W DOC AIRBUS | AMM A320F

GROUND PROXIMITY WARNING SYSTEM (GPWS) - DESCRIPTION AND OPERATION

** 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.
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.
F Enhanced GPWS - Enhanced Ground Proximity Warning System ** ON A/C NOT FOR ALL
Several main alerting functional areas are integrated into the Enhanced GPWC, which is a single Line Replaceable Unit (LRU). Except for the basic GPWS, each function is selected by using a pin.
The functional areas are:
  • the basic Ground Proximity Warning System (GPWS) (Modes 1 to 5)
  • the Terrain Clearance Floor (TCF) function
  • the Terrain Awareness and Display (TAD) function.
    - peaks function,
    - obstacle function
  • the Runway Awareness and Advisory System (RAAS) 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.
B. Enhanced Features
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 current aircraft location, nearest runway center point position and radio altitude. TCF is active during takeoff, cruise and 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 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 data base 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.
F Enhanced GPWS - Terrain Awareness Functions ** ON A/C NOT FOR ALL
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 Terrain Database (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.
(4) 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 GPS position, then geometric altitude is also activated.
(5) Runway Awareness and Advisory System (RAAS) function
In the past decade, taxi incidents, runway incursions, takeoff and landing on wrong a runway have been a significant contributing factor to incidents.
RAAS function provides the flight crew with improved situational awareness of the aircraft position relative to runways during surface operations.
The RAAS concept is based on an aural advisory function which is part of the Enhanced GPWS.
Further to evaluations conducted in laboratory and in flight, three aural advisories have been selected out of the ten options defined in the RAAS Configuration Database (RCD). The three aural advisories are:
  • Approaching runway - On-ground advisory
  • On runway - On-ground advisory
  • Taxiway takeoff - On-ground advisory.
C. Runway Information Output capability
EGPWC includes a runway detection algorithm which purpose is to select the approached runway and to output the associated runway information (runway length, heading and slope, A/C position relative to this selected runway).
These data are used by the Runway Overrun Prevention System (ROPS) A/C function which is a safety enhancement for manual and automatic braking modes at landing that protects against runway overrun risk.
** ON A/C NOT FOR ALL
2. Component Location
F Enhanced GPWS - Component Location 1/2 ** ON A/C NOT FOR ALL
F Enhanced GPWS - Component Location 1/2 ** ON A/C NOT FOR ALL
F Enhanced GPWS - Component Location 2/2 ** ON A/C NOT FOR ALL
FIN FUNCTIONAL
DESIGNATION		 PANEL ZONE ACCESS
DOOR		 ATA REF
** ON A/C NOT FOR ALL
1WZ GPWC 88VU 128 34-48-34
4WZ P/BSW-PULL UP/GPWS 500VU 212 34-48-00
5WZ P/BSW-PULL UP/GPWS 301VU 211 34-48-00
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
** ON A/C NOT FOR ALL
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.
B. Warnings
Warnings are generated by the Enhanced GPWC which is installed on the shelf 88VU, in the aft electronics rack 80VU.
Aural warnings are broadcast from the cockpit loudspeakers.
C. Digital Data Inputs
F Enhanced GPWC - Inputs and Outputs (Buses) ** ON A/C NOT FOR ALL
The Enhanced GPWC receives serial digital data inputs from:
  • radio altimeters transceiver 1 and transceiver 2 (radio altitude),
    * RA2 input is used in order to improve EGPWS robustness to RA misbehavior and to increase reactive modes availability. A RA reasonableness and consistency check between these 2 inputs are implemented
  • 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, destination),
  • Centralized Fault Display Interface Unit (CFDIU) (command word, date, flight number, UTC),
  • Flight Control Units (FCU) 1 and 2 (CAPT and F/O ranges, display mode and baro ref),
  • Weather Radars 1 (hazard bus).
F Enhanced GPWC - Inputs and Outputs (Buses) ** ON A/C NOT FOR ALL
The Enhanced GPWC receives serial digital data inputs from:
  • radio altimeters transceiver 1 and transceiver 2 (radio altitude),
    * RA2 input is used in order to improve EGPWS robustness to RA misbehavior and to increase reactive modes availability. A RA reasonableness and consistency check between these 2 inputs are implemented
  • 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, destination),
  • Centralized Fault Display Interface Unit (CFDIU) (command word, date, flight number, UTC),
  • Flight Control Units (FCU) 1 and 2 (CAPT and F/O ranges, display mode and baro ref),
  • Weather Radars 1 and 2 (hazard busses).
D. Discrete Data Inputs
F Enhanced GPWC - Inputs (Discretes) ** ON A/C NOT FOR ALL
Discrete data inputs are received from the following:
  • 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,
  • 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
F Enhanced GPWC - Outputs ** ON A/C NOT FOR ALL
  • 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 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
    GPWS LEGEND GND/OC FWCs GND = VALID
    -------------------------------------------------------------------------------

F. Monitor Outputs
There are three 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.
  • TERR NOT AVAIL output allows FWC to generate a TERR STBY ECAM memo. This output is triggered when EGPWS 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), Data Management Unit (DMU) 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.
** ON A/C NOT FOR ALL
4. Power Supply
F 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.
!----------------------------------------------------------------------------!
! 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:
  • EQ.SYS.LAB.SDI: output label for which the parameter is available,
  • PARAMETER DEFINITION: parameter name,
    XXX: aligned runway ID
  • 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 |
-------------------------------------------------------------------------------
! 1.042.00 !DECT RWY ! "1" = true ! M ! ! !1000!BNR ! ! !
! !LENGTH + ! "0" = false! ! ! ! ! ! ! !
! !RWY INFO ! ! ! ! ! ! ! ! !
! !VALIDATED ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 11 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 12 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ROP !bit status 1! ! 13 ! ! ! ! ! !
! !INTEGRITY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !DATABASE !bit status 1! ! 14 ! ! ! ! ! !
! !RWY ! ! ! ! ! ! ! ! !
! !VALIDATED ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !DETECTED ! ! ! 15 ! ! ! ! ! !
! !RWY ! ! ! ! ! ! ! ! !
! !LENGTH ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !DETECTED ! ! ! 16 ! ! ! ! ! !
! !RWY ! ! ! ! ! ! ! ! !
! !LENGTH ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !DETECTED ! ! ! 17 ! ! ! ! ! !
! !RWY ! ! ! ! ! ! ! ! !
! !LENGTH ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !DETECTED ! ! ! 18 ! ! ! ! ! !
! !RWY ! ! ! ! ! ! ! ! !
! !LENGTH ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !DETECTED ! ! ! 19 ! ! ! ! ! !
! !RWY ! ! ! ! ! ! ! ! !
! !LENGTH ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !DETECTED ! ! ! 20 ! ! ! ! ! !
! !RWY ! ! ! ! ! ! ! ! !
! !LENGTH ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !DETECTED ! ! ! 21 ! ! ! ! ! !
! !RWY ! ! ! ! ! ! ! ! !
! !LENGTH ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !DETECTED ! ! ! 22 ! ! ! ! ! !
! !RWY ! ! ! ! ! ! ! ! !
! !LENGTH ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !DETECTED ! ! ! 23 ! ! ! ! ! !
! !RWY ! ! ! ! ! ! ! ! !
! !LENGTH ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !DETECTED ! ! ! 24 ! ! ! ! ! !
! !RWY ! ! ! ! ! ! ! ! !
! !LENGTH ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !DETECTED ! ! ! 25 ! ! ! ! ! !
! !RWY ! ! ! ! ! ! ! ! !
! !LENGTH ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !DETECTED ! ! ! 26 ! ! ! ! ! !
! !RWY ! ! ! ! ! ! ! ! !
! !LENGTH ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !DETECTED ! ! ! 27 ! ! ! ! ! !
! !RWY ! ! ! ! ! ! ! ! !
! !LENGTH ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !DETECTED ! ! ! 28 ! ! ! ! ! !
! !RWY ! ! ! ! ! ! ! ! !
! !LENGTH ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.043.00 !DECT RWY ! 0.0439453 !Deg ! ! !1000!BNR ! ! !
! !HEADING ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 11 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 12 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 13 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 14 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 15 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RWY ! ! ! 16 ! ! ! ! ! !
! !HEADING ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RWY ! ! ! 17 ! ! ! ! ! !
! !HEADING ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RWY ! ! ! 18 ! ! ! ! ! !
! !HEADING ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RWY ! ! ! 19 ! ! ! ! ! !
! !HEADING ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RWY ! ! ! 20 ! ! ! ! ! !
! !HEADING ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RWY ! ! ! 21 ! ! ! ! ! !
! !HEADING ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RWY ! ! ! 22 ! ! ! ! ! !
! !HEADING ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RWY ! ! ! 23 ! ! ! ! ! !
! !HEADING ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RWY ! ! ! 24 ! ! ! ! ! !
! !HEADING ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RWY ! ! ! 25 ! ! ! ! ! !
! !HEADING ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RWY ! ! ! 26 ! ! ! ! ! !
! !HEADING ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RWY ! ! ! 27 ! ! ! ! ! !
! !HEADING ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RWY ! ! ! 28 ! ! ! ! ! !
! !HEADING ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 29 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.046.00 !FMS DEST ! 1 !Feet! ! !10 S!BNR ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 11 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 12 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 13 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 14 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 15 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 16 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 17 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 18 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 19 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 20 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 21 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 22 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 23 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 24 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 25 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 26 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 27 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 28 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SIGN ! ! ! 29 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.067.00 !COMPUTED ! 1 !Feet! ! !1000!BNR ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !CONSISTENC! "1" = OK ! ! 09 ! ! ! ! ! !
! !CHECK OK ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !REASON ! "1" = OK ! ! 10 ! ! ! ! ! !
! !ABLENESS ! ! ! ! ! ! ! ! !
! !CHECK OK ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !HIGH ! "1" = HIGH ! ! 11 ! ! ! ! ! !
! !QUALITY ! "0" = LOW ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 12 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 13 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 14 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 15 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 16 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 17 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 18 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 19 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 20 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 21 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 22 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 23 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 24 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 25 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 26 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 27 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 28 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SIGN ! ! ! 29 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.070.00 !A/C LATER ! 1 ! M ! ! !250 !BNR ! ! !
! !DISTANCE Y! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 11 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 12 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 13 ! ! ! ! ! !
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! !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 ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 19 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 20 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TCAS ! ! ! 21 ! ! ! ! ! !
! !INHIBIT ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RAAS ! ! ! 22 ! ! ! ! ! !
! !STATUS ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !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 ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !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 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RAAS !("1"= ! ! 28 ! ! ! ! ! !
! ! !activated) ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ALL AUDIO !("1"= ! ! 29 ! ! ! ! ! !
! !INHIBIT !inhibit) ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.266.00 !EGPWS RAAS! ! ! ! !100 ! ! ! !
! !CALLOUT ! ! ! ! !to ! ! ! !
! !DISCRETES ! ! ! ! !200 ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 11 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 12 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 13 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !APPROACHING ! ! 14 ! ! ! ! ! !
! !RUNWAY ! ! ! ! ! ! ! ! !
! ! XXX ! ! ! ! ! ! ! ! !
! !(on gnd) ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 15 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ON RUNWAY ! ! ! 16 ! ! ! ! ! !
! ! XXX ! ! ! ! ! ! ! ! !
! ! (on gnd) ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 17 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 18 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 19 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ON TAXIWAY! ! ! 20 ! ! ! ! ! !
! !ON TAXIWAY! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 21 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 22 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 23 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 24 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 25 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 26 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 27 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 28 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 29 ! ! ! ! ! !
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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,
    XXX: aligned runway ID
  • 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.
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| PARAMETER LIST PARAMETER CHARACTERISTICS (NUMERIC) |
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|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 |
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! 1.042.00 !DECT RWY ! "1" = true ! M ! ! !1000!BNR ! ! !
! !LENGTH + ! "0" = false! ! ! ! ! ! ! !
! !RWY INFO ! ! ! ! ! ! ! ! !
! !VALIDATED ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 11 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 12 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ROP !bit status 1! ! 13 ! ! ! ! ! !
! !INTEGRITY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !DATABASE !bit status 1! ! 14 ! ! ! ! ! !
! !RWY ! ! ! ! ! ! ! ! !
! !VALIDATED ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !DETECTED ! ! ! 15 ! ! ! ! ! !
! !RWY ! ! ! ! ! ! ! ! !
! !LENGTH ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !DETECTED ! ! ! 16 ! ! ! ! ! !
! !RWY ! ! ! ! ! ! ! ! !
! !LENGTH ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !DETECTED ! ! ! 17 ! ! ! ! ! !
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! !LENGTH ! ! ! ! ! ! ! ! !
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! !DETECTED ! ! ! 18 ! ! ! ! ! !
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! !LENGTH ! ! ! ! ! ! ! ! !
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! !DETECTED ! ! ! 23 ! ! ! ! ! !
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! !DETECTED ! ! ! 24 ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
! !DETECTED ! ! ! 25 ! ! ! ! ! !
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! !DETECTED ! ! ! 27 ! ! ! ! ! !
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! !DETECTED ! ! ! 28 ! ! ! ! ! !
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! !LENGTH ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.043.00 !DECT RWY ! 0.0439453 !Deg ! ! !1000!BNR ! ! !
! !HEADING ! ! ! ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
! !RWY ! ! ! 19 ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
! !RWY ! ! ! 23 ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
! !RWY ! ! ! 27 ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
! !RWY ! ! ! 28 ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 29 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.046.00 !FMS DEST ! 1 !Feet! ! !10 S!BNR ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 11 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 12 ! ! ! ! ! !
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! !NOT USED ! ! ! 13 ! ! ! ! ! !
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! !NOT USED ! ! ! 14 ! ! ! ! ! !
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! !FMS DEST ! ! ! 15 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 16 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 17 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 18 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
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! !FMS DEST ! ! ! 19 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 20 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 21 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
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! !FMS DEST ! ! ! 22 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 23 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 24 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 25 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 26 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 27 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS DEST ! ! ! 28 ! ! ! ! ! !
! !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SIGN ! ! ! 29 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.067.00 !COMPUTED ! 1 !Feet! ! !1000!BNR ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !CONSISTENC! "1" = OK ! ! 09 ! ! ! ! ! !
! !CHECK OK ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !REASON ! "1" = OK ! ! 10 ! ! ! ! ! !
! !ABLENESS ! ! ! ! ! ! ! ! !
! !CHECK OK ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !HIGH ! "1" = HIGH ! ! 11 ! ! ! ! ! !
! !QUALITY ! "0" = LOW ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 12 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 13 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 14 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 15 ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 16 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 17 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 18 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 19 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 20 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 21 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 22 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 23 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 24 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 25 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 26 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 27 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !COMPUTED ! ! ! 28 ! ! ! ! ! !
! !TERR CLEAR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SIGN ! ! ! 29 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.070.00 !A/C LATER ! 1 ! M ! ! !250 !BNR ! ! !
! !DISTANCE Y! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 11 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 12 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 13 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LATER ! ! ! 14 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LATER ! ! ! 15 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LATER ! ! ! 16 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LATER ! ! ! 17 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LATER ! ! ! 18 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LATER ! ! ! 19 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LATER ! ! ! 20 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LATER ! ! ! 21 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LATER ! ! ! 22 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LATER ! ! ! 23 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LATER ! ! ! 24 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LATER ! ! ! 25 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LATER ! ! ! 26 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LATER ! ! ! 27 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LATER ! ! ! 28 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SIGN ! ! ! 29 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.071.00 !A/C LONGI ! 1 ! M ! ! !250 !BNR ! ! !
! !DISTANCE X! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 11 ! ! ! ! ! !
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! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LONGI ! ! ! 15 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LONGI ! ! ! 16 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LONGI ! ! ! 17 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LONGI ! ! ! 18 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LONGI ! ! ! 19 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LONGI ! ! ! 20 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LONGI ! ! ! 21 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LONGI ! ! ! 22 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LONGI ! ! ! 23 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
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! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LONGI ! ! ! 25 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LONGI ! ! ! 26 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LONGI ! ! ! 27 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C LONGI ! ! ! 28 ! ! ! ! ! !
! !DISTANCE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SIGN ! ! ! 29 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.072.00 !A/C HEIGHT! 0.125 !Feet! ! !500 !BNR ! ! !
! !Z ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 11 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C HEIGHT! ! ! 12 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C HEIGHT! ! ! 13 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C HEIGHT! ! ! 14 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C HEIGHT! ! ! 15 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C HEIGHT! ! ! 16 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C HEIGHT! ! ! 17 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C HEIGHT! ! ! 18 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C HEIGHT! ! ! 19 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C HEIGHT! ! ! 20 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C HEIGHT! ! ! 21 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C HEIGHT! ! ! 22 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C HEIGHT! ! ! 23 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C HEIGHT! ! ! 24 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C HEIGHT! ! ! 25 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C HEIGHT! ! ! 26 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C HEIGHT! ! ! 27 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/C HEIGHT! ! ! 28 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SIGN ! ! ! 29 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.073.00 !TAWS x-y !0.000061035 ! NM ! ! !250 !BNR ! ! !
! !COMPUTED ! ! ! ! ! ! ! ! !
! !HFOM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TAWS HFOM ! ! ! 11 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TAWS HFOM ! ! ! 12 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TAWS HFOM ! ! ! 13 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TAWS HFOM ! ! ! 14 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TAWS HFOM ! ! ! 15 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TAWS HFOM ! ! ! 16 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TAWS HFOM ! ! ! 17 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TAWS HFOM ! ! ! 18 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TAWS HFOM ! ! ! 19 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TAWS HFOM ! ! ! 20 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TAWS HFOM ! ! ! 21 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TAWS HFOM ! ! ! 22 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TAWS HFOM ! ! ! 23 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TAWS HFOM ! ! ! 24 ! ! ! ! ! !
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! !TAWS HFOM ! ! ! 26 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TAWS HFOM ! ! ! 27 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TAWS HFOM ! ! ! 28 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 29 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.074.00 !TAWS z !0.125 !Feet! ! !500 !BNR ! ! !
! !COMPUTED ! ! ! ! ! ! ! ! !
! !VFOM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TAWS VFOM ! ! ! 11 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TAWS VFOM ! ! ! 12 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TAWS VFOM ! ! ! 13 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TAWS VFOM ! ! ! 14 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
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! !TAWS VFOM ! ! ! 18 ! ! ! ! ! !
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! !TAWS VFOM ! ! ! 21 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
! !TAWS VFOM ! ! ! 28 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 29 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.075.00 !MEAN RWY ! 0.125 !Feet! ! !500 !BNR ! ! !
! !SLOPE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOT USED ! ! ! 11 ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
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! !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 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RAAS !("1"= ! ! 28 ! ! ! ! ! !
! ! !activated) ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ALL AUDIO !("1"= ! ! 29 ! ! ! ! ! !
! !INHIBIT !inhibit) ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.266.00 !EGPWS RAAS! ! ! ! !100 ! ! ! !
! !CALLOUT ! ! ! ! !to ! ! ! !
! !DISCRETES ! ! ! ! !200 ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 11 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 12 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 13 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !APPROACHING ! ! 14 ! ! ! ! ! !
! !RUNWAY ! ! ! ! ! ! ! ! !
! ! XXX ! ! ! ! ! ! ! ! !
! !(on gnd) ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 15 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ON RUNWAY ! ! ! 16 ! ! ! ! ! !
! ! XXX ! ! ! ! ! ! ! ! !
! ! (on gnd) ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 17 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 18 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 19 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ON TAXIWAY! ! ! 20 ! ! ! ! ! !
! !ON TAXIWAY! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 21 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 22 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 23 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 24 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 25 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 26 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 27 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 28 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! ! NOT USED ! ! ! 29 ! ! ! ! ! !
-------------------------------------------------------------------------------

** ON A/C NOT FOR ALL
6. Component Description
A. Enhanced GPWC FIN: 1-WZ
(1) External description
F Enhanced GPWC ** ON A/C NOT FOR ALL
The Enhanced GPWC is packaged in a 2 MCU form factor enclosure in compliance with the standards in ARINC 600-6 specification.
The computer consist of:
  • A rear panel assembly
  • A front panel assembly
  • A chassis
  • A USB interface
  • A front test 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 the 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).
The pins of the Enhanced GPWC are given 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) RA 2 (A) !
! TOP ! 8D! 429 INPUT 12(B) RA 2 (B) !
! 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 !
! 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
1 The front panel features:
  • identification and modification status labels,
  • an EXTERNAL FAULT LED
  • a COMPUTER STATUS LED
2 A latched door for access to:
  • a SELF-TEST pushbutton switch,
  • a HEADPHONE jack,
  • an USB interface
  • a DATALOAD STATUS LED
  • two RJ45 Ethernet connectors
  • a test connector
    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 of welded aluminum construction. It is made up of a top and bottom panel and two lateral panels. It provides slots for CCA and space for the front and rear panel assemblies.
(d) USB interface
The EGPWC USB interface utilizes a standard Type A connector and is compatible with USB 2.0 and 3.0 mass storage devices. The USB interface supports only FAT32 formatted storage devices (default format provided from manufacturers), with a recommended storage capacity of 2 GB or greater. The EGPWC is not compatible with USB hubs or encrypted drives.
The most common use of this interface is for upload of software and databases. The interface can also be used for download of accumulated history data. The loading operation will closely emulate that of an ARINC 615 data loader. Many safety checks are built-in to prevent errors during the upload process. These include file identification codes, CRCs, date stamps and version compatibility tests. Loaded software and databases are checked for compatibility both during the load process, and after an upload operation has completed.
The DATALOAD STATUS LED is a LED above the USB connector that indicates the status of the USB data load process.
LED Color
Meaning
Yellow
USB data loading in progress
Blue
Media failed
Green
Transfer completed
Red
Transfer failed
Off
USB data loading inactive
White
Idle in data load mode
(e) Front Ethernet Connectors
Two standard RJ45 type Ethernet connectors are provided on the EGPWC front panel. These provide access for a PC test monitor and future portable data loading capabilities.
(f) Front D-Sub Connector
One D-Sub connector is provided for internal supplier test usage only.
(2) External description
F Enhanced GPWC ** ON A/C NOT FOR ALL
The Enhanced GPWC is packaged in a 2 MCU form factor enclosure in compliance with the standards in ARINC 600-6 specification.
The computer consist of:
  • a rear panel assembly
  • a front panel assembly
  • a chassis
  • a USB interface
  • a front test 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 the 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).
The pins of the Enhanced GPWC are given 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) RA 2 (A) !
! TOP ! 8D! 429 INPUT 12(B) RA 2 (B) !
! 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 RAAS !
! 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
1 The front panel features:
  • identification and modification status labels,
  • an EXTERNAL FAULT LED
  • a COMPUTER STATUS LED
2 A latched door for access to:
  • a SELF-TEST pushbutton switch,
  • a HEADPHONE jack,
  • an USB interface
  • a DATALOAD STATUS LED
  • two RJ45 Ethernet connectors
  • a test connector
    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 of welded aluminum construction. It is made up of a top and bottom panel and two lateral panels. It provides slots for CCA and space for the front and rear panel assemblies.
(d) USB interface
The EGPWC USB interface utilizes a standard Type A connector and is compatible with USB 2.0 and 3.0 mass storage devices. The USB interface supports only FAT32 formatted storage devices (default format provided from manufacturers), with a recommended storage capacity of 2 GB or greater. The EGPWC is not compatible with USB hubs or encrypted drives.
The most common use of this interface is for upload of software and databases. The interface can also be used for download of accumulated history data. The loading operation will closely emulate that of an ARINC 615 data loader. Many safety checks are built-in to prevent errors during the upload process. These include file identification codes, CRCs, date stamps and version compatibility tests. Loaded software and databases are checked for compatibility both during the load process, and after an upload operation has completed.
The DATALOAD STATUS LED is a LED above the USB connector that indicates the status of the USB data load process.
LED Color
Meaning
Yellow
USB data loading in progress
Blue
Media failed
Green
Transfer completed
Red
Transfer failed
Off
USB data loading inactive
White
Idle in data load mode
(e) Front Ethernet Connectors
Two standard RJ45 type Ethernet connectors are provided on the EGPWC front panel. These provide access for a PC test monitor and future portable data loading capabilities.
(f) Front D-Sub Connector
One D-Sub connector is provided for internal supplier test usage only.
(3) Internal description
F Enhanced GPWC - Block Diagram ** ON A/C NOT FOR ALL
(a) The hardware consists of three main circuit card assemblies:
  • A Power Supply and Input Output (PSIO) board (A1).
  • A CPU board (A2).
  • A backplane (A3).
B. Pushbutton Switches
F 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.
(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.
(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.
(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.
  • 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.
    F Enhanced GPWS - Messages Displayed on Upper and Lower ECAM DUs ** ON A/C NOT FOR ALL
(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 PULL UP/GPWS pushbutton switches 5WZ and 4WZ
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).
** ON A/C NOT FOR ALL
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)
(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 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.
(3) Inhibitions
F Enhanced GPWS - Messages Displayed on Upper and Lower ECAM DUs ** ON A/C NOT FOR ALL
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.
(4) Faults which prevent normal Enhanced GPWC operation are stored in the BITE memory. They can be read on the MCDU.
B. Detailed Operation - Modes 1 through 5
This section describes the five warning modes of the Enhanced GPWC and describes the operation of each of the modes.
(1) Mode 1 - Excessive rate of descent
F Enhanced GPWS - Excessive Rate of Descent ** ON A/C NOT FOR ALL
(a) 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.
(b) The outer boundary is a straight line which has an equation of:

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.
(c) 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.
(d) 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.
(e) 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.
(f) 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.
(g) Both boundaries can be biased to the right at certain airports through envelope modulation to minimize nuisance warnings.
(2) Mode 2 - Excessive closure rate with terrain
F Enhanced GPWS - Terrain Closure Rate - Mode ** ON A/C NOT FOR ALL
(a) 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.
(b) 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.
(c) 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).

(d) 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.
(e) 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.
(f) 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.
(g) 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).
(h) 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.
(3) Mode 3 - Insufficient climb performance after takeoff
F Enhanced GPWS - Descent After Takeoff ** ON A/C NOT FOR ALL
(a) 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).
(b) 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.
F Enhanced GPWS - Descent After Takeoff ** ON A/C NOT FOR ALL
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.))

(c) 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.
(d) 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.
(e) 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.
(f) 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.
(4) Mode 4 - Unsafe terrain clearance
F Enhanced GPWS - Unsafe Terrain Clearance - Mode ** ON A/C NOT FOR ALL
(a) 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:
  • gear in landing configuration
    OR
  • flaps in landing configuration and gear not in landing configuration.
All Mode 4 alerts are inhibited if flaps and gear are 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.
(b) 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 :
  • 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.
    F Enhanced GPWS - Unsafe Terrain Clearance - Mode ** ON A/C NOT FOR ALL
    (See top fig. (SHEET1))
  • 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.
    F Enhanced GPWS - Unsafe Terrain Clearance - Mode ** ON A/C NOT FOR ALL
    (See bottom fig. (SHEET1))
(c) 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 :
  • 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.
    F Enhanced GPWS - Unsafe Terrain Clearance - Mode ** ON A/C NOT FOR ALL
    (See top fig. (SHEET2))
  • 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.
    F Enhanced GPWS - Unsafe Terrain Clearance - Mode ** ON A/C NOT FOR ALL
    (See middle fig. (SHEET2))
    Otherwise, the upper boundary increases linearly with airspeed to a maximum value of 1000 ft. radio altitude at 250 kts or more.
    F Enhanced GPWS - Unsafe Terrain Clearance - Mode ** ON A/C NOT FOR ALL
    (See bottom fig. (SHEET2))
(d) 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.
(e) 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.
(5) Mode 5 - Descent below glide slope
F Enhanced GPWS - Descent Below Glide Slope ** ON A/C NOT FOR ALL
(a) 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.
(b) Both boundaries allow additional deviation below 150 ft. of radio altitude to allow for normal beam variations near the threshold.
(c) 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:

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.
(d) 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 50 ft.
(e) 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.
(f) The gear-down logic requirement for Mode 5 is deleted at certain airports.
C. Envelope Modulation
(1) 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 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.
(2) 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. 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.
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.
Latitude and longitude data are continuously monitored for the airport locations. Additional data processing for envelope modulation is not required until the aircraft approaches one of the envelope modulation areas. Then the other data inputs are checked for a "normal" approach before any warning envelopes are modulated.
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.
(3) Types of envelope modulation - There are currently four types of envelope modulation required for particular airport approaches.
  • 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.
    F Enhanced GPWS - Excessive Rate of Descent ** ON A/C NOT FOR ALL
  • 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.
    F Enhanced GPWS - Terrain Closure Rate - Mode ** ON A/C NOT FOR ALL
  • lower the maximum upper limit for Mode 4 to allow less minimum terrain clearance before a warning is generated.
    F Enhanced GPWS - Unsafe Terrain Clearance - Mode ** 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.
The actual data for each of the established areas is in tables stored in the Enhanced GPWC non-volatile memory. This data can be for either a "snapshot" area or an envelope modulation area. In fact, these areas can actually overlap since the envelope modulation is not performed until the "snapshot" conditions have been verified. Every "snapshot" has an associated envelope modulation area, but not every envelope modulation area has an associated "snapshot" area. This is because some locations use glide slope instead of the "snapshot" feature as a cross check on corrected altitude data. All of the data extracted for each location is used to form a unique key which establishes the aircraft position, orientation and altitude.
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.
D. Enhanced Features
(1) 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.
F Enhanced GPWS - Terrain Awareness Functions ** ON A/C NOT FOR ALL
F 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 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.
(a) Enhanced GPWS Input processing and signal selection function.
F Enhanced GPWS - Terrain Awareness Functions ** ON A/C NOT FOR ALL
F 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.
1 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).
F Enhanced GPWS - Messages Displayed on Upper and Lower ECAM DUs ** ON A/C NOT FOR ALL
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 bar 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.
2 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.
F Enhanced GPWC - Inputs and Outputs (Buses) ** ON A/C NOT FOR ALL
F 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.
(b) 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.
1 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.
2 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.
3 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.
(c) 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.
1 Terrain Caution and Warning Envelopes
F Enhanced GPWS - Terrain Detection Envelope ** ON A/C NOT FOR ALL
a 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.
b 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.
c 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.
F Enhanced GPWS - Terrain Detection Envelope ** ON A/C NOT FOR ALL
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.
d 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.
e 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.
(d) Terrain / obstacle displays and Alerts
F Enhanced GPWS - Peak Terrain Background Display Legend ** ON A/C NOT FOR ALL
F 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:
-------------------------------------------------------------------------------
! 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 ! !
-------------------------------------------------------------------------------

1 Background display (Option)
F Enhanced GPWS - Peak Terrain Background Display Legend ** 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.
    F Enhanced GPWS - Peak Terrain Background Display Legend ** ON A/C NOT FOR ALL
    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.
F Enhanced GPWS - Terrain Background Display on ND ** ON A/C NOT FOR ALL
2 Terrain and Obstacle caution alert (option)
F Enhanced GPWS - Warning and Caution Display on ND (with EIS2) ** ON A/C NOT FOR ALL
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.
3 Terrain and obstacle warning alert
F Enhanced GPWS - Warning and Caution Display on ND (with EIS2) ** ON A/C NOT FOR ALL
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.
(e) 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.
(f) Obstacle database
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.
(2) 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.
(3) 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.
(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.
(b) Altitude calculation
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.
    F Enhanced GPWS - Additional logic ** ON A/C NOT FOR ALL
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.
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.
  • 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.
(4) 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.
(a) System inputs
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.
(c) Alert Envelope
The TCF alert envelope is a circular band centered over the nearest runway.
F Enhanced GPWS - TCF Alert Envelope ** ON A/C NOT FOR ALL
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.
F Enhances GPWS - TCF Curve Limit ** ON A/C NOT FOR ALL
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).
F Enhanced GPWS - Shape of the Alert Envelope ** ON A/C NOT FOR ALL
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.
(5) Runway Awareness and Advisory System (RAAS) function
The RAAS function provides the flight crew with improved situational awareness of the aircraft position relative to runways during surface operations.
The RAAS concept is based on an aural advisory function which is part of the Enhanced GPWS.
Two messages intend to confirm to the flight crew the current situation (routine advisory generated each flight):
  • When the aircraft is approaching the runway on ground
  • When the aircraft is entering on the runway.
A non-routine "On Taxiway, On Taxiway" advisory is generated as soon as the aircraft exceeds a speed limit out of a runway (assessed as inappropriate speed).
The function uses current Enhanced GPWS resources voice and audio technology and peripherals (GPS, ADIRS-IRS and RA) to generate aural advisories. There is no visual alert. Only maintenance messages are displayed on ground.
(a) Required inputs
The RAAS function uses:
  • The Enhanced GPWS runway database (version 435 or later)
  • Coarse and Fine GPS position (Class 1 GPS sensor only) data. The RAAS function uses either the autonomous GPS architecture (data directly taken from MMR1) or the hybrid GPS architecture (GPS data from MMR1 and MMR2 through the ADIRS1-IRS bus.
  • RA1 radio altitude
  • ADIRS1/Ground Speed
  • ADIRS1/Heading.
NOTE: the current RAAS Configuration Database is not compatible with the Global Positioning System Sensor Unit (GPSSU).
(b) RAAS advisories
The three aural advisories described below are only announced on ground.
1 Routine advisory - Approaching Runway on ground
This advisory provides the flight crew with the awareness of a proximate edge being approached by the aircraft during taxi operations. The aural message consists of the word "Approaching" followed by the runway identifier.
This advisory is generated when the following conditions are met:
F Enhanced GPWS - Approaching Runway On Ground ** ON A/C NOT FOR ALL
  • Aircraft ground speed is less than 40 kts and
  • Aircraft is within a specified distance from the runway (This distance depends on the aircraft ground speed and closure angle with the runway. A higher ground speed results in an earlier advisory).
If more than one runway meets the conditions above, then the "Approaching runways" message is generated.
This message is only broadcast once each time the aircraft approaches a runway.
2 Routine advisory - On Runway on ground
This advisory provides the flight crew with the awareness of which runway the aircraft is lined up with. The "On runway" message followed by the runway identifier is announced each time the aircraft enters a runway.
F Enhanced GPWS - On Runway On Ground ** ON A/C NOT FOR ALL
This advisory is generated when the following conditions are met:
  • Aircraft enters a runway and
  • Aircraft ground speed is less than 40 knots and
  • Aircraft heading is within +/- 20 degrees of the runway heading
This message is only announced once each time the aircraft enters a runway.
3 Non-routine advisory - Taxiway takeoff
This advisory informs the crew of excessive taxi speeds or an inadvertent takeoff on a taxiway.
The "On Taxiway, On Taxiway" message is announced only once when the aircraft ground speed exceeds 40 kts while the aircraft is not on a runway.
F Enhanced GPWS - Taxiway Takeoff ** ON A/C NOT FOR ALL
The advisory is generated when the following conditions are met:
  • Aircraft ground speed exceeds 40 kts and
  • Aircraft is on a surface other than a runway
E. Warning Generation and Inhibition
(1) Audio Output
Alert outputs result in audio voice warning when inputs are invalid or one of the audio suppression discrete is active. The actual output message or the 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.
The aural warnings and their priority rates 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 !
!----------!--------------------------!-------------------!------------!
! ! Terrain Clearance Floor ! TOO LOW TERRAIN ! GPWS !
! ! Too Low Terrain ! ! !
!----------!--------------------------!-------------------!------------!
! * ! 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:
  • The output gives only one message at a time
  • The higher priority messages interrupt the lower priority messages except when interleaving is allowed (refer to the table above)
  • A triggered message is completed even when the warning condition ceases
  • There is a 0.75 second pause between the warning messages.
(2) Alert discrete outputs
The "PULL UP" audio message activates the warning lamp output (the red PULL UP legend comes on).
All other messages activate the alert lamp output (the amber GPWS legends come on).
F Enhanced GPWS - Component Location 1/2 ** ON A/C NOT FOR ALL
(3) Control and indicating
NOTE: Indications on the ECAM DU can be inhibited depending on the flight phases computed by the FWC.
F Enhanced GPWS - Control and Indicating ** ON A/C NOT FOR ALL
(4) Inhibitions
F Enhanced GPWC - Inputs (Discretes) ** ON A/C NOT FOR ALL
(a) All audio inhibitions:
  • The INHIBIT ALL AUDIO discrete input controls the audio outputs. When grounded, all voices are inhibited (not interrupted and all aural messages once started are finished). The visual and display indications are not affected. This input is used to manage the audio priority with other systems (Flight Warning System (FWS), PWS, TCAS).
(b) Inhibitions of modes 1 to 5:
  • The INHIBIT MODES 1 to 5 discrete input controls the audio and visual outputs. When grounded, this input always inhibits the GPWS aural and visual indications except:
    *The terrain-clearance floor alerts and
    *The terrain-awareness caution and warnings.
    This input is wired to the SYS pushbutton switch to manually inhibit GPWS modes 1 to 5.
(c) Terrain-awareness alerting and display function, and Terrain-clearance floor function inhibitions:
  • The TERRAIN AWARENESS INHIBIT discrete input controls the audio, visual and display outputs. When grounded, this input always inhibits the the aural, visual and display indications of the terrain-awareness alerting and display function and of the terrain-clearance floor function. This input is wired to the TERR pushbutton switch to manually inhibit the terrain-awareness alerting and display function and the terrain-clearance floor function.
  • When the automatic deselection is activated, the terrain-awareness alerting and display function and the terrain-clearance floor function 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 illumination of the TERR STBY memo on the upper ECAM DU.
(d) RAAS maintenance messages - on-ground status
F Enhanced GPWS - RAAS - Control and Indicating ** ON A/C NOT FOR ALL
  • RAAS-INOP or RAAS-N/AVBL: this messages is displayed immediately on the ND when the message activation conditions are met. The message goes out of view when the display range changes, although the message stays on for two sweeps following the display range modification.
  • RAAS-OK-M: this message is shown on the terrain display for only two sweeps when the display range changes.
    -------------------------------------------------------------------------------
    ! MAINTENANCE ! DISPLAYED MESSAGE ! NOTES !
    ! FUNCTION ! ! !
    !------------------!-------------------!--------------------------------------!
    ! On-ground status ! RAAS-OK-M (green) ! The RAAS is enabled, has accurate !
    ! ! ! position information, the function !
    ! ! ! operates and the aircraft is in the !
    ! ! ! airport validated in the enhanced !
    ! ! ! GPWS TDB. The distances are given in !
    ! ! ! meters. !
    ! !-------------------!--------------------------------------!
    ! ! RAAS-N/AVBL ! - The RAAS is enabled but the !
    ! ! (amber) ! system has no position information. !
    ! ! ! Or !
    ! ! ! - The accuracy of the position !
    ! ! ! information is insufficient for the !
    ! ! ! the RAAS to operate or. !
    ! ! ! Or !
    ! ! ! - The aircraft is at an airport not !
    ! ! ! validated in the enhanced GPWS TDB. !
    ! !-------------------!--------------------------------------!
    ! ! RAAS-INOP (amber) ! The RAAS is enabled but the function !
    ! ! ! does not operate. !
    !------------------!-------------------!--------------------------------------!

F. 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.
** ON A/C NOT FOR ALL
8. Test
A. Self-Tests
(1) 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.
(2) 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.
(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:
  • 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.
F Enhanced GPWS - Test Pattern ** ON A/C NOT FOR ALL
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:
    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.
(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:
  • 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.
(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.
(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.
(3) 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).
(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:
  • 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.
The BITE can operate in two modes:
  • 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.
(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:
(3) 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. !
-------------------------------------------------------------------------------

(4) 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 !
! RA1 (2SA1)/GPWC (1WZ) ! 3 ! 34-42-33 !
! RA2 (2SA2)/GPWC (1WZ) ! 1 ! 34-42-33 !
! RA2 (2SA2)/GPWC (1WZ) ! 3 ! 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) ! 3 ! 22-83-34 !
! FCU (3CA) BUS CP-L/GPWC (1WZ) ! 1 ! 22-81-12 !
! FCU (3CA) BUS CP-L/GPWC (1WZ) ! 3 ! 22-81-12 !
! FCU (3CA) BUS CP-R/GPWC (1WZ) ! 3 ! 22-81-12 !
! WXR1 (1SQ1) BUS HAZARD/GPWC (1WZ) ! 1 ! 34-41-33 !
! WXR1 (1SQ1)/GPWC (1WZ) ! 1 ! 34-41-33 !
---------------------------------------------------------------------------

(5) 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)/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 !
! RA1 (2SA1)/GPWC (1WZ) ! 3 ! 34-42-33 !
! RA2 (2SA2)/GPWC (1WZ) ! 1 ! 34-42-33 !
! RA2 (2SA2)/GPWC (1WZ) ! 3 ! 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 !
---------------------------------------------------------------------------

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:
------------------------------------------------------------------------------
! 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).
  • 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)
[Rev.10 from 2021] 2026.04.02 06:23:28 UTC
"WTRUIB" 2025