS cockpit lamps and produce aural messages.
The Terrain Clearance Floor (TCF) alert function adds an additional element of protection to the standard Ground Proximity Warning System. It creates an increasing terrain clearance envelope around the airport runway to provide protection against Controlled Flight Into Terrain (CFIT) situations beyond that which is currently provided. TCF alerts are based on current aircraft location, nearest runway center point position and radio altitude. TCF is active during takeoff, cruise and final approach. This alert mode complements the existing Mode 4 protection by providing an alert based on insufficient terrain clearance even when in landing configuration. Alerts for TCF illuminate GPWS cockpit lamps and produce aural messages.
(a) System inputs
The following table lists the inputs required to allow implementation of the TCF function:
The following table lists the inputs required to allow implementation of the TCF function:
| ------------------------------------------------------------------------------- |
| ! Input ! Source ! |
| ------------------------------------------------------------------------------- |
| ! Radio Altitude ! External: Radio Altimeter ! |
| !----------------------------------!------------------------------------------! |
| ! Latitude ! External: GPS/IRS/FMS ! |
| !----------------------------------!------------------------------------------! |
| ! Longitude ! External: GPS/IRS/FMS ! |
| !----------------------------------!------------------------------------------! |
| ! Runway Center Latitude ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! Runway Center Longitude ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! Navigation mode ! FMS ! |
| !----------------------------------!------------------------------------------! |
| ! Alert Envelope Parameters ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! 1/2 Runway Length ! Internal: data base ! |
| !----------------------------------!------------------------------------------! |
| ! System Error Factor ! Internal: data base ! |
| ------------------------------------------------------------------------------- |
(b) Runway Data Base
The TCF runway data base consists of data records containing the position of airport runway center points along with 1/2 the runway length. The data base includes all hard surface runways in the world greater than or equal to 3500 ft. in length. The process of generating this data base is certified and includes an end check that validates that the data was not corrupted in the translation process. This data base can be updated without affecting the customer certified system part number.
The design of the data base and related software is such that additional runway records can be added in the future without altering the code. The data base provides a means of accessing the runway record of the runway closest to the current aircaft position.
The TCF runway data base consists of data records containing the position of airport runway center points along with 1/2 the runway length. The data base includes all hard surface runways in the world greater than or equal to 3500 ft. in length. The process of generating this data base is certified and includes an end check that validates that the data was not corrupted in the translation process. This data base can be updated without affecting the customer certified system part number.
The design of the data base and related software is such that additional runway records can be added in the future without altering the code. The data base provides a means of accessing the runway record of the runway closest to the current aircaft position.
(c) Alert Envelope
The TCF alert envelope is a circular band centered over the nearest runway.
The distance from the runway center to the inner envelope edge is equal to 1/2 the runway length plus the envelope bias factor. Thus the inner and outer radii of the envelope are modulated based on the runway length and envelope bias factor. Runway length varies from one runway to the next, and the envelope bias factor is typically 0.25 NM to 1 NM and varies with position accuracy.
The outer alert envelope boundary extends to infinity, or until it meets the outer alert envelope boundary of another runway. The alert is inhibited below radio altitude of 30 ft. This cutoff value was chosen to match the current Mode 4 lower cutoff value.
The TCF curve is limited to a minimum value of 245 ft. when it is determined that the aircraft is to the side of the runway.
This feature provides improved alerting when landing to the side of the runway.
The TCF alert envelope is a circular band centered over the nearest runway.
The distance from the runway center to the inner envelope edge is equal to 1/2 the runway length plus the envelope bias factor. Thus the inner and outer radii of the envelope are modulated based on the runway length and envelope bias factor. Runway length varies from one runway to the next, and the envelope bias factor is typically 0.25 NM to 1 NM and varies with position accuracy.
The outer alert envelope boundary extends to infinity, or until it meets the outer alert envelope boundary of another runway. The alert is inhibited below radio altitude of 30 ft. This cutoff value was chosen to match the current Mode 4 lower cutoff value.
The TCF curve is limited to a minimum value of 245 ft. when it is determined that the aircraft is to the side of the runway.
This feature provides improved alerting when landing to the side of the runway.
(d) Runway Field Clearance Floor (RFCF) The Runway Field Clearance Floor (RFCF) alert envelope is a circular band centered over the selected runway. But unlike the radio altitude based TCF envelope, the RFCF envelope only extends 5 NM past the end of the runway. The bias factor (where the protection starts) is equal to the TCF Bias factor (k) plus an additional offset proportional to the Geometric Altitude Figure Of Merit (FOM).
This feature provides improved alerting for cases where the runway is at a high elevation compared to the terrain below the approach path. In these cases the radio altitude may be large enough to inhibit normal TCF operation, but the aircraft could actually be below the runway elevation. Field clearance (height above runway) is determined by subtracting the elevation of the selected destination runway from the current altitude (MSL).
This feature provides improved alerting for cases where the runway is at a high elevation compared to the terrain below the approach path. In these cases the radio altitude may be large enough to inhibit normal TCF operation, but the aircraft could actually be below the runway elevation. Field clearance (height above runway) is determined by subtracting the elevation of the selected destination runway from the current altitude (MSL).
(e) System Outputs
When an aircraft penetrates the TCF alert envelope, the following aural message occurs: TOO LOW TERRAIN.
This aural message occurs once when initial envelope penetration occurs, and one time thereafter for each 20 per cent degradation in radio altitude. At the same time the GPWS legend of pushbutton switches 4WZ and 5WZ comes on. The legends remain on until the alert envelope is exited.
When an aircraft penetrates the TCF alert envelope, the following aural message occurs: TOO LOW TERRAIN.
This aural message occurs once when initial envelope penetration occurs, and one time thereafter for each 20 per cent degradation in radio altitude. At the same time the GPWS legend of pushbutton switches 4WZ and 5WZ comes on. The legends remain on until the alert envelope is exited.
K. Warning Generation and Inhibition
(1) Audio Output
Alert outputs result in an audio voice warning unless inputs are invalid or one of the audio suppression discretes is active. The actual output message, or intended message during audio suppression, is sent to the warning lamp logic for proper output activation.
The audio outputs consist of a transformer isolated 600 Ohm output.
Aural warnings and their priority rate are as follows:
* Allows interleaving of multiple alerts.
The voice warning circuits also contain logic elements which ensure that:
Alert outputs result in an audio voice warning unless inputs are invalid or one of the audio suppression discretes is active. The actual output message, or intended message during audio suppression, is sent to the warning lamp logic for proper output activation.
The audio outputs consist of a transformer isolated 600 Ohm output.
Aural warnings and their priority rate are as follows:
| ------------------------------------------------------------------------ |
| ! RELATIVE ! WARNING ! POSSIBLE ! LEGEND ! |
| ! PRIORITY ! CONDITION ! MESSAGES ! ! |
| !----------------------------------------------------------------------! |
| ! HIGHEST ! Mode 1 Pull Up ! PULL UP ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Pull Up Preface ! TERRAIN TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Pull Up ! PULL UP ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Terrain Awareness Preface! TERRAIN AHEAD ! GPWS ! |
| ! ! ! PULL UP ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Terrain Awareness Warning! TERRAIN AHEAD ! GPWS ! |
| ! ! ! PULL UP ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Terrain ! TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Terrain Awareness Caution! TERRAIN AHEAD ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Terrain ! TOO LOW TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! TCF Too Low Terrain ! TOO LOW TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Gear ! TOO LOW GEAR ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Flaps ! TOO LOW FLAPS ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 1 Sinkrate ! SINKRATE ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 3 Don't Sink ! DON'T SINK ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! LOWEST * ! Mode 5 Glide slope ! GLIDE SLOPE ! G/S ! |
| ------------------------------------------------------------------------ |
* Allows interleaving of multiple alerts.
The voice warning circuits also contain logic elements which ensure that:
- only one message at a time is output,
- higher priority messages interrupt lower priority messages except if interleaving is allowed (Ref. table above),
- a triggered message is completed even when warning condition ceases,
- a 0.75 second pause exists between warning messages.
(2) Alert Discrete Outputs
Mode 5 GLIDE SLOPE message activates the alert lamp output (which illuminates G/S amber legend).
All other messages activate the warning lamp output (which illuminates GPWS red legend).
Mode 5 GLIDE SLOPE message activates the alert lamp output (which illuminates G/S amber legend).
All other messages activate the warning lamp output (which illuminates GPWS red legend).
(a) All audio inhibition:
- The INHIBIT ALL AUDIO discrete input controls the audio outputs as follows. When grounded, all voices are inhibited (not interrupted, all aural messages once started are finished). Visual and display indications are not affected. This input is used to manage the audio priority with other systems (FWS, PWS, TCAS).
(b) Modes 1 to 5 inhibitions:
- The INHIBIT MODES 1 TO 5 discrete input controls the audio and visual outputs as follows. When grounded,this input always inhibits all GPWS aural and visual indications with the exception of Terrain Clearance Floor Alerts and Terrain Awareness caution and warnings. This input is wired to SYS pushbutton switch to manually inhibit GPWS Modes 1 to 5.
(c) TAD and TCF inhibitions:
- The TERRAIN AWARENESS INHIBIT discrete input controls the audio, visual and display outputs as follows. When grounded, this input always inhibits TAD and TCF aural, visual and display indications. This input is wired to the TERR pushbutton switch to manually inhibit the TAD and TCF functions.
- When the automatic deselection option actived TAD and TCF functions may also be inhibit automatically when the FMS aircraft position accuracy is not accurate enough. This is indicated to the crew by the automatic deselection of terrain display and the illumation of the TERR STBY memo on the ECAM display unit.
(5) Audio Output
Alert outputs result in an audio voice warning unless inputs are invalid or one of the audio suppression discretes is active. The actual output message, or intended message during audio suppression, is sent to the warning lamp logic for proper output activation.
The audio outputs consist of a transformer isolated 600 Ohm output.
Aural warnings and their priority rate are as follows:
* Allows interleaving of multiple alerts.
The voice warning circuits also contain logic elements which ensure that:
Alert outputs result in an audio voice warning unless inputs are invalid or one of the audio suppression discretes is active. The actual output message, or intended message during audio suppression, is sent to the warning lamp logic for proper output activation.
The audio outputs consist of a transformer isolated 600 Ohm output.
Aural warnings and their priority rate are as follows:
| ------------------------------------------------------------------------ |
| ! RELATIVE ! WARNING ! POSSIBLE ! LEGEND ! |
| ! PRIORITY ! CONDITION ! MESSAGES ! ! |
| !----------------------------------------------------------------------! |
| ! HIGHEST ! Mode 1 Pull Up ! PULL UP ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Pull Up Preface ! TERRAIN TERRAIN ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Pull Up ! PULL UP ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Terrain Awareness Preface! TERRAIN AHEAD ! PULL UP ! |
| ! ! ! PULL UP ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Terrain Awareness Warning! TERRAIN AHEAD ! PULL UP ! |
| ! ! ! PULL UP ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Terrain ! TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Terrain Awareness Caution! TERRAIN AHEAD ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Terrain ! TOO LOW TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! TCF Too Low Terrain ! TOO LOW TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Gear ! TOO LOW GEAR ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Flaps ! TOO LOW FLAPS ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 1 Sinkrate ! SINKRATE ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 3 Don't Sink ! DON'T SINK ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! LOWEST * ! Mode 5 Glide slope ! GLIDE SLOPE ! GPWS ! |
| ------------------------------------------------------------------------ |
* Allows interleaving of multiple alerts.
The voice warning circuits also contain logic elements which ensure that:
- only one message at a time is output,
- higher priority messages interrupt lower priority messages except if interleaving is allowed (Ref. table above),
- a triggered message is completed even when warning condition ceases,
- a 0.75 second pause exists between warning messages.
(6) Alert discrete outputs
Mode 5 GLIDE SLOPE message activates the alert lamp output (which illuminates GPWS amber legend).
All other messages activate the warning lamp output (which illuminates PULL UP red legend).
Mode 5 GLIDE SLOPE message activates the alert lamp output (which illuminates GPWS amber legend).
All other messages activate the warning lamp output (which illuminates PULL UP red legend).
(7) Control and Indicating
(8) Inhibitions
(a) All audio inhibition:
- The INHIBIT ALL AUDIO discrete input controls the audio outputs as follows. When grounded, all voices are inhibited (not interrupted, all aural messages once started are finished). Visual and display indications are not affected. This input is used to manage the audio priority with other systems (FWS, PWS, TCAS).
(b) Modes 1 to 5 inhibitions:
- The INHIBIT MODES 1 TO 5 discrete input controls the audio and visual outputs as follows. When grounded,this input always inhibits all GPWS aural and visual indications with the exception of Terrain Clearance Floor Alerts and Terrain Awareness caution and warnings. This input is wired to SYS pushbutton switch to manually inhibit GPWS Modes 1 to 5.
(c) TAD and TCF inhibitions:
- The TERRAIN AWARENESS INHIBIT discrete input controls the audio, visual and display outputs as follows. When grounded, this input always inhibits TAD and TCF aural, visual and display indications. This input is wired to the TERR push-button switch to manually inhibit the TAD and TCF functions.
- When automatic deselection is activated TAD and TCF functions may also be inhibit automatically when the FMS aircraft position accuracy is not accurate enough. This is indicated to the crew by the automatic deselection of terrain display and the illumation of the TERR STBY memo on the ECAM display unit.
(9) Audio Output
Alert outputs result in an audio voice warning unless inputs are invalid or one of the audio suppression discretes is active. The actual output message, or intended message during audio suppression, is sent to the warning lamp logic for proper output activation.
The audio outputs consist of a transformer isolated 600 Ohm output.
Aural warnings and their priority rate are as follows:
* Allows interleaving of multiple alerts.
The voice warning circuits also contain logic elements which ensure that:
Alert outputs result in an audio voice warning unless inputs are invalid or one of the audio suppression discretes is active. The actual output message, or intended message during audio suppression, is sent to the warning lamp logic for proper output activation.
The audio outputs consist of a transformer isolated 600 Ohm output.
Aural warnings and their priority rate are as follows:
| ------------------------------------------------------------------------ |
| ! RELATIVE ! WARNING ! POSSIBLE ! LEGEND ! |
| ! PRIORITY ! CONDITION ! MESSAGES ! ! |
| !----------------------------------------------------------------------! |
| ! HIGHEST ! Mode 1 Pull Up ! PULL UP ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Pull Up Preface ! TERRAIN TERRAIN ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Pull Up ! PULL UP ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Terrain Awareness Preface! TERRAIN AHEAD ! PULL UP ! |
| ! ! ! PULL UP ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Terrain Awareness Warning! TERRAIN AHEAD ! PULL UP ! |
| ! ! ! PULL UP ! ! |
| !----------------------------------------------------------------------! |
| ! ! Obstacle awareness ! OBSTACLE AHEAD ! PULL UP ! |
| ! ! Preface ! PULL UP ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Obstacle Awareness ! OBSTACLE AHEAD ! PULL UP ! |
| ! ! Warning ! PULL UP ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Terrain ! TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Terrain Awareness Caution! TERRAIN AHEAD ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Obstacle Awareness ! OBSTACLE AHEAD ! GPWS ! |
| ! ! Caution ! ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Terrain ! TOO LOW TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! TCF Too Low Terrain ! TOO LOW TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Gear ! TOO LOW GEAR ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Flaps ! TOO LOW FLAPS ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 1 Sinkrate ! SINKRATE ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 3 Don't Sink ! DON'T SINK ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! LOWEST * ! Mode 5 Glide slope ! GLIDE SLOPE ! GPWS ! |
| ------------------------------------------------------------------------ |
* Allows interleaving of multiple alerts.
The voice warning circuits also contain logic elements which ensure that:
- only one message at a time is output,
- higher priority messages interrupt lower priority messages except if interleaving is allowed (Ref. table above),
- a triggered message is completed even when warning condition ceases,
- a 0.75 second pause exists between warning messages.
(10) Alert discrete outputs
"PULL UP"audio message activate the warning lamp output (which illuminates PULL UP red legend).
All other messages activate the alert lamp output (which illuminates GPWS amber legend).
"PULL UP"audio message activate the warning lamp output (which illuminates PULL UP red legend).
All other messages activate the alert lamp output (which illuminates GPWS amber legend).
(a) All audio inhibition:
- The INHIBIT ALL AUDIO discrete input controls the audio outputs as follows. When grounded, all voices are inhibited (not interrupted, all aural messages once started are finished). Visual and display indications are not affected. This input is used to manage the audio priority with other systems (FWS, PWS, TCAS).
(b) Modes 1 to 5 inhibitions:
- The INHIBIT MODES 1 TO 5 discrete input controls the audio and visual outputs as follows. When grounded,this input always inhibits all GPWS aural and visual indications with the exception of Terrain Clearance Floor Alerts and Terrain Awareness caution and warnings. This input is wired to SYS pushbutton switch to manually inhibit GPWS Modes 1 to 5.
(c) TAD and TCF inhibitions:
- The TERRAIN AWARENESS INHIBIT discrete input controls the audio, visual and display outputs as follows. When grounded, this input always inhibits TAD and TCF aural, visual and display indications. This input is wired to the TERR pushbutton switch to manually inhibit the TAD and TCF functions.
- When the automatic deselection option actived TAD and TCF functions may also be inhibit automatically when the FMS aircraft position accuracy is not accurate enough. This is indicated to the crew by the automatic deselection of terrain display and the illumation of the TERR STBY memo on the ECAM display unit.
(13) Audio Output
Alert outputs result in an audio voice warning unless inputs are invalid or one of the audio suppression discretes is active. The actual output message, or intended message during audio suppression, is sent to the warning lamp logic for proper output activation.
The audio outputs consist of a transformer isolated 600 Ohm output.
Aural warnings and their priority rate are as follows:
* Allows interleaving of multiple alerts.
The voice warning circuits also contain logic elements which ensure that:
Alert outputs result in an audio voice warning unless inputs are invalid or one of the audio suppression discretes is active. The actual output message, or intended message during audio suppression, is sent to the warning lamp logic for proper output activation.
The audio outputs consist of a transformer isolated 600 Ohm output.
Aural warnings and their priority rate are as follows:
| ------------------------------------------------------------------------ |
| ! RELATIVE ! WARNING ! POSSIBLE ! LEGEND ! |
| ! PRIORITY ! CONDITION ! MESSAGES ! ! |
| !----------------------------------------------------------------------! |
| ! HIGHEST ! Mode 1 Pull Up ! PULL UP ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Pull Up Preface ! TERRAIN TERRAIN ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Pull Up ! PULL UP ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Terrain Awareness Preface! TERRAIN TERRAIN ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Terrain Awareness Warning! PULL UP ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Obstacle Awareness ! OBSTACLE OBSTACLE ! PULL UP ! |
| ! ! Preface ! ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Obstacle Awareness ! PULL UP ! PULL UP ! |
| ! ! Warning ! ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Terrain ! TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Terrain Awareness Caution! CAUTION TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Obstacle Awareness ! CAUTION OBSTACLE ! GPWS ! |
| ! ! Caution ! ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Terrain ! TOO LOW TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! TCF Too Low Terrain ! TOO LOW TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Gear ! TOO LOW GEAR ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Flaps ! TOO LOW FLAPS ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 1 Sinkrate ! SINKRATE ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 3 Don't Sink ! DON'T SINK ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! LOWEST * ! Mode 5 Glide slope ! GLIDE SLOPE ! GPWS ! |
| ------------------------------------------------------------------------ |
* Allows interleaving of multiple alerts.
The voice warning circuits also contain logic elements which ensure that:
- only one message at a time is output,
- higher priority messages interrupt lower priority messages except if interleaving is allowed (Ref. table above),
- a triggered message is completed even when warning condition ceases,
- a 0.75 second pause exists between warning messages.
(14) Alert discrete outputs
"PULL UP"audio message activate the warning lamp output (which illuminates PULL UP red legend).
All other messages activate the alert lamp output (which illuminates GPWS amber legend).
"PULL UP"audio message activate the warning lamp output (which illuminates PULL UP red legend).
All other messages activate the alert lamp output (which illuminates GPWS amber legend).
(a) All audio inhibition:
- The INHIBIT ALL AUDIO discrete input controls the audio outputs as follows. When grounded, all voices are inhibited (not interrupted, all aural messages once started are finished). Visual and display indications are not affected. This input is used to manage the audio priority with other systems (FWS, PWS, TCAS).
(b) Modes 1 to 5 inhibitions:
- The INHIBIT MODES 1 TO 5 discrete input controls the audio and visual outputs as follows. When grounded,this input always inhibits all GPWS aural and visual indications with the exception of Terrain Clearance Floor Alerts and Terrain Awareness caution and warnings. This input is wired to SYS pushbutton switch to manually inhibit GPWS Modes 1 to 5.
(c) TAD and TCF inhibitions:
- The TERRAIN AWARENESS INHIBIT discrete input controls the audio, visual and display outputs as follows. When grounded, this input always inhibits TAD and TCF aural, visual and display indications. This input is wired to the TERR pushbutton switch to manually inhibit the TAD and TCF functions.
- When the automatic deselection option actived TAD and TCF functions may also be inhibit automatically when the FMS aircraft position accuracy is not accurate enough. This is indicated to the crew by the automatic deselection of terrain display and the illumation of the TERR STBY memo on the ECAM display unit.
(17) Audio Output
Alert outputs result in an audio voice warning unless inputs are invalid or one of the audio suppression discretes is active. The actual output message, or intended message during audio suppression, is sent to the warning lamp logic for proper output activation.
The audio outputs consist of a transformer isolated 600 Ohm output.
Aural warnings and their priority rate are as follows:
* Allows interleaving of multiple alerts.
The voice warning circuits also contain logic elements which ensure that:
Alert outputs result in an audio voice warning unless inputs are invalid or one of the audio suppression discretes is active. The actual output message, or intended message during audio suppression, is sent to the warning lamp logic for proper output activation.
The audio outputs consist of a transformer isolated 600 Ohm output.
Aural warnings and their priority rate are as follows:
| ------------------------------------------------------------------------ |
| ! RELATIVE ! WARNING ! POSSIBLE ! LEGEND ! |
| ! PRIORITY ! CONDITION ! MESSAGES ! ! |
| !----------------------------------------------------------------------! |
| ! HIGHEST ! Mode 1 Pull Up ! PULL UP ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Pull Up Preface ! TERRAIN TERRAIN ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Pull Up ! PULL UP ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Terrain Awareness Preface! TERRAIN AHEAD ! PULL UP ! |
| ! ! ! PULL UP ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Terrain Awareness Warning! TERRAIN AHEAD ! PULL UP ! |
| ! ! ! PULL UP ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Terrain ! TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Terrain Awareness Caution! TERRAIN AHEAD ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Terrain ! TOO LOW TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! TCF Too Low Terrain ! TOO LOW TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Gear ! TOO LOW GEAR ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Flaps ! TOO LOW FLAPS ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 1 Sinkrate ! SINKRATE ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 3 Don't Sink ! DON'T SINK ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! LOWEST * ! Mode 5 Glide slope ! GLIDE SLOPE ! GPWS ! |
| ------------------------------------------------------------------------ |
* Allows interleaving of multiple alerts.
The voice warning circuits also contain logic elements which ensure that:
- only one message at a time is output,
- higher priority messages interrupt lower priority messages except if interleaving is allowed (Ref. table above),
- a triggered message is completed even when warning condition ceases,
- a 0.75 second pause exists between warning messages.
(18) Alert Discrete Outputs
Mode 5 GLIDE SLOPE message activates the alert lamp output (which illuminates G/S amber legend).
All other messages activate the warning lamp output (which illuminates GPWS red legend).
Mode 5 GLIDE SLOPE message activates the alert lamp output (which illuminates G/S amber legend).
All other messages activate the warning lamp output (which illuminates GPWS red legend).
(a) All audio inhibition:
- The INHIBIT ALL AUDIO discrete input controls the audio outputs as follows. When grounded, all voices are inhibited (not interrupted, all aural messages once started are finished). Visual and display indications are not affected. This input is used to manage the audio priority with other systems (FWS, PWS, TCAS).
(b) Modes 1 to 5 inhibitions:
- The INHIBIT MODES 1 TO 5 discrete input controls the audio and visual outputs as follows. When grounded,this input always inhibits all GPWS aural and visual indications with the exception of Terrain Clearance Floor Alerts and Terrain Awareness caution and warnings. This input is wired to SYS pushbutton switch to manually inhibit GPWS Modes 1 to 5.
(c) TAD and TCF inhibitions:
- The TERRAIN AWARENESS INHIBIT discrete input controls the audio, visual and display outputs as follows. When grounded, this input always inhibits TAD and TCF aural, visual and display indications. This input is wired to the TERR pushbutton switch to manually inhibit the TAD and TCF functions.
- When the automatic deselection option actived TAD and TCF functions may also be inhibit automatically when GPS and corrected IRS are no more available and the FMS aircraft position accuracy is not accurate enough. This is indicated to the crew by the automatic deselection of terrain display and the illumation of the TERR STBY memo on the ECAM display unit.
(21) Audio Output
Alert outputs result in an audio voice warning unless inputs are invalid or one of the audio suppression discretes is active. The actual output message, or intended message during audio suppression, is sent to the warning lamp logic for proper output activation.
The audio outputs consist of a transformer isolated 600 Ohm output.
Aural warnings and their priority rate are as follows:
* Allows interleaving of multiple alerts.
The voice warning circuits also contain logic elements which ensure that:
Alert outputs result in an audio voice warning unless inputs are invalid or one of the audio suppression discretes is active. The actual output message, or intended message during audio suppression, is sent to the warning lamp logic for proper output activation.
The audio outputs consist of a transformer isolated 600 Ohm output.
Aural warnings and their priority rate are as follows:
| ------------------------------------------------------------------------ |
| ! RELATIVE ! WARNING ! POSSIBLE ! LEGEND ! |
| ! PRIORITY ! CONDITION ! MESSAGES ! ! |
| !----------------------------------------------------------------------! |
| ! HIGHEST ! Mode 1 Pull Up ! PULL UP ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Pull Up Preface ! TERRAIN TERRAIN ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Pull Up ! PULL UP ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Terrain Awareness Preface! TERRAIN AHEAD ! PULL UP ! |
| ! ! ! PULL UP ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Terrain Awareness Warning! TERRAIN AHEAD ! PULL UP ! |
| ! ! ! PULL UP ! ! |
| !----------------------------------------------------------------------! |
| ! ! Obstacle awareness ! OBSTACLE AHEAD ! PULL UP ! |
| ! ! Preface ! PULL UP ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Obstacle Awareness ! OBSTACLE AHEAD ! PULL UP ! |
| ! ! Warning ! PULL UP ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Terrain ! TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Terrain Awareness Caution! TERRAIN AHEAD ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Obstacle Awareness ! OBSTACLE AHEAD ! GPWS ! |
| ! ! Caution ! ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Terrain ! TOO LOW TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! TCF Too Low Terrain ! TOO LOW TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Gear ! TOO LOW GEAR ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Flaps ! TOO LOW FLAPS ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 1 Sinkrate ! SINKRATE ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 3 Don't Sink ! DON'T SINK ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! LOWEST * ! Mode 5 Glide slope ! GLIDE SLOPE ! GPWS ! |
| ------------------------------------------------------------------------ |
* Allows interleaving of multiple alerts.
The voice warning circuits also contain logic elements which ensure that:
- only one message at a time is output,
- higher priority messages interrupt lower priority messages except if interleaving is allowed (Ref. table above),
- a triggered message is completed even when warning condition ceases,
- a 0.75 second pause exists between warning messages.
(22) Alert discrete outputs
"PULL UP"audio message activate the warning lamp output (which illuminates PULL UP red legend).
All other messages activate the alert lamp output (which illuminates GPWS amber legend).
"PULL UP"audio message activate the warning lamp output (which illuminates PULL UP red legend).
All other messages activate the alert lamp output (which illuminates GPWS amber legend).
(23) Control and Indicating
NOTE: Indications on ECAM might be inhibited depending on phase of flights computed by FWC.
(a) All audio inhibition:
- The INHIBIT ALL AUDIO discrete input controls the audio outputs as follows. When grounded, all voices are inhibited (not interrupted, all aural messages once started are finished). Visual and display indications are not affected. This input is used to manage the audio priority with other systems (FWS, PWS, TCAS).
(b) Modes 1 to 5 inhibitions:
- The INHIBIT MODES 1 TO 5 discrete input controls the audio and visual outputs as follows. When grounded,this input always inhibits all GPWS aural and visual indications with the exception of Terrain Clearance Floor Alerts and Terrain Awareness caution and warnings. This input is wired to SYS pushbutton switch to manually inhibit GPWS Modes 1 to 5.
(c) TAD and TCF inhibitions:
- The TERRAIN AWARENESS INHIBIT discrete input controls the audio, visual and display outputs as follows. When grounded, this input always inhibits TAD and TCF aural, visual and display indications. This input is wired to the TERR pushbutton switch to manually inhibit the TAD and TCF functions.
- When the automatic deselection is activated, the TAD and TCF functions can also be automatically inhibited when the aircraft position is not accurate enough. This is indicated to the crew by the automatic deselection of the terrain display and the illumination of the TERR STBY memo on the EWD.
(25) Audio Output
Alert outputs result in an audio voice warning unless inputs are invalid or one of the audio suppression discretes is active. The actual output message, or intended message during audio suppression, is sent to the warning lamp logic for proper output activation.
The audio outputs consist of a transformer isolated 600 Ohm output.
Aural warnings and their priority rate are as follows:
* Allows interleaving of multiple alerts.
The voice warning circuits also contain logic elements which ensure that:
Alert outputs result in an audio voice warning unless inputs are invalid or one of the audio suppression discretes is active. The actual output message, or intended message during audio suppression, is sent to the warning lamp logic for proper output activation.
The audio outputs consist of a transformer isolated 600 Ohm output.
Aural warnings and their priority rate are as follows:
| ------------------------------------------------------------------------ |
| ! RELATIVE ! WARNING ! POSSIBLE ! LEGEND ! |
| ! PRIORITY ! CONDITION ! MESSAGES ! ! |
| !----------------------------------------------------------------------! |
| ! HIGHEST ! Mode 1 Pull Up ! PULL UP ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Pull Up Preface ! TERRAIN TERRAIN ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Pull Up ! PULL UP ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Terrain Awareness Preface! TERRAIN TERRAIN ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Terrain Awareness Warning! PULL UP ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Obstacle Awareness ! OBSTACLE OBSTACLE ! PULL UP ! |
| ! ! Preface ! ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Obstacle Awareness ! PULL UP ! PULL UP ! |
| ! ! Warning ! ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Terrain ! TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Terrain Awareness Caution! CAUTION TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Obstacle Awareness ! CAUTION OBSTACLE ! GPWS ! |
| ! ! Caution ! ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Terrain ! TOO LOW TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! TCF Too Low Terrain ! TOO LOW TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Gear ! TOO LOW GEAR ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Flaps ! TOO LOW FLAPS ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 1 Sinkrate ! SINKRATE ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 3 Don't Sink ! DON'T SINK ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! LOWEST * ! Mode 5 Glide slope ! GLIDE SLOPE ! GPWS ! |
| ------------------------------------------------------------------------ |
* Allows interleaving of multiple alerts.
The voice warning circuits also contain logic elements which ensure that:
- only one message at a time is output,
- higher priority messages interrupt lower priority messages except if interleaving is allowed (Ref. table above),
- a triggered message is completed even when warning condition ceases,
- a 0.75 second pause exists between warning messages.
(26) Alert discrete outputs
"PULL UP"audio message activate the warning lamp output (which illuminates PULL UP red legend).
All other messages activate the alert lamp output (which illuminates GPWS amber legend).
"PULL UP"audio message activate the warning lamp output (which illuminates PULL UP red legend).
All other messages activate the alert lamp output (which illuminates GPWS amber legend).
(27) Control and Indicating
NOTE: Indications on ECAM might be inhibited depending on phase of flights computed by FWC.
(a) All audio inhibition:
- The INHIBIT ALL AUDIO discrete input controls the audio outputs as follows. When grounded, all voices are inhibited (not interrupted, all aural messages once started are finished). Visual and display indications are not affected. This input is used to manage the audio priority with other systems (FWS, PWS, TCAS).
(b) Modes 1 to 5 inhibitions:
- The INHIBIT MODES 1 TO 5 discrete input controls the audio and visual outputs as follows. When grounded,this input always inhibits all GPWS aural and visual indications with the exception of Terrain Clearance Floor Alerts and Terrain Awareness caution and warnings. This input is wired to SYS pushbutton switch to manually inhibit GPWS Modes 1 to 5.
(c) TAD and TCF inhibitions:
- The TERRAIN AWARENESS INHIBIT discrete input controls the audio, visual and display outputs as follows. When grounded, this input always inhibits TAD and TCF aural, visual and display indications. This input is wired to the TERR pushbutton switch to manually inhibit the TAD and TCF functions.
- When the automatic deselection is activated, the TAD and TCF functions can also be automatically inhibited when the aircraft position is not accurate enough. This is indicated to the crew by the automatic deselection of the terrain display and the illumination of the TERR STBY memo on the EWD.
(29) Audio Output
Alert outputs result in an audio voice warning unless inputs are invalid or one of the audio suppression discretes is active. The actual output message, or intended message during audio suppression, is sent to the warning lamp logic for proper output activation.
The audio outputs consist of a transformer isolated 600 Ohm output.
Aural warnings and their priority rate are as follows:
* Allows interleaving of multiple alerts.
(1): On ground only.
The voice warning circuits also contain logic elements which ensure that:
Alert outputs result in an audio voice warning unless inputs are invalid or one of the audio suppression discretes is active. The actual output message, or intended message during audio suppression, is sent to the warning lamp logic for proper output activation.
The audio outputs consist of a transformer isolated 600 Ohm output.
Aural warnings and their priority rate are as follows:
| ------------------------------------------------------------------------ |
| ! RELATIVE ! WARNING ! POSSIBLE ! LEGEND ! |
| ! PRIORITY ! CONDITION ! MESSAGES ! ! |
| !----------------------------------------------------------------------! |
| ! HIGHEST ! Mode 1 Pull Up ! PULL UP ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Pull Up ! PULL UP ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Pull Up Preface ! TERRAIN TERRAIN ! PULL UP ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Terrain Awareness Preface! TERRAIN AHEAD ! PULL UP ! |
| ! ! ! PULL UP ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Terrain Awareness Warning! TERRAIN AHEAD ! PULL UP ! |
| ! ! ! PULL UP ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Obstacle Awareness ! OBSTACLE AHEAD ! PULL UP ! |
| ! ! Preface ! PULL UP ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Obstacle Awareness ! OBSTACLE AHEAD ! PULL UP ! |
| ! ! Warning ! PULL UP ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! Mode 2 Terrain ! TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Terrain Awareness Caution! TERRAIN AHEAD ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Obstacle Awareness ! OBSTACLE AHEAD ! GPWS ! |
| ! ! Caution ! ! ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Terrain ! TOO LOW TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! TCF Too Low Terrain ! TOO LOW TERRAIN ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Gear ! TOO LOW GEAR ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 4 Too Low Flaps ! TOO LOW FLAPS ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 1 Sinkrate ! SINKRATE ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! * ! Mode 3 Don't Sink ! DON'T SINK ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! LOWEST * ! Mode 5 Glide slope ! GLIDE SLOPE ! GPWS ! |
| !----------!--------------------------!-------------------!------------! |
| ! ! RAAS ADVISORY ! RAAS voices(1) ! None ! |
| ------------------------------------------------------------------------ |
* Allows interleaving of multiple alerts.
(1): On ground only.
The voice warning circuits also contain logic elements which ensure that:
- only one message at a time is output,
- higher priority messages interrupt lower priority messages except if interleaving is allowed (Ref. table above),
- a triggered message is completed even when warning condition ceases,
- a 0.75 second pause exists between warning messages.
(30) Alert discrete outputs
"PULL UP"audio message activate the warning lamp output (which illuminates PULL UP red legend).
All other messages activate the alert lamp output (which illuminates GPWS amber legend).
"PULL UP"audio message activate the warning lamp output (which illuminates PULL UP red legend).
All other messages activate the alert lamp output (which illuminates GPWS amber legend).
(31) Control and Indicating
NOTE: Indications on ECAM might be inhibited depending on phase of flights computed by FWC.
(a) All audio inhibition:
- The INHIBIT ALL AUDIO discrete input controls the audio outputs as follows. When grounded, all voices are inhibited (not interrupted, all aural messages once started are finished). Visual and display indications are not affected. This input is used to manage the audio priority with other systems (FWS, PWS, TCAS).
(b) Modes 1 to 5 inhibitions:
- The INHIBIT MODES 1 TO 5 discrete input controls the audio and visual outputs as follows. When grounded,this input always inhibits all GPWS aural and visual indications with the exception of Terrain Clearance Floor Alerts and Terrain Awareness caution and warnings. This input is wired to SYS pushbutton switch to manually inhibit GPWS Modes 1 to 5.
(c) TAD and TCF inhibitions:
- The TERRAIN AWARENESS INHIBIT discrete input controls the audio, visual and display outputs as follows. When grounded, this input always inhibits TAD and TCF aural, visual and display indications. This input is wired to the TERR pushbutton switch to manually inhibit the TAD and TCF functions.
- When the automatic deselection is activated, the TAD and TCF functions can also be automatically inhibited when the aircraft position is not accurate enough. This is indicated to the crew by the automatic deselection of the terrain
display and the illumination of the TERR STBY memo on the EWD.
(d) RAAS maintenance messages - On ground status
The RAAS On-Ground status messages are generated by a change of the display range and are displayed on the ND. The RAAS status is displayed for two complete sweeps of terrain display
The RAAS On-Ground status messages are generated by a change of the display range and are displayed on the ND. The RAAS status is displayed for two complete sweeps of terrain display
| ------------------------------------------------------------------------------- |
| ! MAINTENANCE ! DISPLAYED MESSAGE ! NOTES ! |
| ! FUNCTION ! ! ! |
| !------------------!-------------------!--------------------------------------! |
| ! On-ground status ! RAAS-OK-M (green) ! The RAAS is enabled, it operates, it ! |
| ! ! ! has accurate position information ! |
| ! ! ! and the aircraft is at an airport ! |
| ! ! ! validated in the EGPWS Terrain ! |
| ! ! ! Database. The distances are given in ! |
| ! ! ! meters |
| ! !-------------------!--------------------------------------! |
| ! ! RAAS-N/AVBL ! The RAAS is enabled, but the system ! |
| ! ! (amber) ! has no position information, or the ! |
| ! ! ! accuracy of the position information ! |
| ! ! ! is insufficient for the RAAS to ! |
| ! ! ! operate, or the aircraft is at an ! |
| ! ! ! airport not validated in the EGPWS ! |
| ! ! ! Terrain Database. ! |
| ! !-------------------!--------------------------------------! |
| ! ! RAAS-INOP (amber) ! The RAAS is enabled but the function ! |
| ! ! ! does not operate. ! |
| !------------------!-------------------!--------------------------------------! |
(33) Autotilt capability
The automatic tilt angle capability uses aircraft altitude above the terrain and terrain elevations in the area to generate a tilt angle for the weather radar system.
This automatic tilt angle setting causes minimum ground clutter to be displayed while maintaining the optimum weather detection capability.
With manual tilt control, there is a possibility of:
The automatic tilt angle capability uses aircraft altitude above the terrain and terrain elevations in the area to generate a tilt angle for the weather radar system.
This automatic tilt angle setting causes minimum ground clutter to be displayed while maintaining the optimum weather detection capability.
With manual tilt control, there is a possibility of:
- overscan where the weather cells and the terrain are below the antenna beam scan and in this case, the display is blank, or
- underscan where the antenna scan basically hits the ground below the weather cells and in this case, the display only shows the ground clutter.
The calculated tilt angle is transmitted to the weather radar system via an ARINC 429 output bus on labels 061, 062, 063, 064 and 065.
The Enhanced GPWS computes a tilt angle for each sector based on underlying terrain elevations. There are two tilt angles: a Short Range Tilt (SRT) angle and a Long Range Tilt (LRT) angle.
The SRT angle covers 95 per cent of the ground below the aircraft within 80 NM from the aircraft.
The LRT angle covers 90 per cent of the ground below the aircraft within 160 NM from the aircraft.
The terrain database is divided into five short-range sectors and five long-range sectors in a semi-circle in front of the aircraft.
L. Enhanced GPWC Maintenance Output
A maintenance output signal (label 270 octal) is provided by the ARINC 429 transmitter. The transmitter converts the microprocessor parallel data to standard serial data for the DMU of the AIDS.
A maintenance output signal (label 270 octal) is provided by the ARINC 429 transmitter. The transmitter converts the microprocessor parallel data to standard serial data for the DMU of the AIDS.
8. Test
A. Self-Tests
(1) On the ground only, the Enhanced GPWC provides self-test capability, providing an indication of the ability of the Enhanced GPWC to perform its intended function.
(2) The Enhanced GPWC self-test is initiated by momentarily pressing GPWS/G/S pushbutton switches or activated via the MCDU on the ground.
When activated by pressing the GPWS/G/S pushbutton switches, the self-test is enunciated, via the same audio system as the Enhanced GPWS alerts. This self-test can also be accessed via the headphone jack on the front panel of the Enhanced GPWC and it has been divided into six different levels to help with Enhanced GPWC testing and troubleshooting.
When activated by pressing the GPWS/G/S pushbutton switches, the self-test is enunciated, via the same audio system as the Enhanced GPWS alerts. This self-test can also be accessed via the headphone jack on the front panel of the Enhanced GPWC and it has been divided into six different levels to help with Enhanced GPWC testing and troubleshooting.
(a) Level 1
Level 1, functional testing, provides an overview of the current operational functions selected and provides an indication of their operational status.
Level 1 self-test sequence:
Level 1, functional testing, provides an overview of the current operational functions selected and provides an indication of their operational status.
Level 1 self-test sequence:
- the FAULT legend of the GPWS/SYS pushbutton switch is on,
- the FAULT legend of the GPWS/TERR pushbutton switch is on,
- G/S legends of both GPWS/G/S pushbutton switches are on,
- GLIDE SLOPE audio phase is broadcast,
- G/S legends of both GPWS/G/S pushbutton switches go off,
- GPWS legends of both GPWS/G/S pushbutton switches are on,
- PULL UP audio phase is broadcast,
- TERRAIN AHEAD PULL UP audio phase is broadcast,
- GPWS legends of both GPWS/G/S pushbutton switches go off,
- ON legends of both TERR ON ND pushbutton switches are on,
- terrain self-test pattern is displayed on both NDs,
A long level 1 self-test sequence is initiated when the GPWS/G/S pushbutton switch is not released while self-test voices start. - Additional vocabulary sequence when long self-test initiated:
SINK RATE PULL UP TERRAIN PULL UP DON'T SINK DON'T SINK TOO LOW TERRAIN TOO LOW GEAR TOO LOW FLAPS TOO LOW TERRAIN GLIDE SLOPE TOO LOW TERRAIN TERRAIN AHEAD TERRAIN AHEAD TERRAIN AHEAD PULL UP - terrain self-test pattern turns off,
- ON legends of both TERR ON ND pushbutton switches and the images displayed on both NDs revert to the configuration selected before the test,
- the FAULT legend of the GPWS/SYS pushbutton switch goes off,
- the FAULT legend of the GPWS/TERR pushbutton switch goes off.
(b) Level 2
Level 2, current faults, provides a listing of the internal and external faults currently detected by the Enhanced GPWC.
Level 2 self-test is initiated by pressing the GPWS/G/S pushbutton switch within 3 seconds after the end of level 1 self-test.
Level 2, current faults, provides a listing of the internal and external faults currently detected by the Enhanced GPWC.
Level 2 self-test is initiated by pressing the GPWS/G/S pushbutton switch within 3 seconds after the end of level 1 self-test.
(c) Level 3
Level 3, Enhanced GPWS configuration, indicates the current configuration by listing the current hardware, software, data bases and program pin inputs detected by the Enhanced GPWC.
This level is initiated by pressing the GPWS/G/S pushbutton switch when PRESS TO CONTINUE message is enunciated.
Level 3, Enhanced GPWS configuration, indicates the current configuration by listing the current hardware, software, data bases and program pin inputs detected by the Enhanced GPWC.
This level is initiated by pressing the GPWS/G/S pushbutton switch when PRESS TO CONTINUE message is enunciated.
(d) Level 4
Level 4, fault history, provides a historical record of both internal and external faults detected by the Enhanced GPWC.
This level is initiated by pressing the GPWS/G/S pushbutton switch when PRESS TO CONTINUE message is enunciated.
Level 4, fault history, provides a historical record of both internal and external faults detected by the Enhanced GPWC.
This level is initiated by pressing the GPWS/G/S pushbutton switch when PRESS TO CONTINUE message is enunciated.
(e) Level 5
Level 5, warning history, provides a historical record of the warnings and cautions given by the Enhanced GPWC.
This level is initiated by pressing the GPWS/G/S pushbutton switch when PRESS TO CONTINUE message is enunciated.
Level 5, warning history, provides a historical record of the warnings and cautions given by the Enhanced GPWC.
This level is initiated by pressing the GPWS/G/S pushbutton switch when PRESS TO CONTINUE message is enunciated.
(f) Level 6
Level 6, discrete test, provides annunciation of discrete input transitions to be used for maintenance support.
This level is initiated by pressing the GPWS/G/S pushbutton switch when PRESS TO CONTINUE message is enunciated.
Level 6, discrete test, provides annunciation of discrete input transitions to be used for maintenance support.
This level is initiated by pressing the GPWS/G/S pushbutton switch when PRESS TO CONTINUE message is enunciated.
(3) To speed up the navigation of self-test levels and information two types of cancel sequences are supported. Pressing and holding the GPWS/G/S pushbutton switch for less than 2 seconds is considered to be a short cancel. Pressing and holding the cockpit GPWS/G/S pushbutton switch for more than 2 seconds is considered to be a long cancel.
(4) On the ground only, the Enhanced GPWC provides self-test capability, providing an indication of the ability of the Enhanced GPWC to perform its intended function.
(5) The Enhanced GPWC self-test is initiated by momentarily pressing PULL UP/GPWS pushbutton switches or activated via the MCDU on the ground.
When activated by pressing the PULL UP/GPWS pushbutton switches, the self-test is enunciated, via the same audio system as the Enhanced GPWS alerts. This self-test can also be accessed via the headphone jack on the front panel of the Enhanced GPWC and it has been divided into six different levels to help with Enhanced GPWC testing and troubleshooting.
When activated by pressing the PULL UP/GPWS pushbutton switches, the self-test is enunciated, via the same audio system as the Enhanced GPWS alerts. This self-test can also be accessed via the headphone jack on the front panel of the Enhanced GPWC and it has been divided into six different levels to help with Enhanced GPWC testing and troubleshooting.
(a) Level 1
Level 1, functional testing, provides an overview of the current operational functions selected and provides an indication of their operational status.
Level 1 self-test sequence:
Level 1, functional testing, provides an overview of the current operational functions selected and provides an indication of their operational status.
Level 1 self-test sequence:
- the FAULT legend of the GPWS/SYS pushbutton switch is on,
- the FAULT legend of the GPWS/TERR pushbutton switch is on,
- GPWS legends of both PULL UP/GPWS pushbutton switches are on,
- GLIDE SLOPE audio phase is broadcast,
- GPWS legends of both PULL UP/GPWS pushbutton switches go off,
- PULL UP legends of both PULL UP/GPWS pushbutton switches are on,
- PULL UP audio phase is broadcast,
- TERRAIN AHEAD PULL UP audio phase is broadcast,
- PULL UP legends of both PULL UP/GPWS pushbutton switches go off,
- ON legends of both TERR ON ND pushbutton switches are on,
- terrain self-test pattern is displayed on both NDs,
A long level 1 self-test sequence is initiated when the PULL UP/GPWS pushbutton switch is not released while self-test voices start. - Additional sequence when long self-test initiated:
SINK RATE PULL UP TERRAIN PULL UP DON'T SINK DON'T SINK TOO LOW TERRAIN TOO LOW GEAR TOO LOW FLAPS TOO LOW TERRAIN GLIDE SLOPE TOO LOW TERRAIN TERRAIN AHEAD TERRAIN AHEAD TERRAIN AHEAD PULL UP - terrain self-test pattern turns off,
- ON legends of both TERR ON ND pushbutton switches and the images displayed on both NDs revert to the configuration selected before the test,
- the FAULT legend of the GPWS/SYS pushbutton switch goes off,
- the FAULT legend of the GPWS/TERR pushbutton switch goes off.
(b) Level 2
Level 2, current faults, provides a listing of the internal and external faults currently detected by the Enhanced GPWC.
Level 2 self-test is initiated by pressing the PULL UP/GPWS pushbutton switch within 3 seconds after the end of level 1 self-test.
Level 2, current faults, provides a listing of the internal and external faults currently detected by the Enhanced GPWC.
Level 2 self-test is initiated by pressing the PULL UP/GPWS pushbutton switch within 3 seconds after the end of level 1 self-test.
(c) Level 3
Level 3, Enhanced GPWS configuration, indicates the current configuration by listing the current hardware, software, data bases and program pin inputs detected by the Enhanced GPWC.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when PRESS TO CONTINUE message is enunciated.
Level 3, Enhanced GPWS configuration, indicates the current configuration by listing the current hardware, software, data bases and program pin inputs detected by the Enhanced GPWC.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when PRESS TO CONTINUE message is enunciated.
(d) Level 4
Level 4, fault history, provides a historical record of both internal and external faults detected by the Enhanced GPWC.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when PRESS TO CONTINUE message is enunciated.
Level 4, fault history, provides a historical record of both internal and external faults detected by the Enhanced GPWC.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when PRESS TO CONTINUE message is enunciated.
(e) Level 5
Level 5, warning history, provides a historical record of the warnings and cautions given by the Enhanced GPWC.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when PRESS TO CONTINUE message is enunciated.
Level 5, warning history, provides a historical record of the warnings and cautions given by the Enhanced GPWC.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when PRESS TO CONTINUE message is enunciated.
(f) Level 6
Level 6, discrete test, provides annunciation of discrete input transitions to be used for maintenance support.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when PRESS TO CONTINUE message is enunciated.
Level 6, discrete test, provides annunciation of discrete input transitions to be used for maintenance support.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when PRESS TO CONTINUE message is enunciated.
(6) To speed up the navigation of self-test levels and information two types of cancel sequences are supported. Pressing and holding the PULL UP/GPWS pushbutton switch for less than 2 seconds is considered to be a short cancel. Pressing and holding the cockpit PULL UP/GPWS pushbutton switch for more than 2 seconds is considered to be a long cancel.
(7) On the ground only, the Enhanced GPWC provides self-test capability, both in flight and on ground, providing an indication of the ability of the Enhanced GPWC to perform its intended function.
(8) The Enhanced GPWC self-test is initiated by momentarily pressing PULL UP/GPWS pushbutton switches or via the MCDU on the ground.
When activated by pressing the PULL UP/GPWS pushbutton switches, the self-test is enunciated, via the same audio system as the Enhanced GPWS alerts. This self-test can also be accessed via the headphone jack on the front panel of the Enhanced GPWC. The self-test is divided into six different levels to help with Enhanced GPWC testing and troubleshooting.
When activated by pressing the PULL UP/GPWS pushbutton switches, the self-test is enunciated, via the same audio system as the Enhanced GPWS alerts. This self-test can also be accessed via the headphone jack on the front panel of the Enhanced GPWC. The self-test is divided into six different levels to help with Enhanced GPWC testing and troubleshooting.
(a) Level 1
Level 1 (functional testing) provides an overview of the current operational functions selected and provides an indication of their operational status.
Level 1 self-test sequence:
Level 1 (functional testing) provides an overview of the current operational functions selected and provides an indication of their operational status.
Level 1 self-test sequence:
- the FAULT legend of the GPWS/SYS pushbutton switch comes on,
- the FAULT legend of the GPWS/TERR pushbutton switch comes on,
- the GPWS legends of both PULL UP/GPWS pushbutton switches come on,
- the GLIDE SLOPE audio phase is broadcast,
- the GPWS legends of both PULL UP/GPWS pushbutton switches go off,
- the PULL UP legends of both PULL UP/GPWS pushbutton switches come on,
- the PULL UP audio phase is broadcast,
- the TERRAIN AHEAD PULL UP audio phase is broadcast,
- the PULL UP legends of both PULL UP/GPWS pushbutton switches go off,
- the ON legends of both TERR ON ND pushbutton switches come on,
- the terrain self-test pattern is displayed on both NDs.
* The upper area is colored in cyan if peaks option is activated, black otherwise.
- Additional sequence when long self-test initiated:
SINK RATE PULL UP TERRAIN PULL UP DON'T SINK DON'T SINK TOO LOW TERRAIN TOO LOW GEAR TOO LOW FLAPS TOO LOW TERRAIN GLIDE SLOPE TOO LOW TERRAIN TERRAIN AHEAD TERRAIN AHEAD TERRAIN AHEAD PULL UP OBSTACLE AHEAD OBSTACLE AHEAD OBSTACLE AHEAD PULL UP - the terrain self-test pattern disappears.
- the ON legends of both TERR ON ND pushbutton switches and the images displayed on both NDs revert to the configuration selected before the test,
- the FAULT legend of the GPWS/SYS pushbutton switch goes off,
- the FAULT legend of the GPWS/TERR pushbutton switch goes off.
If the aircraft is fitted with EIS2 and if the Peaks display option is selected, then the Peaks elevations are provided to the displays as follows:
XXX (amber)
XXX (amber)
for 5 seconds and then:
290 (Red) High altitude
-13 (Green) Low altitude
(b) Level 2
Level 2 (current faults) provides a listing of the internal and external fault currently detected by the Enhanced GPWC.
Level 2 self-test is initiated by pressing the PULL UP/GPWS pushbutton switch within 3 seconds after the end of level 1 self-test.
Level 2 (current faults) provides a listing of the internal and external fault currently detected by the Enhanced GPWC.
Level 2 self-test is initiated by pressing the PULL UP/GPWS pushbutton switch within 3 seconds after the end of level 1 self-test.
(c) Level 3
Level 3 ( Enhanced GPWS configuration) indicates the current configuration by listing the current hardware, software, databases and program pin inputs detected by the Enhanced GPWC.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when the PRESS TO CONTINUE message is enunciated.
Level 3 ( Enhanced GPWS configuration) indicates the current configuration by listing the current hardware, software, databases and program pin inputs detected by the Enhanced GPWC.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when the PRESS TO CONTINUE message is enunciated.
(d) Level 4
Level 4 (fault history) provides a historical record of both internal and external faults detected by the Enhanced GPWC.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when the PRESS TO CONTINUE message is enunciated.
Level 4 (fault history) provides a historical record of both internal and external faults detected by the Enhanced GPWC.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when the PRESS TO CONTINUE message is enunciated.
(e) Level 5
Level 5 (warning history) provides a historical record of the warnings and cautions given by the Enhanced GPWC.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when the PRESS TO CONTINUE message is enunciated.
Level 5 (warning history) provides a historical record of the warnings and cautions given by the Enhanced GPWC.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when the PRESS TO CONTINUE message is enunciated.
(f) Level 6
Level 6 (discrete test) provides annunciation of discrete input transitions to be used for maintenance support.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when the PRESS TO CONTINUE message is enunciated.
Level 6 (discrete test) provides annunciation of discrete input transitions to be used for maintenance support.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when the PRESS TO CONTINUE message is enunciated.
(9) To speed up the navigation of self-test levels and information, two types of cancel sequences are supported. Pressing and holding the PULL UP/GPWS pushbutton switch for less than 2 seconds is considered to be a short cancel. Pressing and holding the PULL UP/GPWS pushbutton switch for more than 2 seconds is considered to be a long cancel.
(10) On the ground only, the Enhanced GPWC provides self-test capability, both in flight and on ground, providing an indication of the ability of the Enhanced GPWC to perform its intended function.
(11) The Enhanced GPWC self-test is initiated by momentarily pressing PULL UP/GPWS pushbutton switches or via the MCDU on the ground.
When activated by pressing the PULL UP/GPWS pushbutton switches, the self-test is enunciated, via the same audio system as the Enhanced GPWS alerts. This self-test can also be accessed via the headphone jack on the front panel of the Enhanced GPWC. The self-test is divided into six different levels to help with Enhanced GPWC testing and troubleshooting.
When activated by pressing the PULL UP/GPWS pushbutton switches, the self-test is enunciated, via the same audio system as the Enhanced GPWS alerts. This self-test can also be accessed via the headphone jack on the front panel of the Enhanced GPWC. The self-test is divided into six different levels to help with Enhanced GPWC testing and troubleshooting.
(a) Level 1
Level 1 (functional testing) provides an overview of the current operational functions selected and provides an indication of their operational status.
Level 1 self-test sequence:
Level 1 (functional testing) provides an overview of the current operational functions selected and provides an indication of their operational status.
Level 1 self-test sequence:
- the FAULT legend of the GPWS/SYS pushbutton switch comes on,
- the FAULT legend of the GPWS/TERR pushbutton switch comes on,
- the GPWS legends of both PULL UP/GPWS pushbutton switches come on,
- the GLIDE SLOPE audio phase is broadcast,
- the GPWS legends of both PULL UP/GPWS pushbutton switches go off,
- the PULL UP legends of both PULL UP/GPWS pushbutton switches come on,
- the PULL UP audio phase is broadcast,
- the TERRAIN TERRAIN PULL UP audio phase is broadcast,
- the PULL UP legends of both PULL UP/GPWS pushbutton switches go off,
- the ON legends of both TERR ON ND pushbutton switches come on,
- the terrain self-test pattern is displayed on both NDs,
* The uppers area is colored in cyan if peaks option is activated, black otherwise.
- Additional sequence when long self-test initiated:
SINK RATE PULL UP TERRAIN PULL UP DON'T SINK DON'T SINK TOO LOW TERRAIN TOO LOW GEAR TOO LOW FLAPS TOO LOW TERRAIN GLIDE SLOPE TOO LOW TERRAIN CAUTION TERRAIN CAUTION TERRAIN TERRAIN TERRAIN PULL UP CAUTION OBSTACLE CAUTION OBSTACLE OBSTACLE OBSTACLE PULL UP - the terrain self-test pattern disappears.
- the ON legends of both TERR ON ND pushbutton switches and the images displayed on both NDs revert to the configuration selected before the test,
- the FAULT legend of the GPWS/SYS pushbutton switch goes off,
- the FAULT legend of the GPWS/TERR pushbutton switch goes off.
If the aircraft is fitted with EIS2 and if the Peaks display option is selected, then the Peaks elevations are provided to the displays as follows:
XXX (amber)
XXX (amber)
for 5 seconds and then:
290 (Red) High altitude
-13 (Green) Low altitude
(b) Level 2
Level 2 (current faults) provides a listing of the internal and external fault currently detected by the Enhanced GPWC.
Level 2 self-test is initiated by pressing the PULL UP/GPWS pushbutton switch within 3 seconds after the end of level 1 self-test.
Level 2 (current faults) provides a listing of the internal and external fault currently detected by the Enhanced GPWC.
Level 2 self-test is initiated by pressing the PULL UP/GPWS pushbutton switch within 3 seconds after the end of level 1 self-test.
(c) Level 3
Level 3 ( Enhanced GPWS configuration) indicates the current configuration by listing the current hardware, software, databases and program pin inputs detected by the Enhanced GPWC.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when the PRESS TO CONTINUE message is enunciated.
Level 3 ( Enhanced GPWS configuration) indicates the current configuration by listing the current hardware, software, databases and program pin inputs detected by the Enhanced GPWC.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when the PRESS TO CONTINUE message is enunciated.
(d) Level 4
Level 4 (fault history) provides a historical record of both internal and external faults detected by the Enhanced GPWC.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when the PRESS TO CONTINUE message is enunciated.
Level 4 (fault history) provides a historical record of both internal and external faults detected by the Enhanced GPWC.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when the PRESS TO CONTINUE message is enunciated.
(e) Level 5
Level 5 (warning history) provides a historical record of the warnings and cautions given by the Enhanced GPWC.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when the PRESS TO CONTINUE message is enunciated.
Level 5 (warning history) provides a historical record of the warnings and cautions given by the Enhanced GPWC.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when the PRESS TO CONTINUE message is enunciated.
(f) Level 6
Level 6 (discrete test) provides annunciation of discrete input transitions to be used for maintenance support.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when the PRESS TO CONTINUE message is enunciated.
Level 6 (discrete test) provides annunciation of discrete input transitions to be used for maintenance support.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when the PRESS TO CONTINUE message is enunciated.
(12) To speed up the navigation of self-test levels and information, two types of cancel sequences are supported. Pressing and holding the PULL UP/GPWS pushbutton switch for less than 2 seconds is considered to be a short cancel. Pressing and holding the PULL UP/GPWS pushbutton switch for more than 2 seconds is considered to be a long cancel.
(13) On the ground only, the Enhanced GPWC provides self-test capability, both in flight and on ground, providing an indication of the ability of the Enhanced GPWC to perform its intended function.
(14) The Enhanced GPWC self-test is initiated by momentarily pressing PULL UP/GPWS pushbutton switches or via the MCDU on the ground.
When activated by pressing the PULL UP/GPWS pushbutton switches, the self-test is enunciated, via the same audio system as the Enhanced GPWS alerts. This self-test can also be accessed via the headphone jack on the front panel of the Enhanced GPWC. The self-test is divided into six different levels to help with Enhanced GPWC testing and troubleshooting.
When activated by pressing the PULL UP/GPWS pushbutton switches, the self-test is enunciated, via the same audio system as the Enhanced GPWS alerts. This self-test can also be accessed via the headphone jack on the front panel of the Enhanced GPWC. The self-test is divided into six different levels to help with Enhanced GPWC testing and troubleshooting.
(a) Level 1
Level 1 (functional testing) provides an overview of the current operational functions selected and provides an indication of their operational status.
Level 1 self-test sequence:
Level 1 (functional testing) provides an overview of the current operational functions selected and provides an indication of their operational status.
Level 1 self-test sequence:
- the FAULT legend of the GPWS/SYS pushbutton switch comes on,
- the FAULT legend of the GPWS/TERR pushbutton switch comes on,
- the GPWS legends of both PULL UP/GPWS pushbutton switches come on,
- the GLIDE SLOPE audio phase is broadcast,
- the GPWS legends of both PULL UP/GPWS pushbutton switches go off,
- the PULL UP legends of both PULL UP/GPWS pushbutton switches come on,
- the PULL UP audio phase is broadcast,
- the TERRAIN AHEAD PULL UP audio phase is broadcast,
- the PULL UP legends of both PULL UP/GPWS pushbutton switches go off,
- the ON legends of both TERR ON ND pushbutton switches come on,
- the terrain self-test pattern is displayed on both NDs,
* The uppers area is colored in cyan if peaks option is activated, black otherwise.
- Additional sequence when long self-test initiated:
RUNWAY AWARENESS OK - METERS SINK RATE PULL UP TERRAIN PULL UP DON'T SINK DON'T SINK TOO LOW TERRAIN TOO LOW GEAR TOO LOW FLAPS TOO LOW TERRAIN GLIDE SLOPE TOO LOW TERRAIN TERRAIN AHEAD TERRAIN AHEAD TERRAIN AHEAD PULL UP OBSTACLE AHEAD OBSTACLE AHEAD OBSTACLE AHEAD PULL UP - the terrain self-test pattern disappears.
- the ON legends of both TERR ON ND pushbutton switches and the images displayed on both NDs revert to the configuration selected before the test.
- the FAULT legend of the GPWS/SYS pushbutton switch goes off.
- the FAULT legend of the GPWS/TERR pushbutton switch goes off.
If the aircraft is fitted with EIS2 and if the Peaks display option is selected, then the Peaks elevations are provided to the displays as follows:
XXX (amber)
XXX (amber)
for 5 seconds and then:
290 (Red) High altitude
-13 (Green) Low altitude
(b) Level 2
Level 2 (current faults) provides a listing of the internal and external faults currently detected by the Enhanced GPWC.
Level 2 self-test is initiated by pressing the PULL UP/GPWS pushbutton switch within 3 seconds after the end of level 1 self-test.
Level 2 (current faults) provides a listing of the internal and external faults currently detected by the Enhanced GPWC.
Level 2 self-test is initiated by pressing the PULL UP/GPWS pushbutton switch within 3 seconds after the end of level 1 self-test.
(c) Level 3
A level 3 self-test is initiated by pressing the PULL UP/GPWS pushbutton within 3 seconds after the end of level 2 self-test.
The following information is announced during level 3 self-test sequence:
A level 3 self-test is initiated by pressing the PULL UP/GPWS pushbutton within 3 seconds after the end of level 2 self-test.
The following information is announced during level 3 self-test sequence:
- Part Number
- Mod status
- Serial Number
- Application software version
- Terrain database version
- Envelope modulation database version
- Boot code version
- RAAS RCD part number
- List of the options (at the end of this list: "Runway Awareness enabled" is announced).
(d) Level 4
Level 4 (fault history) provides a historical record of both internal and external faults detected by the Enhanced GPWC.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when the PRESS TO CONTINUE message is enunciated.
Level 4 (fault history) provides a historical record of both internal and external faults detected by the Enhanced GPWC.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when the PRESS TO CONTINUE message is enunciated.
(e) Level 5
Level 5 (warning history) provides a historical record of the warnings and cautions given by the Enhanced GPWC.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when the PRESS TO CONTINUE message is enunciated.
Level 5 (warning history) provides a historical record of the warnings and cautions given by the Enhanced GPWC.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when the PRESS TO CONTINUE message is enunciated.
(f) Level 6
Level 6 (discrete test) provides annunciation of discrete input transitions to be used for maintenance support.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when the PRESS TO CONTINUE message is enunciated.
Level 6 (discrete test) provides annunciation of discrete input transitions to be used for maintenance support.
This level is initiated by pressing the PULL UP/GPWS pushbutton switch when the PRESS TO CONTINUE message is enunciated.
(15) To speed up the navigation of self-test levels and information, two types of cancel sequences are supported. Pressing and holding the PULL UP/GPWS pushbutton switch for less than 2 seconds is considered to be a short cancel. Pressing and holding the PULL UP/GPWS pushbutton switch for more than 2 seconds is considered to be a long cancel.
B. CFDS Interface
(1) Interactive function
To gain access to the BITE, it is necessary to use one MCDU (Ref. AMM D/O 22-82-00-00).
All information displayed on the MCDU during the BITE TEST configuration can be printed by the printer (Ref. AMM D/O 31-35-00-00).
To gain access to the BITE, it is necessary to use one MCDU (Ref. AMM D/O 22-82-00-00).
All information displayed on the MCDU during the BITE TEST configuration can be printed by the printer (Ref. AMM D/O 31-35-00-00).
(2) BITE description
The BITE facilitates maintenance on in-service aircraft. It detects and identifies faults related to the Enhanced GPWS. The BITE of the Enhanced GPWC is connected to the CFDIU.
The BITE:
The BITE facilitates maintenance on in-service aircraft. It detects and identifies faults related to the Enhanced GPWS. The BITE of the Enhanced GPWC is connected to the CFDIU.
The BITE:
- continuously transmits Enhanced GPWS status and its identification message to the CFDIU,
- memorizes the faults which occurred during the last 63 flight segments,
- monitors data inputs from the various peripherals (FMGC, RA transceiver, ILS receiver, ADIRU, SFCC, LGCIU, ECAM control panel and CFDIU),
- transmits to the CFDIU the result of the tests performed,
- can communicate with the CFDIU through the menus.
- Normal mode
- Interactive mode.
(a) Normal mode
During normal mode, the BITE monitors cyclically the status of the Enhanced GPWS. It transmits its information to the CFDIU during the given flight.
In case of fault detection, the BITE stores the information in the fault memories.
These items of information are transmitted to the CFDIU every 100 ms by an ARINC 429 message with label 356.
During normal mode, the BITE monitors cyclically the status of the Enhanced GPWS. It transmits its information to the CFDIU during the given flight.
In case of fault detection, the BITE stores the information in the fault memories.
These items of information are transmitted to the CFDIU every 100 ms by an ARINC 429 message with label 356.
(b) Interactive mode
The interactive mode can only be activated on the ground.
This mode enables communication between the CFDIU and the Enhanced GPWC BITE by means of the MCDU.
The Enhanced GPWS menu mode is composed of:
The interactive mode can only be activated on the ground.
This mode enables communication between the CFDIU and the Enhanced GPWC BITE by means of the MCDU.
The Enhanced GPWS menu mode is composed of:
- LAST LEG REPORT Maintenance Test Procedure - Sub-Menu Function ** ON A/C NOT FOR ALL Maintenance Test Procedure - Sub-Menu Function ** ON A/C NOT FOR ALL
- PREVIOUS LEGS REPORT Maintenance Test Procedure - Sub-Menu Function ** ON A/C NOT FOR ALL Maintenance Test Procedure - Sub-Menu Function ** ON A/C NOT FOR ALL
- LRU IDENTIFICATION Maintenance Test Procedure - Sub-Menu Function ** ON A/C NOT FOR ALL Maintenance Test Procedure - Sub-Menu Function ** ON A/C NOT FOR ALL
- GROUND SCANNING
- TROUBLE SHOOTING DATA
- CLASS 3 FAULTS Maintenance Test Procedure - Sub-Menu Function ** ON A/C NOT FOR ALL Maintenance Test Procedure - Sub-Menu Function ** ON A/C NOT FOR ALL
- GROUND REPORT
- CURRENT STATUS
- TEST
(3) Interactive function
To gain access to the BITE, it is necessary to use one MCDU (Ref. AMM D/O 22-82-00-00).
All information displayed on the MCDU during the BITE TEST configuration can be printed by the printer (Ref. AMM D/O 31-35-00-00).
To gain access to the BITE, it is necessary to use one MCDU (Ref. AMM D/O 22-82-00-00).
All information displayed on the MCDU during the BITE TEST configuration can be printed by the printer (Ref. AMM D/O 31-35-00-00).
(4) BITE description
The BITE facilitates maintenance on in-service aircraft. It detects and identifies faults related to the Enhanced GPWS. The BITE of the Enhanced GPWC is connected to the CFDIU.
The BITE:
The BITE facilitates maintenance on in-service aircraft. It detects and identifies faults related to the Enhanced GPWS. The BITE of the Enhanced GPWC is connected to the CFDIU.
The BITE:
- continuously transmits Enhanced GPWS status and its identification message to the CFDIU,
- memorizes the faults which occurred during the last 63 flight segments,
- monitors data inputs from the various peripherals (FMGC, RA transceiver, ILS receiver, ADIRU, SFCC, LGCIU, ECAM control panel, GPS and CFDIU),
- transmits to the CFDIU the result of the tests performed,
- can communicate with the CFDIU through the menus.
- Normal mode
- Interactive mode.
(a) Normal mode
During normal mode, the BITE monitors cyclically the status of the Enhanced GPWS. It transmits its information to the CFDIU during the given flight.
In case of fault detection, the BITE stores the information in the fault memories.
These items of information are transmitted to the CFDIU every 100 ms by an ARINC 429 message with label 356.
During normal mode, the BITE monitors cyclically the status of the Enhanced GPWS. It transmits its information to the CFDIU during the given flight.
In case of fault detection, the BITE stores the information in the fault memories.
These items of information are transmitted to the CFDIU every 100 ms by an ARINC 429 message with label 356.
(b) Interactive mode
The interactive mode can only be activated on the ground.
This mode enables communication between the CFDIU and the Enhanced GPWC BITE by means of the MCDU.
The Enhanced GPWS menu mode is composed of:
The interactive mode can only be activated on the ground.
This mode enables communication between the CFDIU and the Enhanced GPWC BITE by means of the MCDU.
The Enhanced GPWS menu mode is composed of:
- LAST LEG REPORT Maintenance Test Procedure - Sub-Menu Function ** ON A/C NOT FOR ALL Maintenance Test Procedure - Sub-Menu Function ** ON A/C NOT FOR ALL
- PREVIOUS LEGS REPORT Maintenance Test Procedure - Sub-Menu Function ** ON A/C NOT FOR ALL Maintenance Test Procedure - Sub-Menu Function ** ON A/C NOT FOR ALL
- LRU IDENTIFICATION Maintenance Test Procedure - Sub-Menu Function ** ON A/C NOT FOR ALL Maintenance Test Procedure - Sub-Menu Function ** ON A/C NOT FOR ALL
- GROUND SCANNING
- TROUBLE SHOOTING DATA
- CLASS 3 FAULTS Maintenance Test Procedure - Sub-Menu Function ** ON A/C NOT FOR ALL Maintenance Test Procedure - Sub-Menu Function ** ON A/C NOT FOR ALL
- GROUND REPORT
- CURRENT STATUS
- TEST
(5) Failure condition
| ------------------------------------------------------------------------------- |
| ! FAULT ! EXAMPLE ! REASON ! |
| !-----------------------------------------------------------------------------! |
| ! ARINC 429 ! IRS BUS INACTIVE ! No expected input labels received ! |
| ! Bus Fault ! ! for more than 4 s. ! |
| !-----------------------------------------------------------------------------! |
| ! ARINC 429 ! FMGC LATITUDE ! The SSM of the input data indicates! |
| ! Signal Fault ! FAILURE ! Failure/Warning or the input label ! |
| ! ! ! is not meeting the required update ! |
| ! ! ! rate. ! |
| !-----------------------------------------------------------------------------! |
| ! Discrete ! Flaps stuck down ! For at least 60 s: ! |
| ! Input Faults ! ! - FLAPS are in landing configura- ! |
| ! ! ! tion through SFFC1 (GROUND ! |
| ! ! ! signal at GPWC FLAPS discrete ! |
| ! ! ! input) or FLAP MODE pushbutton ! |
| ! ! ! switch is selected OFF and ! |
| ! ! ! - AIRSPEED > 250 Kts and ! |
| ! ! ! - IN AIR and ! |
| ! ! ! - RADIO ALT VALID and ! |
| ! ! ! - AIRSPEED VALID. ! |
| ! !--------------------------------------------------------------! |
| ! ! Flaps stuck up ! For at least 2 s: ! |
| ! ! ! - FLAPS are not in landing configu-! |
| ! ! ! ration and FLAP MODE pushbutton ! |
| ! ! ! switch is in normal position ! |
| ! ! ! (not OFF) and ! |
| ! ! ! - RADIO ALT < = 100 ft. and ! |
| ! ! ! - MODE 4 TOO LOW FLAPS alert is ! |
| ! ! ! on. ! |
| ! !--------------------------------------------------------------! |
| ! ! Gear stuck down ! For at least 60 s: ! |
| ! ! ! - GEAR is down through LGCIU1 and ! |
| ! ! ! - AIRSPEED > 290 Kts and ! |
| ! ! ! - IN AIR and ! |
| ! ! ! - RADIO ALT VALID and ! |
| ! ! ! - AIRSPEED VALID. ! |
| ! !--------------------------------------------------------------! |
| ! ! Gear stuck up ! For at least 2 s: ! |
| ! ! ! - GEAR not down and ! |
| ! ! ! - RADIO ALT < = 100 ft. and ! |
| ! ! ! - MODE 4 TOO LOW GEAR alert is ! |
| ! ! ! on. ! |
| ------------------------------------------------------------------------------- |
(6) Reporting function
(a) Internal failures
| --------------------------------------------------------------------------- |
| ! Reported Internal Failures ! |
| !-------------------------------------------------------------------------! |
| ! MESSAGE ! CLASS ! ATA ! |
| !-------------------------------------------------------------------------! |
| ! GPWC (1WZ) ! 1 ! 34-48-34 ! |
| ! GPWC (1WZ) ! 3 ! 34-48-34 ! |
| ! WRG:PIN PROG/GPWC (1WZ) ! 1 ! 34-48-34 ! |
| ! CAPT/FO GPWS GS PB SW (4WZ/5WZ)/GPWC(1WZ) ! 1 ! 34-48-34 ! |
| ! FO GPWS GS PB SW (5WZ)/GPWC(1WZ) ! 1 ! 34-48-08 ! |
| ! ECP(6WT)/GPWC(1WZ) ! 1 ! 31-61-12 ! |
| ! GPWS SYS PB SW (9WZ)/GPWC (1WZ) ! 1 ! 34-48-08 ! |
| ! GPWS TERR PB SW (31WZ)/GPWC(1WZ) ! 1 ! 34-48-08 ! |
| ! GPWC(1WZ)/FWC1/2(1WW1/2)/WXR1/2(1SQ1/2) ! 1 ! 34-48-34 ! |
| ! CAPT TERR ON ND PB SW (30WZ1)/GPWC (1WZ) ! 1 ! 34-48-08 ! |
| ! FO TERR ON ND PB SW (30WZ2)/GPWC (1WZ) ! 1 ! 34-48-08 ! |
| --------------------------------------------------------------------------- |
(b) External failures
| --------------------------------------------------------------------------- |
| ! Reported External Failures ! |
| !-------------------------------------------------------------------------! |
| ! MESSAGE ! CLASS ! ATA ! |
| !-------------------------------------------------------------------------! |
| ! GPWS FLP MODE PB SW (7WZ)X/SFCC1(21CV)/GPWC(1WZ)! 1 ! 34-48-08 ! |
| ! LGCIU1 (5GA1)/GPWC (1WZ) ! 1 ! 32-31-71 ! |
| ! CFDIU (1TW)/GPWC (1WZ) ! 3 ! 31-32-34 ! |
| ! RA1 (2SA1)/GPWC (1WZ) ! 1 ! 34-42-33 ! |
| ! ADIRU1 (1FP1)/GPWC (1WZ) ! 1 ! 34-12-34 ! |
| ! ADIRU1 (1FP1)/GPWC (1WZ) ! 3 ! 34-12-34 ! |
| ! ILS1 (2RT1)/GPWC (1WZ) ! 1 ! 34-36-31 ! |
| ! ILS1 (2RT1)/GPWC (1WZ) ! 3 ! 34-36-31 ! |
| ! FMGC1 (1CA1)/GPWC (1WZ) ! 1 ! 22-83-34 ! |
| ! FMGC1 (1CA1)/GPWC (1WZ) ! 3 ! 22-83-34 ! |
| ! FCU (3CA) BUS CP-L/GPWC (1WZ) ! 1 ! 22-81-12 ! |
| ! FCU (3CA) BUS CP-R/GPWC (1WZ) ! 1 ! 22-81-12 ! |
| ! WXR1 (1SQ1) BUS HAZARD/GPWC (1WZ) ! 1 ! 34-41-33 ! |
| ! WXR1 (1SQ1)/GPWC (1WZ) ! 1 ! 34-41-33 ! |
| --------------------------------------------------------------------------- |
(7) Reporting function
(a) Internal failures
| --------------------------------------------------------------------------- |
| ! Reported Internal Failures ! |
| !-------------------------------------------------------------------------! |
| ! MESSAGE ! CLASS ! ATA ! |
| !-------------------------------------------------------------------------! |
| ! GPWC (1WZ) ! 1 ! 34-48-34 ! |
| ! GPWC (1WZ) ! 3 ! 34-48-34 ! |
| ! WRG:PIN PROG/GPWC (1WZ) ! 1 ! 34-48-34 ! |
| ! CAPT/FO GPWS GS PB SW (4WZ/5WZ)/GPWC(1WZ) ! 1 ! 34-48-34 ! |
| ! FO GPWS GS PB SW (5WZ)/GPWC(1WZ) ! 1 ! 34-48-08 ! |
| ! ECP(6WT)/GPWC(1WZ) ! 1 ! 31-61-12 ! |
| ! GPWS SYS PB SW (9WZ)/GPWC (1WZ) ! 1 ! 34-48-08 ! |
| ! GPWS TERR PB SW (31WZ)/GPWC(1WZ) ! 1 ! 34-48-08 ! |
| ! GPWC(1WZ)/FWC1/2(1WW1/2)/WXR1/2(1SQ1/2) ! 1 ! 34-48-34 ! |
| ! CAPT TERR ON ND PB SW (30WZ1)/GPWC (1WZ) ! 1 ! 34-48-08 ! |
| ! FO TERR ON ND PB SW (30WZ2)/GPWC (1WZ) ! 1 ! 34-48-08 ! |
| --------------------------------------------------------------------------- |
(b) External failures
| --------------------------------------------------------------------------- |
| ! Reported External Failures ! |
| !-------------------------------------------------------------------------! |
| ! MESSAGE ! CLASS ! ATA ! |
| !-------------------------------------------------------------------------! |
| ! GPWS FLP MODE PB SW (7WZ)X/SFCC1(21CV)/GPWC(1WZ)! 1 ! 34-48-08 ! |
| ! LGCIU1 (5GA1)/GPWC (1WZ) ! 1 ! 32-31-71 ! |
| ! CFDIU (1TW)/GPWC (1WZ) ! 3 ! 31-32-34 ! |
| ! RA1 (2SA1)/GPWC (1WZ) ! 1 ! 34-42-33 ! |
| ! ADIRU1 (1FP1)/GPWC (1WZ) ! 1 ! 34-12-34 ! |
| ! ADIRU1 (1FP1)/GPWC (1WZ) ! 3 ! 34-12-34 ! |
| ! MMR1 (40RT1)/GPWC (1WZ) ! 1 ! 34-36-31 ! |
| ! MMR1 (40RT1)/GPWC (1WZ) ! 3 ! 34-36-31 ! |
| ! FMGC1 (1CA1)/GPWC (1WZ) ! 1 ! 22-83-34 ! |
| ! FMGC1 (1CA1)/GPWC (1WZ) ! 3 ! 22-83-34 ! |
| ! FCU (3CA) BUS CP-L/GPWC (1WZ) ! 1 ! 22-81-12 ! |
| ! FCU (3CA) BUS CP-R/GPWC (1WZ) ! 1 ! 22-81-12 ! |
| ! WXR1 (1SQ1) BUS HAZARD/GPWC (1WZ) ! 1 ! 34-41-33 ! |
| ! WXR1 (1SQ1)/GPWC (1WZ) ! 1 ! 34-41-33 ! |
| --------------------------------------------------------------------------- |
(8) Reporting function
(a) Internal failures
| --------------------------------------------------------------------------- |
| ! Reported Internal Failures ! |
| !-------------------------------------------------------------------------! |
| ! MESSAGE ! CLASS ! ATA ! |
| !-------------------------------------------------------------------------! |
| ! GPWC (1WZ) ! 1 ! 34-48-34 ! |
| ! GPWC (1WZ) ! 3 ! 34-48-34 ! |
| ! WRG:PIN PROG/GPWC (1WZ) ! 1 ! 34-48-34 ! |
| ! CAPT/FO PULL UP/GPWS PB SW (4WZ/5WZ)/GPWC(1WZ) ! 1 ! 34-48-34 ! |
| ! F/O PULL UP/GPWS PB SW (5WZ)/GPWC(1WZ) ! 1 ! 34-48-08 ! |
| ! ECP(6WT)/GPWC(1WZ) ! 1 ! 31-61-12 ! |
| ! GPWS SYS PB SW (9WZ)/GPWC (1WZ) ! 1 ! 34-48-08 ! |
| ! GPWS TERR PB SW (31WZ)/GPWC(1WZ) ! 1 ! 34-48-08 ! |
| ! GPWC(1WZ)/FWC1/2(1WW1/2)/WXR1/2(1SQ1/2) ! 1 ! 34-48-34 ! |
| ! CAPT TERR ON ND PB SW (30WZ1)/GPWC (1WZ) ! 1 ! 34-48-08 ! |
| ! FO TERR ON ND PB SW (30WZ2)/GPWC (1WZ) ! 1 ! 34-48-08 ! |
| --------------------------------------------------------------------------- |
(b) External failures
| --------------------------------------------------------------------------- |
| ! Reported External Failures ! |
| !-------------------------------------------------------------------------! |
| ! MESSAGE ! CLASS ! ATA ! |
| !-------------------------------------------------------------------------! |
| ! GPWS FLP MODE PB SW (7WZ)X/SFCC1(21CV)/GPWC(1WZ)! 1 ! 34-48-08 ! |
| ! LGCIU1 (5GA1)/GPWC (1WZ) ! 1 ! 32-31-71 ! |
| ! CFDIU (1TW)/GPWC (1WZ) ! 3 ! 31-32-34 ! |
| ! RA1 (2SA1)/GPWC (1WZ) ! 1 ! 34-42-33 ! |
| ! ADIRU1 (1FP1)/GPWC (1WZ) ! 1 ! 34-12-34 ! |
| ! ADIRU1 (1FP1)/GPWC (1WZ) ! 3 ! 34-12-34 ! |
| ! MMR1 (40RT1)/GPWC (1WZ) ! 1 ! 34-36-31 ! |
| ! MMR1 (40RT1)/GPWC (1WZ) ! 3 ! 34-36-31 ! |
| ! FMGC1 (1CA1)/GPWC (1WZ) ! 1 ! 22-83-34 ! |
| ! FMGC1 (1CA1)/GPWC (1WZ) ! 3 ! 22-83-34 ! |
| ! FCU (3CA) BUS CP-L/GPWC (1WZ) ! 1 ! 22-81-12 ! |
| ! FCU (3CA) BUS CP-R/GPWC (1WZ) ! 1 ! 22-81-12 ! |
| ! WXR1 (1SQ1) BUS HAZARD/GPWC (1WZ) ! 1 ! 34-41-33 ! |
| ! WXR1 (1SQ1)/GPWC (1WZ) ! 1 ! 34-41-33 ! |
| --------------------------------------------------------------------------- |
(9) Reporting function
(a) Internal failures
| --------------------------------------------------------------------------- |
| ! Reported Internal Failures ! |
| !-------------------------------------------------------------------------! |
| ! MESSAGE ! CLASS ! ATA ! |
| !-------------------------------------------------------------------------! |
| ! GPWC (1WZ) ! 1 ! 34-48-34 ! |
| ! GPWC (1WZ) ! 3 ! 34-48-34 ! |
| ! WRG:PIN PROG/GPWC (1WZ) ! 1 ! 34-48-34 ! |
| ! CAPT/FO PULL UP/GPWS PB SW (4WZ/5WZ)/GPWC(1WZ) ! 1 ! 34-48-34 ! |
| ! F/O PULL UP/GPWS PB SW (5WZ)/GPWC(1WZ) ! 1 ! 34-48-08 ! |
| ! ECP(6WT)/GPWC(1WZ) ! 1 ! 31-61-12 ! |
| ! GPWS SYS PB SW (9WZ)/GPWC (1WZ) ! 1 ! 34-48-08 ! |
| ! GPWS TERR PB SW (31WZ)/GPWC(1WZ) ! 1 ! 34-48-08 ! |
| ! GPWC(1WZ)/FWC1/2(1WW1/2)/WXR1/2(1SQ1/2) ! 1 ! 34-48-34 ! |
| ! CAPT TERR ON ND PB SW (30WZ1)/GPWC (1WZ) ! 1 ! 34-48-08 ! |
| ! FO TERR ON ND PB SW (30WZ2)/GPWC (1WZ) ! 1 ! 34-48-08 ! |
| --------------------------------------------------------------------------- |
(b) External failures
| --------------------------------------------------------------------------- |
| ! Reported External Failures ! |
| !-------------------------------------------------------------------------! |
| ! MESSAGE ! CLASS ! ATA ! |
| !-------------------------------------------------------------------------! |
| ! GPWS FLP MODE PB SW (7WZ)X/SFCC1(21CV)/GPWC(1WZ)! 1 ! 34-48-08 ! |
| ! LGCIU1 (5GA1)/GPWC (1WZ) ! 1 ! 32-31-71 ! |
| ! CFDIU (1TW)/GPWC (1WZ) ! 3 ! 31-32-34 ! |
| ! RA1 (2SA1)/GPWC (1WZ) ! 1 ! 34-42-33 ! |
| ! ADIRU1 (1FP1)/GPWC (1WZ) ! 1 ! 34-12-34 ! |
| ! ADIRU1 (1FP1)/GPWC (1WZ) ! 3 ! 34-12-34 ! |
| ! MMR1 (40RT1)/GPWC (1WZ) ! 1 ! 34-36-31 ! |
| ! MMR1 (40RT1)/GPWC (1WZ) ! 3 ! 34-36-31 ! |
| ! FMGC1 (1CA1)/GPWC (1WZ) ! 1 ! 22-83-34 ! |
| ! FMGC1 (1CA1)/GPWC (1WZ) ! 3 ! 22-83-34 ! |
| ! FCU (3CA) BUS CP-L/GPWC (1WZ) ! 1 ! 22-81-12 ! |
| ! FCU (3CA) BUS CP-R/GPWC (1WZ) ! 1 ! 22-81-12 ! |
| ! WXR1 (1SQ1) BUS HAZARD/GPWC (1WZ) ! 1 ! 34-41-33 ! |
| ! WXR1 (1SQ1)/GPWC (1WZ) ! 1 ! 34-41-33 ! |
| ! WXR2 (1SQ2) BUS HAZARD/GPWC (1WZ) ! 1 ! 34-41-33 ! |
| ! WXR2 (1SQ2)/GPWC (1WZ) ! 1 ! 34-41-33 ! |
| --------------------------------------------------------------------------- |
(10) Reporting function
(a) Internal failures
| --------------------------------------------------------------------------- |
| ! Reported Internal Failures ! |
| !-------------------------------------------------------------------------! |
| ! MESSAGE ! CLASS ! ATA ! |
| !-------------------------------------------------------------------------! |
| ! GPWC (1WZ) ! 1 ! 34-48-34 ! |
| ! GPWC (1WZ) ! 3 ! 34-48-34 ! |
| ! WRG:PIN PROG/GPWC (1WZ) ! 1 ! 34-48-34 ! |
| ! CAPT/FO PULL UP/GPWS PB SW (4WZ/5WZ)/GPWC(1WZ) ! 1 ! 34-48-34 ! |
| ! F/O PULL UP/GPWS PB SW (5WZ)/GPWC(1WZ) ! 1 ! 34-48-08 ! |
| ! ECP(6WT)/GPWC(1WZ) ! 1 ! 31-61-12 ! |
| ! GPWS SYS PB SW (9WZ)/GPWC (1WZ) ! 1 ! 34-48-08 ! |
| ! GPWS TERR PB SW (31WZ)/GPWC(1WZ) ! 1 ! 34-48-08 ! |
| ! GPWC(1WZ)/FWC1/2(1WW1/2)/WXR1/2(1SQ1/2) ! 1 ! 34-48-34 ! |
| ! CAPT TERR ON ND PB SW (30WZ1)/GPWC (1WZ) ! 1 ! 34-48-08 ! |
| ! FO TERR ON ND PB SW (30WZ2)/GPWC (1WZ) ! 1 ! 34-48-08 ! |
| --------------------------------------------------------------------------- |
(b) External failures
| --------------------------------------------------------------------------- |
| ! Reported External Failures ! |
| !-------------------------------------------------------------------------! |
| ! MESSAGE ! CLASS ! ATA ! |
| !-------------------------------------------------------------------------! |
| ! GPWS FLP MODE PB SW (7WZ)X/SFCC1(21CV)/GPWC(1WZ)! 1 ! 34-48-08 ! |
| ! LGCIU1 (5GA1)/GPWC (1WZ) ! 1 ! 32-31-71 ! |
| ! CFDIU (1TW)/GPWC (1WZ) ! 3 ! 31-32-34 ! |
| ! RA1 (2SA1)/GPWC (1WZ) ! 1 ! 34-42-33 ! |
| ! ADIRU1 (1FP1)/GPWC (1WZ) ! 1 ! 34-12-34 ! |
| ! ADIRU1 (1FP1)/GPWC (1WZ) ! 3 ! 34-12-34 ! |
| ! ILS1 (2RT1)/GPWC (1WZ) ! 1 ! 34-36-31 ! |
| ! ILS1 (2RT1)/GPWC (1WZ) ! 3 ! 34-36-31 ! |
| ! FMGC1 (1CA1)/GPWC (1WZ) ! 1 ! 22-83-34 ! |
| ! FMGC1 (1CA1)/GPWC (1WZ) ! 3 ! 22-83-34 ! |
| ! FCU (3CA) BUS CP-L/GPWC (1WZ) ! 1 ! 22-81-12 ! |
| ! FCU (3CA) BUS CP-R/GPWC (1WZ) ! 1 ! 22-81-12 ! |
| ! WXR1 (1SQ1) BUS HAZARD/GPWC (1WZ) ! 1 ! 34-41-33 ! |
| ! WXR1 (1SQ1)/GPWC (1WZ) ! 1 ! 34-41-33 ! |
| --------------------------------------------------------------------------- |
C. BITE Implementation
The BITE capability is implemented primarily in software. Most of the tests run continuously, while the remainder runs only as the result of certain events (e.g. power-up). Failures are indicated by monitor output discretes, the ARINC 429 outputs, the Enhanced GPWC audio output, and on the MCDU (interactive mode).
These failures are saved in the flight history memory if they occurred during flight. Some BITE failures inhibit alerts and warnings. In these cases, the self-test is inhibited.
Internal test processing:
The BITE capability is implemented primarily in software. Most of the tests run continuously, while the remainder runs only as the result of certain events (e.g. power-up). Failures are indicated by monitor output discretes, the ARINC 429 outputs, the Enhanced GPWC audio output, and on the MCDU (interactive mode).
These failures are saved in the flight history memory if they occurred during flight. Some BITE failures inhibit alerts and warnings. In these cases, the self-test is inhibited.
Internal test processing:
| ------------------------------------------------------------------------------ |
| ! TEST ! TESTED INTERNAL COMPONENTS ! DURATION ! ACTIVATION ! |
| ! DESIGNATION ! ! ! CONDITIONS ! |
| !----------------------------------------------------------------------------! |
| ! MCDU system ! - CPU ! 30 s ! Relevant MCDU ! |
| ! test ! - RAM ! ! menu line key ! |
| ! ! - EPROM ! ! selection ! |
| ! ! - Wait state ! ! ! |
| ! ! - Non Envelope modulation NVM ! ! ! |
| ! ! - Watchdog timer ! ! ! |
| ! ! - A/D converter ! ! ! |
| ! ! - Voice generator ! ! ! |
| ! ! - ARINC 429 transmitter ! ! ! |
| ! ! - Software configuration data ! ! ! |
| ! ! base monitor ! ! ! |
| ! ! - ARINC 429 parity ! ! ! |
| ! ! - Software operating system ! ! ! |
| ! ! monitor ! ! ! |
| ! ! - Software watchdog monitor ! ! ! |
| ! ! - Envelope modulation NVM ! ! ! |
| ! ! - ARINC 429 receiver ! ! ! |
| !----------------------------------------------------------------------------! |
| ! Cockpit ! Ref. para. 8. A. ! ! Ref. para. 8. A.! |
| ! Self-test ! ! ! ! |
| ------------------------------------------------------------------------------ |
D. Power-up Test Initialization and Cockpit Repercussions
(1) Conditions of power-up test initialization
- How long the computer must be de-energized: 1 s.
- A/C configuration:
- whatever the A/C configuration on ground
(2) Progress of power-up tests
- Duration: 20 s.
- Cockpit repercussions directly linked to power-up test accomplishment (some other repercussions may occur depending on the A/C configuration but these can be disregarded):
- none
(3) Results of power-up tests
(cockpit repercussions, if any, in case of tests pass/tests fail).
(cockpit repercussions, if any, in case of tests pass/tests fail).
- Tests pass:
- none - Tests fail:
- GPWS panel:
FAULT legend of SYS pushbutton switch on and/or
FAULT legend of pushbutton switch on
(depending on the faulty part)
- MASTER CAUT light on and single chime
- ECAM warning:
NAV GPWS FAULT and/or
NAV GPWS TERR FAULT
(depending on the faulty part)
- ECAM STATUS:
GPWS INOP and/or
GPWS TERR INOP
(depending on the faulty part)