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Training Manual A 319/320/321 ATA 34 Navigation Radio Navigation
Level 3
Book No:
A320 34-36 L3
Lufthansa Technical Training GmbH Lufthansa Base
Issue: August 2001 For Training Purposes Only Lufthansa 1995
For training purpose and internal use only. Copyright by Lufthansa Technical Training GmbH. All rights reserved. No parts of this training manual may be sold or reproduced in any form without permission of:
Lufthansa Technical Training GmbH Lufthansa Base Frankfurt D-60546 Frankfurt/Main Tel. +49 69 / 696 41 78 Fax +49 69 / 696 63 84 Lufthansa Base Hamburg Weg beim Jäger 193 D-22335 Hamburg Tel. +49 40 / 5070 24 13 Fax +49 40 / 5070 47 46
ATA 34
A319/320/321
NAVIGATION Radio Navigation
For Training Purposes Only
Lufthansa Technical Training
NAVIGATION
FRA US/E MK
11.7.96
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Lufthansa Technical Training For Training Purposes Only
NAVIGATION INSTRUMENT LANDING SYSTEM (ILS)
A319/320/321 34-36
34-36
ILS-SYSTEM
DESCRIPTION General The Instrument Landing system allows the aircraft to follow an optimum descent axis in order to perform safe landing with poor visibility conditions. The A320 uses two independent ILS systems. The localizer operates in a frequency band which ranges from 108 MHz to 111.95 MHz. The glide operates in a frequency band which ranges from 328.6 MHz to 335.4 MHz. Tuning S Auto Tuning In normal operation the ILS receiver 1 (2) is automatically tuned by the onside FMGC 1 (2) through the associated RMP 1 (2). In this case, the RMP is only used to transmit the frequency and course information from the FMGCs to the frequency input port A of the receiver. S Manual Tuning Frequency and course data can by manually entered on the RAD/NAV page of the MCDUs. The FMGCs sent this information to the receivers in the same way like the auto-tuning mode. S FM Switching If a FMGC fails, a discrete is sent to the receiver (via the RMP) to activate the frequency input port B. This port receives information direct from the opposite FMGC. In this case, one FMGC tunes both ILS receivers. S NAV Back Up Tuning If both FMGC fail, each ILS receiver must be tuned directly from the onside RMP. To do so, press the NAV and the ILS pushbuttons on both RMPs. The RMP now uses manually entered data and not the data coming from the FMGC. A discrete selects the frequency input port A, which is directly supplied from the associated RMP. A second discrete inhibits the data display on the RAD/NAV Page of the MCDUs to indicate that no FMGC tuning is possible. To avoid different ILS data on the two receivers, the ILS data is exchanged between the RMPs if both RMP are in NAV back up mode.
FRA US/E MK
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Antenna The GlideSlope (G/S) and Localizer (LOC) antennas are common to both receivers. Each antenna has two independent connectors, used to feed the two ILS receivers. Inputs The ILS TUNE/TEST INHIBIT discrete from the associated FMGC is used to lock the last used frequency and to inhibit the test of the receiver during approach phase below 700 ft. Each LGCIU sends discrete signals to the ILS receiver for internal BITE purposes. Indication All DMCs receive ILS data from both receivers such as LOC/GS deviation, ILS frequency, course (Runway Heading) and ILS identifier. ILS 1 data is shown on Capts PFD and F/Os ND, ILS 2 data on F/Os PFD and Capts ND. Audio The ILS audio signal is processed by the receiver and sent to the AMU and can be heard by the crew on headphones or cockpit loudspeaker. Users The FWCs receive ILS data in order to create ILS warnings on the ECAM in case of ILS failure and to create the ILS deviation warning. The GPWC uses die GS deviation of ILS 1 to create the Below GS-Warning (Mode 5). The FMGCs get ILS data for navigation purpose during various flight phases. The CFDIU is used to communicate with the internal BITE functions of the ILS receivers (tests only available on ground). Warnings and Flags A faulty ILS system results in the following cockpit effects: S Flags on PFD and ND S Master Caution Lights on the glareshield S Aural Warning (Single Chime) S NAV ILS 1 (2,1+2) FAULT on the upper ECAM display.
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A319/320/321 34-36
ILS 1 DATA
ILS 2 DATA
ILS 1 DATA
ILS 2 DATA
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Lufthansa Technical Training
NAVIGATION INSTRUMENT LANDING SYSTEM (ILS)
Figure 1 FRA US/E MK
20.12.95
ILS System Schematic Page: 3
A319/320/321 34-36
INDICATION Normal Indication on PFD If the ILS pushbutton is pressed and a ILS frequency is sent to the receiver (flight plane insertion on auto tuning, MCDU or RMP insertion on manual tuning), the white ILS deviation scales appear. The magenta deviation indexes appear, when the Localizer or Glide Slope signals are valid. When the deviation is out of range, the index is against one stop and only its outer half remains in view. The scale and the index flash, when the deviation is excessive (ILS deviation warning). The magenta course cursor or dagger shows the ILS course against the heading scale. When the course is out of range, the numeric value is shown on the left or right corner of the heading scale. The magenta ILS Information shows: S ILS identifier, if decoded by the ILS receiver. S ILS frequency S ILS DME distance, if there is a ILS/DME.
Flags or NCD Indication on PFD If the ILS pushbutton is pressed and the ILS receiver fails (LOC or GS) a red ILS message is displayed instead of ILS information in the left bottom corner. Frequency and identifier disappear. With LOC failure, a red LOC flag (flashing 9s, then steady) comes into view in the middle of the LOC scale and the LOC deviation bar goes out of view. With LOC data not available (NCD), the LOC deviation index goes out of view. With G/S failure, a red G/S flag (flashing 9s, then steady) comes into view in the middle of the G/S scale and the G/S deviation bar goes out of view. With G/S data not available (NCD), the G/S deviation index goes out of view. If course input is not available (fail or NCD), the course cursor disappears. The last use frequency will be locked, if the frequency information becomes NCD or fail.
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Lufthansa Technical Training
NAVIGATION INSTRUMENT LANDING SYSTEM (ILS)
FRA US/E Mk
20.12.95
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Lufthansa Technical Training
NAVIGATION INSTRUMENT LANDING SYSTEM (ILS)
A319/320/321 34-36
G/S Scale G/S Dev. Index
G/S Flag
LOC Scale
For Training Purposes Only
LOC Dev. Index
ILS Characteristics
Runway Heading
ILS Flag
Figure 2 FRA US/E Mk
20.12.95
LOC Flag
ILS Indication on PFD Page: 5
A319/320/321 34-36
Normal Indication on ND S ND in Rose ILS Mode The white ILS deviation scales appear. The magenta course cursor or dagger shows the ILS course (runway heading) against the heading scale. The magenta LOC deviation bar appears, when the Localizer signal is valid. It moves perpendicular to the course cursor. When the deviation is out of range, the bar moves against one stop. The scale and the bar flash, when the deviation is excessive (ILS deviation warning). The magenta G/S deviation index appear, when the glide slope signal is valid. When the deviation is out of range, the index moves against one stop and only its outer half remains in view.. The scale and the index flash, when the deviation is excessive (ILS deviation warning). The magenta ILS information shows: - ILS system and frequency - ILS course - ILS identifier, if decoded by the ILS receiver. S ND in Rose NAV or ARC Mode If the ILS pushbutton on the EFIS control panel is pressed, the magenta course cursor or dagger shows the ILS course (runway heading) against the heading scale.
Flags and NCD Indication on ND If the ILS receiver faILS (LOC or GS) a red ILS message is displayed instead of ILS Information in the right top corner. Frequency and identifier disappear. With LOC failure, a red LOC flag (flashing 9s, then steady) comes into view in the middle of the LOC scale and the LOC deviation bar goes out of view. With LOC data not available (NCD), the LOC deviation bar goes out of view. With G/S failure, a red G/S flag (flashing 9s, then steady) comes into view in the middle of the G/S scale and the G/S deviation bar goes out of view. With G/S data not available (NCD), the G/S deviation index goes out of view. If the course input fails, a vertical red dagger and a red course flags (CRS XXX) is shown. If the course information is NCD, a course of 0_is displayed and the LOC deviation bar goes out of view. The last use frequency will be locked, if the frequency information becomes NCD or fail.
For Training Purposes Only
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NAVIGATION INSTRUMENT LANDING SYSTEM (ILS)
FRA US/E Mk
20.12.95
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Lufthansa Technical Training
NAVIGATION INSTRUMENT LANDING SYSTEM (ILS)
A319/320/321 34-36
ILS Information
Dagger
ILS Flag
LOC Flag
G/S Scale and Dev.-Index
Course Flag
G/S Flag
For Training Purposes Only
LOC Scale and Dev.-Bar
Dagger
Figure 3 FRA US/E Mk
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ILS Indication on ND Page: 7
Lufthansa Technical Training For Training Purposes Only
NAVIGATION INSTRUMENT LANDING SYSTEM (ILS)
A319/320/321 34-36
MANUAL TUNING OF ILS, VOR/DME, ADF MCDU-T uning A frequency selection is done at the RAD/NAV page via the Alpha-Numeric Keys on the MCDU. To clear a selection, press the CLEAR key (CLR is written in the scratchpad) and press the LSK associated to the system data you want to clear. S ILS-TUNING On the RAD/NAV page it is possible to enter a ILS identifier or a frequency and a course. The course will be automatically cleared, if a new ILS station is entered. - After insertion of a new identifier, the FMGEC uses the NAV DATA BASE to search for the new frequency and sent it to the receiver. If the identifier is not in DATA BASE, the NEW NAV AID page is shown. - After insertion of a new frequency, the FMGEC uses the NAV DATA BASE to search for the new identifier to display the data on the MCDU screen. If the identifier is not in DATA BASE, the message NOT IN DATA BASE is shown in the scratchpad and the identifier field is empty. If a flight plan is entered, the system compares this frequency : - on preflight: with the ILS frequency of the Origin-Airport - after preflight: with the ILS frequency of the Destination-Airport If there is no difference, the identifier and the frequency are displayed in cyan (identifier in small fonts, frequency in large fonts). If there is a difference and the frequency is found in the DATA BASE, the frequency is displayed in cyan and the message RWY/ILS MISMATCH is shown in the scratchpad. S VOR-TUNING On the RAD/NAV page it is possible to enter a Station identifier or a frequency and a course. The course will be automatically cleared, if a new station is entered.
FRA US/E MK
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S ADF-TUNING same as VOR-Tuning. After selection of a new ADF frequency, in the lower left or right corner (LSK 6L or 6R ) a ADF 1 or 2 BFO prompt appears. Press the LSK to activate this function. To cancel this function, enter a new frequency or use the CLEAR function key on the MCDU. Manual tuned station will be displayed: S on MCDU screen in large fonts S on PFD with mode of tuning field shows M. RMP Tuning (Radio Navigation Back Up Mode) The RMPs can be used to tune the radio navigation systems: - RMP 1 for VOR 1, DME 1, ILS 1 and ADF 1 - RMP 2 for VOR 2, DME 2, ILS 2 and ADF 2 To do so, the guarded NAV pushbutton must be pressed to switch the RMP in the radio navigation back up mode (green NAV LED on). All navigation systems associated to that RMP now uses the last stored RMP NAV frequencies. After selection of the NAV system via the pushbuttons, a new frequency and a new course can be entered by using rotary knob and the transfer switch. If both RMPs are in navigation back up mode, the ILS frequency and course are exchanged between both RMPs to avoid different ILS settings to the ILS receivers.
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For Training Purposes Only
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NAVIGATION INSTRUMENT LANDING SYSTEM (ILS)
Figure 4 FRA US/E MK
6.12.95
ILS-, VOR/DME-, ADF- Manuell Tuning by MCDU, RMP Page: 9
Lufthansa Technical Training
NAVIGATION INSTRUMENT LANDING SYSTEM (ILS)
A319/320/321 34-36 FAULT ISOLATION AND BITE
ECAM WARNING In case of ILS 1 (2) failure, the ILS waring message ”NAV ILS 1 (2) FAULT” is shown on the upper ECAM display, the MASTER CAUTION comes on and the single chime sounds.
The different BITE menu selections are: S LAST LEG REPORT S PREVIOUS LEGS REPORT S LRU IDENTIFICATION S TEST
For Training Purposes Only
Faults detected by the System and transfered to the CFDS causes the following messages displayed on the MCDU during BITE. ILS 1(2) : S NO DATA FROM CONTROL SOURCE There is no correct frequency data input on the active input port of the ILS receiver. S RECEIVER The ILS receiver is faulty. S NO DATA FROM CFDIU No connection to the CFDS.
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NAVIGATION INSTRUMENT LANDING SYSTEM (ILS)
A319/320/321 34-36
Capt PFD
Capt ND
ECAM
F/O ND
F/O PFD
Warning
EFIS System LOC Antenna
other Systems FMGC 1,2 FWC 1,2 GPWS
ILS 1
For Training Purposes Only
AMU (Audio)
ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ
GS Antenna
ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ILS 2
CFDS
RMP 1
other Systems FMGC 1,2 FWC 1,2 AMU (Audio)
RMP 2
FMGC 1
FMGC 2
ÂÂÂ ÂÂÂ
CFDS monitored
Figure 5 FRA US/E MK
6.12.95
ILS BITE Schematic Page: 11
Lufthansa Technical Training For Training Purposes Only
NAVIGATION INSTRUMENT LANDING SYSTEM (ILS)
A319/320/321 34-36
1
1
Figure 6 FRA US/E MK
6.12.95
ILS CFDS BITE Menu Page: 12
A319/320/321 34-36
For Training Purposes Only
Lufthansa Technical Training
NAVIGATION INSTRUMENT LANDING SYSTEM (ILS)
Figure 7 FRA US/E MK
6.12.95
ILS CDFS BITE Test Page: 13
A319/320/321 34-36
BITE TEST INDICATION
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Lufthansa Technical Training
NAVIGATION INSTRUMENT LANDING SYSTEM (ILS)
FRA US/E MK
6.12.95
Page: 14
Lufthansa Technical Training
GS scale
NAVIGATIONand index INSTRUMENT LANDING SYSTEM (ILS)
A319/320/321 34-36
1
GS scale and index (white and magenta)
2 LOC scale and index (white and magenta) 3
ILS data (magenta)
4
LOC flag (red)
5
G/S flag (red)
6
ILS flag (red)
1 5
6
4
3
2
6
3
For Training Purposes Only
1 4
5
2
EFIS mode selector ILS pushbutton
Figure 8 FRA US/E MK
6.12.95
ILS BITE Indication on PFD and ND Page: 15
A319/320/321 34-36
ACTIVATION OF THE FRONT PANEL TEST The front panel test can be activated by pushing the TEST pushbutton switch on the face of the receiver, if the test inhibit discrete is not active. During the first 3 seconds, all LEDs on the face of the receiver are on. During the next 3 seconds, all LEDs go off. During the last 6 seconds (or until the TEST pushbutton switch is released) the green ILS LED is on (except if a fault has been detected during the test). The name, color and function of the three LEDs are as follows: S ILS (red) indicates that an internal fault is detected S ILS (green) indicates that no internal fault is detected S DATA IN (red) indicates that no control input is available (frequency). However, FMGC sends a discrete to inhibit this test during approach phase below 700 feet.
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NAVIGATION INSTRUMENT LANDING SYSTEM (ILS)
FRA US/E MK
6.12.95
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NAVIGATION INSTRUMENT LANDING SYSTEM (ILS)
A319/320/321 34-36
ILS
green red
DATA IN
red
For Training Purposes Only
TEST
ILS RECEIVER
Figure 9 FRA US/E MK
6.12.95
ILS Front Panel Test Page: 17
Lufthansa Technical Training
NAVIGATION INSTRUMENT LANDING SYSTEM (ILS)
A319/320/321 34-36
LOCATION
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lLS Receiver
GLIDE/SLOPE ANTENNA
LOCALIZER ANTENNA
Figure 10 FRA US/E MK 6.12.95
ILS Location Receiver and Antenna Seite: Page: 18
A319/320/321 34-36
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NAVIGATION INSTRUMENT LANDING SYSTEM (ILS)
Figure 11 FRA US/E MK 6.12.95
ILS Location Control and Indication Seite: Page: 19
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NAVIGATION MULTI MODE RECEIVER (MMR)
A319/320/321 34-36
34-36
ILS (MULTI MODE RECEIVER)
DESCRIPTION General The primary function of the Multi-Mode Receiver (MMR) is to receive and process Instrument Landing System (ILS) and Global Positioning System (GPS) signals. The A/C comprises two independent MMRs, linked to: S a common glide/slope antenna S a GPS active antenna, linked to MMR1 S a GPS active antenna, linked to MMR2. The MMR is a navigation sensor with two internal receivers: S ILS Receiver The function of the ILS is to provide the crew and airborne system users with lateral (LOC) and vertical (G/S) deviation signals, with respect to the approach ILS radio beam transmitted by a ground station. The localizer operates in a frequency band which ranges from 108.1 MHz to 111.95 MHz and the glide uses the band from 329.15 MHz to 335 MHz. S GPS Receiver The GPS is a radio aid to worldwide navigation which provides: - the crew with a readout of accurate navigation information, e.g. position, track and speed. - the Flight Management and Guidance Computer (FMGC) with position information, after hybridization in the Air Data/Inertial Reference Unit (ADIRU) with inertial parameters, for accurate position fixing. ILS Operation The equipment given below can control the ILS operation: S the Multipurpose Control and Display Units (MCDU) and the Flight Management and Guidance Computers (FMGC) for frequency/ course selection in normal operating mode. S the Radio Management Panels (RMPs) for frequency/course selection in back-up mode.
FRA US/T WB
01.08.2000
The ILS data are shown on the EFIS displays: S the CAPT PFD and F/O ND show the deviations from the ILS1. S the F/O PFD and CAPT ND show the deviations from the ILS2. The Morse-coded audio identification signals are sent to the Audio Management Unit (AMU). GPS Operation In normal operation, the GPS 1 data are used by the ADIRUs 1 and 3; the GPS 2 data by the ADIRU 2. NOTE:
IN ORDER TO REDUCE GPS INITIALIZATION TIME, THE GPS 1(2) RECEIVES DATA FROM THE ADIRU 1(2). The IR portion of the ADIRU 1(2) provides the FMGC 1(2) with: S pure IR data S pure GPS data (in this case the ADIRU operates as a relay) The pure GPS data are used for display on the MCDU 1 and 2. S hybrid GPIR data. The hybrid GPIR 1(2) data are used by the FMGC 1(2) for position fixing purposes. In case of one GPS failure, the three ADIRUs automatically select the only operative GPS to compute hybrid GPIR data. In case of ADIRU 1 failure, the FMGC 1 uses ADIRU 3 / GPS 1 data. In case of ADIRU 2 failure, the FMGC 2 uses ADIRU 3 / GPS 2 data. NOTE:
THE PRIMARY SOURCE OF THE ADIRU 3 BEING THE GPS 1, IT IS NECESSARY TO SELECT THE SECONDARY INPUT PORT OF THE ADIRU 3 (GPS 2) BY MEANS OF THE ATT HDG SELECTOR SWITCH TO PRESERVE SIDE 1 / SIDE 2 SEGREGATION (GPS 1 / ADIRU 1 / FMGC 1 AND GPS 2 / ADIRU 3 / FMGC 2 ARCHITECTURE). In case of failure of two ADIRUs, the two FMGCs use only the operative ADIRU. This ADIRU receives data from its own side GPS (e.g. ADIRU 1 - GPS 1).
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NAVIGATION MULTI MODE RECEIVER (MMR)
Figure 12 FRA US/T WB
01.08.2000
MMR Data Acquisition Page: 21
A319/320/321 34-36
Maintenance Operation The MMR system provides the Centralized Fault Display Interface Unit (CFDIU) with an interface for onboard testing and fault reporting purposes. The MCDUs show the maintenance data. Power Supply Each system is energized through 115VAC busbars as follows: S 401XP for system 1 S 204XP for system 2. The system is supplied through these circuit breakers: 49VU COM NAV/MMR/1 121VU COM NAV/MMR/2
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NAVIGATION MULTI MODE RECEIVER (MMR)
FRA US/T WB
01.08.2000
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NAVIGATION MULTI MODE RECEIVER (MMR)
Figure 13 FRA US/T WB
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MMR Monitoring and Display Page: 23
Lufthansa Technical Training
NAVIGATION MULTI MODE RECEIVER (MMR)
34-36 ILS FUNCTION Normal operation Each MMR is connected to one Radio Management Panel (RMP). The MMR 1 is connected to the RMP 1 (the MMR 2 to the RMP 2). The MMR 1 receives management bus from the FMGC 1 through the RMP 1 (the MMR 2 from the FMGC 2 through the RMP 2). In normal operation, the FMGC 1(2) tunes the MMR 1(2) either automatically or manually by means of the MCDU. In this case the RMP 1(2) operates as a relay which sends the frequency information from the FMGC 1(2) to the receiver 1(2). Via a second port, the MMR 1(2) receives a second management bus (ILS FREQ + RWY HDG) directly from the FMGC 2(1). The receiver selects one of the two input ports according to the FREQ / FUNCT DATA SOURCE SEL discrete signal, which is received from the FMGC 1(2) through the RMP 1(2). Operation in case of failure With failure of one FMGC, the second FMGC, can control the two MMRs, the off side directly, the on side through its RMP. With failure of the RMP 1(2) or two RMPs, the RMP concerned is transparent to data and discrete from FMGC.
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A319/320/321
Manual operation In manual operation (at any time, or with failure of two FMGCs) the RMP 1 can control the MMR 1 after ON NAV mode selection. Same possibility for the RMP 2 (MMR 2). In this mode the RMP 1 can control the MMR 2 through the RMP 2 after ON NAV mode selection on the RMP 2. Same possibility for RMP 2 through RMP 1. After any frequency selection it is always necessary to select the associated course.
FRA US/T WB
01.08.2000
Reconfiguration switching In normal utilization, the ILS 1 data are shown on the CAPT PFD and the F/O ND; the ILS 2 data on the F/O PFD and the CAPT ND. The DMC 1 supplies data to the CAPT PFD and ND; the DMC 2 to the F/O PFD and ND. With failure of the DMC 1(2) it is possible to switch over to the DMC 3 with the EIS DMC selector switch located on the center pedestal. In this case, the DMC 3 totally replaces the DMC 1(2) through the stage of the output switching relay of the failed DMC. With failure of the PFD, there is an automatic transfer of the PFD image onto the ND. With failure of the CAPT (F/O) ND, you obtain the transfer of the ND image onto the CAPT (F/O) PFD when you push the PFD/ND XFR pushbutton switch. When you set the PFD potentiometer to OFF this causes: S deactivation of the CAPT (F/O) PFD S transfer of the PFD image onto the CAPT (F/O) ND. Audio control The MMR applies its audio output to the audio integrating system. This system controls and directs the output to the headsets and / or the loudspeakers. The Audio Management Unit (AMU) controls the audio level through the ACP. On the ACP, the pilot must push the ILS pushbutton switch and adjust the related potentiometer to the correct audio level. With ILS / DME collocated stations, the DME identification morse code can be listened in sequence with the ILS audio signal when you push the ILS pushbutton switch on the ACP and the ILS pushbutton switch on the FCU.
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NAVIGATION MULTI MODE RECEIVER (MMR)
Figure 14 FRA US/T WB
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MMR ILS Operation Page: 25
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MANUAL TUNING OF ILS MCDU-T uning A frequency selection is done at the RAD/NAV page via the Alpha-Numeric Keys on the MCDU. To clear a selection, press the CLEAR key (CLR is written in the scratchpad) and press the LSK associated to the system data you want to clear. S ILS-TUNING On the RAD/NAV page it is possible to enter a ILS identifier or a frequency and a course. The course will be automatically cleared, if a new ILS station is entered. - After insertion of a new identifier, the FMGEC uses the NAV DATA BASE to search for the new frequency and sent it to the receiver. If the identifier is not in DATA BASE, the NEW NAV AID page is shown. - After insertion of a new frequency, the FMGEC uses the NAV DATA BASE to search for the new identifier to display the data on the MCDU screen. If the identifier is not in DATA BASE, the message NOT IN DATA BASE is shown in the scratchpad and the identifier field is empty. If a flight plan is entered, the system compares this frequency : - on preflight: with the ILS frequency of the Origin-Airport - after preflight: with the ILS frequency of the Destination-Airport If there is no difference, the identifier and the frequency are displayed in cyan (identifier in small fonts, frequency in large fonts). If there is a difference and the frequency is found in the DATA BASE, the frequency is displayed in cyan and the message RWY/ILS MISMATCH is shown in the scratchpad.
RMP Tuning (Radio Navigation Back Up Mode) The RMPs can be used to tune the radio navigation systems: - RMP 1 for VOR 1, DME 1, ILS 1 and ADF 1 - RMP 2 for VOR 2, DME 2, ILS 2 and ADF 2 To do so, the guarded NAV pushbutton must be pressed to switch the RMP in the radio navigation back up mode (green NAV LED on). All navigation systems associated to that RMP now uses the last stored RMP NAV frequencies. After selection of the NAV system via the pushbuttons, a new frequency and a new course can be entered by using rotary knob and the transfer switch. If both RMPs are in navigation back up mode, the ILS frequency and course are exchanged between both RMPs to avoid different ILS settings to the ILS receivers.
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NAVIGATION MULTI MODE RECEIVER (MMR)
FRA US/T WB
01.08.2000
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NAVIGATION MULTI MODE RECEIVER (MMR)
Figure 15 FRA US/T WB
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ILS Manual Tuning with MCDU, RMP Page: 27
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ILS INDICATION Normal Indication on PFD If the ILS pushbutton is pressed and a ILS frequency is sent to the receiver (flight plane insertion on auto tuning, MCDU or RMP insertion on manual tuning), the white ILS deviation scales appear. The magenta deviation indexes appear, when the Localizer or Glide Slope signals are valid. When the deviation is out of range, the index is against one stop and only its outer half remains in view. The scale and the index flash, when the deviation is excessive (ILS deviation warning). The magenta course cursor or dagger shows the ILS course against the heading scale. When the course is out of range, the numeric value is shown on the left or right corner of the heading scale. The magenta ILS Information shows: S ILS identifier, if decoded by the ILS receiver. S ILS frequency S ILS DME distance, if there is a ILS/DME.
Flags or NCD Indication on PFD If the ILS pushbutton is pressed and the ILS receiver fails (LOC or GS) a red ILS message is displayed instead of ILS information in the left bottom corner. Frequency and identifier disappear. With LOC failure, a red LOC flag (flashing 9s, then steady) comes into view in the middle of the LOC scale and the LOC deviation bar goes out of view. With LOC data not available (NCD), the LOC deviation index goes out of view. With G/S failure, a red G/S flag (flashing 9s, then steady) comes into view in the middle of the G/S scale and the G/S deviation bar goes out of view. With G/S data not available (NCD), the G/S deviation index goes out of view. If course input is not available (fail or NCD), the course cursor disappears. The last use frequency will be locked, if the frequency information becomes NCD or fail.
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NAVIGATION MULTI MODE RECEIVER (MMR)
FRA US/T WB
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G/S Scale G/S Dev. Index
G/S Flag
LOC Scale
For Training Purposes Only
LOC Dev. Index
ILS Characteristics
Runway Heading
Figure 16 FRA US/T WB
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ILS Flag
LOC Flag
ILS Indication on PFD Page: 29
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Normal Indication on ND S ND in Rose ILS Mode The white ILS deviation scales appear. The magenta course cursor or dagger shows the ILS course (runway heading) against the heading scale. The magenta LOC deviation bar appears, when the Localizer signal is valid. It moves perpendicular to the course cursor. When the deviation is out of range, the bar moves against one stop. The scale and the bar flash, when the deviation is excessive (ILS deviation warning). The magenta G/S deviation index appear, when the glide slope signal is valid. When the deviation is out of range, the index moves against one stop and only its outer half remains in view. The scale and the index flash, when the deviation is excessive (ILS deviation warning). The magenta ILS information shows: - ILS system and frequency - ILS course - ILS identifier, if decoded by the ILS receiver. S ND in Rose NAV or ARC Mode If the ILS pushbutton on the EFIS control panel is pressed, the magenta course cursor or dagger shows the ILS course (runway heading) against the heading scale.
Flags and NCD Indication on ND If the ILS receiver faILS (LOC or GS) a red ILS message is displayed instead of ILS Information in the right top corner. Frequency and identifier disappear. With LOC failure, a red LOC flag (flashing 9s, then steady) comes into view in the middle of the LOC scale and the LOC deviation bar goes out of view. With LOC data not available (NCD), the LOC deviation bar goes out of view. With G/S failure, a red G/S flag (flashing 9s, then steady) comes into view in the middle of the G/S scale and the G/S deviation bar goes out of view. With G/S data not available (NCD), the G/S deviation index goes out of view. If the course input fails, a vertical red dagger and a red course flags (CRS XXX) is shown. If the course information is NCD, a course of 0_is displayed and the LOC deviation bar goes out of view. The last use frequency will be locked, if the frequency information becomes NCD or fail.
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NAVIGATION MULTI MODE RECEIVER (MMR)
A319/320/321 34-36
ILS Information
Dagger
ILS Flag
LOC Flag
G/S Scale and Dev.-Index
Course Flag
G/S Flag
For Training Purposes Only
LOC Scale and Dev.-Bar
Dagger
Figure 17 FRA US/T WB
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ILS Indication on ND Page: 31
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NAVIGATION MULTI MODE RECEIVER (MMR)
A319/320/321 34-36
GPS FUNCTION Normal operation To reduce initialization time, the MMR 1(2) receives position data, LAT/LONG from the ADIRU 1(2) and SET LAT, SET LONG UTC/Date from the FMGC 1(2) through the ADIRU 1(2). Each MMR receives the GPS satellite RF signals from the active antenna to compute and provide the three ADIRUs with: S UTC, date S position, altitude S ground speed, track angle S N/S speed, E/W speed, vertical speed S horizontal and vertical dilution of precision, figure of merit S satellite position S satellite measurement (pseudo-range, delta range, range rate, UTC measurement time) S GPS measurement status, sensor status S real time and predictive integrity data. Within each ADIRU an hybridization function performs the following: S monitoring of the MMR using GPS status word and ADIRU BITE S generation of failure message for ECAM display S use of pseudo-range/delta range data to compute GPS position S use of inertial data to smooth GPS position/velocity S use of a Kalman filter to estimate and minimize errors S use of IR data to improve the robustness of the MMR RAIM algorithm. S transmission of GPS and GPIR data to the FMGC for position fixing and display purposes. GPS primary navigation function principle in the FMGC A navigation mode with the least error is chosen based upon the mixed IR position and the best GPIR or radio position available. NOTE:
THE GPIR POSITION USED BY THE FMGC TO DETERMINE THE AIRCRAFT POSITION IS COMPUTED IN THE GPIR PARTITION OF THE ADIRU (HYBRID SOLUTION).
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The FMS mode of navigation is selected according to the following hierarchy: S GPIR/Inertial S DME/DME/Inertial S DME/VOR/Inertial S Inertial only. The GPIR/INERTIAL mode is selected as long as the following conditions are satisfied: S GPIR position is available and with an estimated accuracy consistent with the intended operation. S GPIR integrity is available and compatible with the applicable phase of flight requirement. As long as the GPS/INERTIAL mode is active, no DME/DME or VOR/DME radio updating is allowed. However, LOC updating can apply to GPS/INERTIAL position. In this navigation mode, N IR/GPS indication is displayed on the POSITION MONITOR page with N being the number of IRs used to compute mixed IR position. The selected hybrid GPIRS position is displayed on the POSITION MONITOR page in place of the radio position. The mixed IR position and the IR deviations displayed on the POSITION MONITOR page do not change and are still computed using pure IR inputs. Aircraft position is generated by a series of filters which use inertial position, GPIR position or radio position, and aircraft velocity as input. A position bias is computed once every second through the position bias filter. This position bias is computed as the difference between the GPIR position (or radio position) and the inertial position. The aircraft position is finally computed every 200 ms based on the corrected inertial position and the aircraft velocity using the aircraft position filter. The GPS/INERTIAL mode can be manually inhibited by pushing the line key adjacent to the DESELECT GPS indication on the SELECTED NAVAIDS page. FMGC computed integrity: When the GPIR position is available in the FMGC but the GPIR integrity is not delivered by the ADIRS, the FMGC is capable of computing an equivalent integrity called AIM (Alternate Integrity Monitoring), using IR data, during a limited period of time. The goal of this FMGC functionality is to improve the availability of the GPS Primary function in the cockpit.
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Figure 18 FRA US/T WB
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MMR GPS Operation Page: 33
A319/320/321 34-36
DISPLAY OF GPS DATA ON MCDU GPS MONITOR The GPS data are displayed on the GPS MONITOR page of the MCDU. To get the GPS MONITOR page, push the DATA key on the MCDU, then the line key adjacent to the GPS MONITOR indication. The upper part is dedicated to GPS 1 data, the lower part to GPS 2 data. The following data are displayed: S GPS position (lat/long) S true track S GPS altitude S figure of merit (in meters) S ground speed S number of satellites tracked S mode.
Progress page The progress page indicates whether the GPS is used by the FMGC for navigation. If it is used, the GPS PRIMARY indication is displayed. If it is not used, the GPS PRIMARY LOST message is shown.
PREDICTIVE GPS The integrity prediction results given by the GPS portion of the MMR on Flight Management System (FMS) request are displayed on the PREDICTIVE GPS page of the MCDU (from the progress page which displays required navigation accuracy and estimated position accuracy and GPS PRIMARY indication). The prediction concerns the destination (DEST) and any pilot entered waypoint (WPT) and the integrity availability (HIL < 0.3 Nm) is displayed by Yes (Y) or No (N) for the seven times defined by the five minutes increments for plus or minus 15 minutes around DEST or WPT.
ARRIVAL page To select a GPS approach, use the ARRIVAL page.
MCDU scratchpad GPS PRIMARY in white or GPS PRIMARY LOST in amber show on the MCDU scratchpad. SELECTED NAVAIDS page It is possible to select GPS for navigation computation within the FMS on the SELECTED NAVAIDS page. If you deselected GPS, the message GPS IS DESELECTED appears on the MCDU when a GPS approach starts.
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GPS Data on MCDU Page: 35
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NAVIGATION MULTI MODE RECEIVER (MMR)
A319/320/321 34-36
DISPLAY OF GPS MESSAGES ON ND
WARNING
GPS PRIMARY LOST amber message This message is displayed at the bottom of the image in all the ND modes when the GPS primary is lost (this message cannot be cleared from the MCDU). In this case, the GPS is not used for navigation (accuracy and integrity for the intended operation can still be met by the use of alternate navigation means).
GPS failure The GPSs are monitored by the both FWCs using a status word sent by each GPS. In case of GPS failure, the NAV GPS 1(2) FAULT message is displayed in the lower part of the upper ECAM DU. This message is accompanied by: S activation of the MASTER CAUT lights on the glareshield S aural warning: Single Chime (SC).
Display of GPS PRIMARY white message This message is displayed at the bottom of the image in all the ND modes when the GPS becomes primary (this message can be cleared from the MCDU). Display of GPS APP green message This approach message is displayed at the top of the image in all the ND modes when a GPS approach is selected in the flight plan.
NOTE:
THE FAILURE IS REMINDED ON THE INOP SYSTEM PAGE OF THE LOWER ECAM DU. THE MESSAGE DISPLAYED IS GPS 1(2).
Loss of the GPS primary navigation When the GPS navigation is lost for any reason, the navigation function is degraded and reverts to the traditional navigation function with IRS positions and radio positions if available (in this case the RNP (Required Navigation Performance) features are still available). Warnings are generated to indicate the loss of GPS PRIMARY navigation: S GPS PRIMARY LOST message on the NDs (cannot be cleared) and MCDU (can be cleared) S in case of GPS non-precision approach, an aural alert is generated (Triple Click)
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GPS/FMS position disagreement When GPS Primary is active and either FMGC 1 or FMGC 2 latitude (longitude) deviates from either MMR 1 or MMR 2 latitude (longitude) by more than 0.5 Nm, the NAV FMS/GPS POS DISAGREE and A/C POS...........CHECK messages are displayed in amber and cyan respectively on the ECAM DU. These messages are accompanied by: S activation of the MASTER CAUT lights on the glareshield S aural warning: Single Chime (SC).
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GPS Messages on ND Page: 37
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NAVIGATION MULTI MODE RECEIVER (MMR)
A319/320/321 34-36
BITE MENU CFDIU Interface BITE description The BITE facilitates maintenance on in-service aircraft. It detects and identifies a failure related to the MMR. The BITE of the MMR receiver is connected to the CFDIU. The BITE: S transmits permanently MMR status and its identification message to the CFDIU S memorizes the failures which occurred during the last 63 flight legs S monitors data inputs from the various peripherals S transmits to the CFDIU the result of the tests performed and selt-tests S can communicate with the CFDIU through the menus. The BITE can operate in two modes: - the normal mode - the menu mode. Normal mode During the normal mode, the BITE monitors cyclically the status of the MMR. It transmits its information to the CFDIU during the concerned flight. In case of fault detection the BITE stores the information in the fault memories. These items of information are transmitted to the CFDIU. In case of ILS 1 (2) failure, the ILS waring message „NAV ILS 1 (2) FAULT” is shown on the lower part of the Engine/Warning Display, the MASTER CAUTION comes on and the single chime sounds. In case of GPS failure, the „NAV GPS 1(2) FAULT“ message is displayed in the lower part of the Engine/Warning Display (EWD). This message is accompanied by: - activation of the MASTER CAUT lights on the glareshield - aural warning: Single Chime (SC). NOTE:
Menu mode The menu mode can only be activated on the ground. This mode enables communication between the CFDIU and the MMR BITE by means of the MCDU. All the information displayed on the MCDU during the BITE Test configuration can be printed by the printer. The MMR menu mode is composed of: S LAST LEG REPORT This menu contains the fault messages (class 1 internal and external) detected during the last flight. S PREVIOUS LEGS REPORT This report contains the fault messages related to the external or internal failures (class 1) recorded during the previous 63 flight legs. S LRU IDENTIFICATION Allows to display the P/N, the S/N and the SW/N of the equipment. S GND SCANNING Based on the monitoring and fault analysis during flight, provides information of the failures detected while using this function. S TROUBLE SHOOTING DATA Provides correlation parameters and snapshot data concerning the failure displayed in the LAST LEG REPORT and PREVIOUS LEGS REPORT. S CLASS 3 FAULTS Allows to display the class 3 faults recorded during the last flight leg. S SYSTEM TEST Allows a check of the correct operation of the MMR interrogator. S GROUND REPORT Allows to present the class 1 or 3 internal failures detected on ground.
THESE FAILURES ARE REMINDED ON THE INOP SYSTEM PAGE OF THE SYSTEM DISPLAY (SD). THE MESSAGE DISPLAYED IS ILS 1(2) / GPS 1(2).
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MMR System Test (Fig. 1) Page: 39
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MMR System Test (Fig. 2) Page: 40
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GS scale
NAVIGATIONand index MULTI MODE RECEIVER (MMR)
A319/320/321 34-36
1
GS scale and index (white and magenta)
2 LOC scale and index (white and magenta) 3
ILS data (magenta)
4
LOC flag (red)
5
G/S flag (red)
6
ILS flag (red)
1 5
6
4
3
2
6
3 1
For Training Purposes Only
ILS
4
5
2
ILS
EFIS mode selector ILS pushbutton
Figure 23 FRA US/T WB
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MMR ILS BITE Indication on PFD and ND Page: 41
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ACTIVATION OF THE FRONT PANEL TEST General The face of the MMR is fitted with a handle, two attaching parts, a TEST pushbutton switch and four Light Emitting Diodes (LEDs). The four LEDs have the following name, color and function: S TEST OK (green) indicates that no fault is detected during the initiated (by pushbutton switch or by MCDU) self-test or during the power-up test. S MMR FAULT (red) indicates that an internal fault is detected by the MMR itself. S BUS IN FAIL (red) indicates that no control input is available. S TEST ANT (red) indicates that a failed antenna (or coaxial cable) is detected. The back of the MMR is equipped with one ARINC 600 size one connector, which includes three plugs: S Top Plug (TP): connection with the GPS antenna S Middle Plug (MP): service interconnection S Bottom Plug (BP): connection with the power supply circuit, and the LOC and G/S coaxial interconnections.
LOCATION GPS Antenna Two L-Band Antennas are mounted on the top of the fuselage, at the centerline, to receive signals from the GPS satellites. The GPS antenna is an active antenna with an integrated preamplifier and filter. It receives GPS signals at 1575.42 MHz and matches to a 50 -ohms coaxial cable at the input to the MMR. The antenna has a right-hand circular polarized and omnidirectional radiation pattern. The power supply of the preamplifier is provided by the MMR through the coaxial cable. NOTE:
THE ANTENNA CONNECTORS HAVE A HOLE TO INSTALL A LOCKWIRE AND SAFETY THE COAXIAL CABLE.
Localizer Antenna The localizer antenna is an airborne antenna used to receive LOC signals in the 108-112MHz range. It is a folded half-loop type driven by capacitive coupling. The antenna has two independent RF connectors used to feed two independent ILS receivers. Connector separation is provided by a hybrid junction in the antenna. Glide Slope Antenna The glide slope antenna is an airborne antenna used to receive GLIDE signals in the 329-335MHz range. It is a folded half-loop type driven by capacitive coupling. The antenna has two independent RF connectors used to feed two independent ILS receivers. Connector separation is provided by a hybrid junction in the antenna.
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MMR Front Panel Test Page: 43
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MMR Location Page: 44
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A319/320/321 34-36
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GPS-Antenna
Figure 26 FRA US/T WB
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LOC and G/S Antenna Page: 45
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NAVIGATION VOR/MARKER SYSTEM (VOR/MKR)
A319/320/321 34-55
34-55
VOR/MARKER
DESCRIPTION General The VOR (VHF Omni-Range) system is a medium range navigation aid, which provides, when tuned to a station, the radial of the station the A/C is flying and the A/C angular deviation with respect to a selected course. The A320 uses two independent VOR systems. Both VOR receivers are equipped with a Marker module, but only VOR 1 Marker part is used. Tuning S Auto Tuning In normal operation the VOR receiver 1 (2) is automatically tuned by the onside FMGC 1 (2) through the associated RMP 1 (2). In this case, the RMP is only used to transmit the frequency and course information from the FMGCs to the frequency input port A of the receiver. S Manual Tuning Frequency and course data can by manually entered on the RAD/NAV page of the MCDUs. The FMGCs sent this information to the receivers in the same way like in then auto-tuning mode. S FM Switching If a FMGC fails, a discrete is sent to the receiver (via the RMP) to activate the frequency input port B. This port receives information direct from the opposite FMGC. In this case, one FMGC tunes both VOR receivers. S NAV Back Up Tuning If both FMGC fail, each VOR receiver must be tuned directly from the onside RMP. To do so, press the NAV and the VOR pushbutton on both RMPs. The RMP now uses manually entered data and not the data coming from the FMGC. A discrete reselects the frequency input port A, which is directly supplied from the associated RMP. A second discrete inhibits the data display on the RAD/NAV page of the MCDUs to indicate that no FMGC tuning is possible.
Inputs Each LGCIU sends discrete signals to the VOR receiver for internal BITE purposes. Indication All DMCs receive VOR data from both receivers such as VOR bearing, frequency, VOR course, VOR deviation and VOR identifier. Data of both systems are shown on Capts and F/Os ND. Only in ROSE VOR mode, the specific VOR 1 data (characteristics, course, deviation) is shown on Capts ND and specific VOR 2 data on F/Os ND.. All DMCs receive Marker data (OM, MM, AM) from VOR1 receiver to display it on both PFDs. The DDRMI receive VOR bearing from both VOR receivers to show the VOR bearing. Audio The VOR/MKR audio signal is processed by the receiver ,sent to the AMU and can be heard by the crew on headphones or cockpit loudspeaker. Users The FMGCs receives the VOR Data for navigation purpose during various flight phases. The CFDIU is used to communicate with the internal BITE functions of the VOR receivers (tests only available on ground). Warnings and Flags A faulty VOR system results in the following cockpit effects: S Flags on PFD and ND S Flags on DDRMI
Antenna The VOR antenna is common to both receivers. The antenna has two independent connectors, used to feed the two VOR receivers. VOR1 receiver is connected to the Marker antenna. FRA US/E MK
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Figure 27 FRA US/E MK
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VOR/MKR System Schematic Page: 47
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INDICATION Marker Indication on PFD At the intersection of the LOC and G/S scale on the PFD the following Marker indication appears: S AWY (Airways Marker) in white or S OM (Outer Marker) in cyan or S MM (Middle Marker) in amber. Marker audio signals are processed by the receiver and sent to the AMU.
Flags and NCD Indication on PFD If the Marker part of the VOR receiver fails or NCD is sent, no Marker indication is displayed.
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NAVIGATION VOR/MARKER SYSTEM (VOR/MKR)
A319/320/321 34-55
)
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(
Figure 28 FRA US/E Mk
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NAVIGATION VOR/MARKER SYSTEM (VOR/MKR)
A319/320/321 34-55
Normal Indication on ND S ND in ROSE VOR Mode The white VOR deviation scale appears. The cyan course cursor or dagger shows the preselected course PSC in relation to the heading rose. The cyan deviation bar appears, when the VOR signal is valid. It moves perpendicular to the course cursor (1 dot = 5_). When the deviation is out of range, the bar moves against one stop. The arrow shows the direction to the station (TO/FROM). The VOR information (white) shows: - VOR system and frequency - VOR course (PSC) - VOR identifier, when decoded by the VOR receiver - Tuning mode S blank if autotuned S M for manual tuning via MCDU S R for manual tuning via RMP S ND in ROSE NAV or ARC Mode When the VOR.D pushbutton on the EFIS control panel is pressed, all VOR/ DME stations contained in the FMGECs NAV DATA BASE are displayed on the ND, depending on the selected range: O for DME + for VOR S ND in ROSE VOR, ROSE ILS, ROSE NAV or ARC Mode When the VOR/ADF selector is switched to VOR and the VOR signal is valid, the white VOR pointer appears and shows the bearing to the VOR station. The VOR station characteristics is displayed in the left or right lower corner of the ND and shows: - VOR system - Pointer symbol - VOR/DME frequency or identifier, if decoded by the VOR receiver - Tuning mode
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Flags and NCD Indication on ND S ND in ROSE VOR Mode If the VOR receiver fails, a red VOR1 (2) flag (flashing 9s, then steady) comes into view instead of VOR deviation scale and VOR information and the deviation bar goes out of view. In case of NCD, the VOR deviation bar goes out of view. If the course input fails, a vertical red dagger and a red course flag (CRS XXX) is shown . If the course information is NCD, the course data shows dashes and the dagger and the VOR deviation bar goes out of view. If the frequency information is fail or NCD, the frequency data and the deviation goes out of view. S ND in ROSE VOR,ROSE ILS, ROSE NAV or ARC Mode and VOR/ADF Selector in position VOR If the VOR receiver fails, a red VOR1 (2) flag (flashing 9s, then steady) comes into view instead of VOR characterictics and the VOR bearing pointer goes out of view. In case of NCD, the VOR bearing pointer goes out of view and on VOR characteristics, the VOR identifier is replaced by the frequency. If the frequency information is fail or NCD, the VOR bearing pointer goes out of view. Identifier and frequency data are sent by the DME interrogator. Normal Indication on DDRMI The pointer shows VOR ground station bearing on the heading dial. Flags and NCD Indication on DDRMI If the VOR receiver fails, a red VOR flag comes into view and the bearing pointer is driven in 3 o’clock position. In case of NCD, the bearing pointer shows 3 o’clock position.
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NAVIGATION VOR/MARKER SYSTEM (VOR/MKR)
A319/320/321 34-55
VOR Deviation Bar
Dagger
VOR Characteristics
VOR Information
VOR Flag
Course Flag
VOR Pointer
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VOR Flag
VOR Pointer 3 o‘clock
Figure 29 FRA US/E Mk
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NAVIGATION VOR/MAKER SYSTEM (VOR/MKR)
A319/320/321 34-55
FAULT ISOLATION AND BITE The different BITE menu selections are: S LAST LEG REPORT S PREVIOUS LEGS REPORT S LRU IDENTIFICATION S TEST
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Faults detected by the System and transfered to the CFDS causes the following messages displayed on the MCDU during BITE. VOR 1(2): S NO DATA FROM CONTROL SOURCE There is no correct frequency data input on the active input port of the VOR receiver. S RECEIVER The VOR receiver is faulty. S NO DATA FROM CFDIU No connection to the CFDS.
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NAVIGATION VOR/MAKER SYSTEM (VOR/MKR)
A319/320/321 34-55
Capt PFD
Capt ND
F/O ND
RMI
F/O PFD
EFIS System
other Systems FMGC 1,2
VOR Antenna MKR Antenna
VOR/MKR 1
For Training Purposes Only
AMU (Audio)
ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ Â ÂÂÂÂÂÂÂÂÂ Â ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ
ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ VOR/MKR 2
CFDS
RMP 1
other Systems FMGC 1,2 AMU (Audio)
RMP 2
FMGC 1
FMGC 2
ÂÂÂ ÂÂÂ
CFDS monitored
Figure 30 FRA US/E MK
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A319/320/321 34-55
1
1
Figure 31 FRA US/E MK
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BITE TEST INDICATION
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NAVIGATION VOR/MAKER SYSTEM (VOR/MKR)
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1
VOR Pointer (white)
2
VOR Course (Dagger) (cyan)
3
VOR Deviation (cyan)
4
MKR Indication
5
VOR Data (white)
6
VOR flag (red)
6
1
1
4
5
6 1
1
For Training Purposes Only
2
3 6
VOR/ADF Switches EFIS mode selector
6
Figure 33 FRA US/E MK
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VOR/MKR BITE Indication on PFD, ND and RMI Page: 57
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ACTIVATION OF THE FRONT PANEL TEST The front panel test can be activated in ground condition only by pushing the TEST pushbutton switch on the face of the receiver. S During the first 3 seconds, all LEDs on the face of the receiver are on. S During the next 3 seconds, all LEDs go off. S During the last 3 seconds (or until the TEST pushbutton switch is released) the green VOR LED is on (except if a fault has been detected during the test). The name, color and function of the three LEDs are as follows: S VOR (red) indicates that an internal fault is detected of the VOR Receiver S VOR (green) indicates that no internal fault is detected of the VOR Receiver S MKR (red) indicates that a internal fault is detected of the MKR receiver S DATA IN (red) indicates that no control input is available (frequency).
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LOCATION
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Figure 36 FRA US/E MK
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VOR/MKR Location Control and Indication Page: 61
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NAVIGATION DISTANCE MEASURING EQUIPM. (DME)
A319/320/321 34-51
34-51
DME
DESCRIPTION General The DME system is a radio aid for medium range navigation, which provides the crew, when tuned to a station, with a digital readout of the slant range distance between the A/C and the selected ground station. The A320 uses two independent DME systems. Each system can work with up to 5 independent stations simultaneously. Tuning S Auto Tuning In normal operation the DME interrogator 1 (2) is automatically tuned by the onside FMGEC 1 (2) through the associated RMP 1 (2). In this case, the RMP is only used to transmit the frequency and course information from the FMGCs to the frequency input port A of the receiver. VOR/DME and ILS/DME distance can be calculated and displayed simultaneously. S Manual Tuning Frequency and course data can by manually entered on the RAD/NAV page of the MCDUs. The FMGCs sent this information to the receivers in the same way then in auto-tuning mode. S FM Switching If a FMGC fails, a discrete is sent to the interrogator (via the RMP) to activate the frequency input port B. This port receives information direct from the opposite FMGC. In this case, one FMGC tunes both DME interrogators. S NAV Back Up Tuning If both FMGC fail, each DME Interrogator must be tuned directly from the onside RMP. To do so, press the NAV and the VOR pushbutton on both RMPs. The RMP now uses manually entered data and not the data coming from the FMGC. A discrete reselects the frequency input port A, which is directly supplied from the associated RMP. A second discrete inhibits the data display on the RAD/NAV page of the MCDUs to indicate that no FMGEC tuning is possible. No ILS/DME indication is possible.
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Antenna Each DME interrogator uses its own DME antenna for radio transmission and reception. A suppression signal is transmitted by the DME interrogator each time when in transmission mode to inhibit other systems working in same frequency range (ATC, TCAS) and to prevent simultaneous transmission. Inputs Each LGCIU sends discrete signals to the DME interrogator for internal BITE purposes. Indication All DMCs receive DME data from both interrogators such as DME distance, frequency and identifier. Data of both systems are shown on Capts and F/Os ND. ILS DME information is only shown on the associated PFD. The DDRMI receive DME data from both DME interrogators to show the DME distance in the upper left and right corner. Audio The DME audio signal is processed by the Interrogator and sent to the AMU and can be heard by the crew on headphones or cockpit loudspeaker in parallel to the VOR audio signal. Users The FMGCs receive DME Data (5 stations max.) for navigation purpose during various flight phases. The CFDIU is used to communicate with the internal BITE functions of the DME Interrogators (tests only available on ground). Warnings and Flags A faulty DME system results in the following cockpit effects: S Flags on PFD and ND S blank display in DDRMI
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A319/320/321 34-51
CAPT PFD
PFD
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NAVIGATION DISTANCE MEASURING EQUIPM. (DME)
Figure 37 FRA US/E MK
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DME System Schematic Page: 63
A319/320/321 34-51
INDICATION Normal Indication on PFD If the ILS pushbutton on the EFIS control panel is pressed, on the lower left corner of the PFD the ILS DME distance is shown (if a ILS/DME station is available). On Capts PFD ILS/DME1 distance is displayed, on F/Os PFD, ILS/ DME 2 is displayed. If no ILS/DME station is available, the display is blank.
Flags or NCD Indication on PFD If the DME interrogator fails and the ILS pushbutton on the EFIS control panel is pressed, a red DME1 (2) flag (flashing 9s, the steady) comes into view instead of the DME distance. With NCD and ILS pushbutton pressed, dashes are displayed. If the frequency information is fail or NCD, the DME indication is blank.
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A319/320/321 34-51
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NAVIGATION DISTANCE MEASURING EQUIPM. (DME)
ILS DME Flag
ILS/DME Indication Capt PFD DME1 F/O PFD DME2
Figure 38 FRA US/E MK
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DME Indication on PFD Page: 65
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NAVIGATION DISTANCE MEASURING EQUIPM. (DME)
A319/320/321 34-51
Normal Indication on ND S ND in ROSE ILS, ROSE VOR, ROSE NAV or ARC Mode When the VOR/ADF selector is switched to VOR, the DME distance is displayed in green under the associated VOR characteristics in the lower left or right corner. S ND in ROSE NAV or ARC Mode When the VOR.D pushbutton on the EFIS control panel is pressed, all VOR/ DME stations around the aircraft and contained in the FMGCs NAV DATA BASE are displayed on the ND, depending on the selected range.
Flags or NCD Indication on DDRMI If the DME interrogator fails, the DME1 (2) window is blanked. There is no DME flag. In case of NCD, dashes are shown. If the frequency information is fail or NCD, the DME indication is blank.
For Training Purposes Only
Normal Indication on DDRMI The DDRMI shows DME1 and DME2 distance in the upper left and right corner.
Flags or NCD Indication on ND Flags or DME NCD indication are only displayed on ND, when in ROSE or ARC mode and the VOR/ADF selector is switched to VOR. If the DME interrogator fails, a red DME1 (2) flag (flashing 9s, the steady) comes into view instead of DME distance. In case of NCD, two dashes are shown. If the frequency information is fail or NCD, the DME indication is blank.
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NAVIGATION DISTANCE MEASURING EQUIPM. (DME)
A319/320/321 34-51
For Training Purposes Only
VOR DME Indication
VOR DME NCD Indication
Figure 39 FRA US/E MK
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VOR DME Flag
DME Indication on ND and RMI Page: 67
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NAVIGATION DISTANCE MEASURING EQUIPM. (DME)
A319/320/321 34-51
FAULT ISOLATION AND BITE The different BITE menu selections are: S LAST LEG REPORT S PREVIOUS LEGS REPORT S LRU IDENTIFICATION S TEST
For Training Purposes Only
Faults detected by the System and transferred to the CFDS causes the following messages displayed on the MCDU during BITE. DME 1(2) : S NO DATA FROM CONTROL SOURCE There is no correct frequency data input on the active input port of the DME interrogator. S RECEIVER The DME Interrogator is faulty. S NO DATA FROM CFDIU No connection to the CFDS.
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NAVIGATION DISTANCE MEASURING EQUIPM. (DME)
A319/320/321 34-51
Capt PFD
Capt ND
F/O ND
RMI
F/O PFD
EFIS System
other Systems FMGC 1,2
ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ
DME 2 Antenna
DME 1 Antenna
DME 1
DME 2
AMU (Audio) ATC 1,2 TCAS (Supp.)
For Training Purposes Only
ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ
CFDS
RMP 1
other Systems FMGC 1,2 AMU (Audio) ATC 1,2 TCAS (Supp.)
RMP 2
FMGC 1
FMGC 2
ÂÂÂ ÂÂÂ
CFDS monitored
Figure 40 FRA US/E MK
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DME BITE Schematic Page: 69
Lufthansa Technical Training For Training Purposes Only
NAVIGATION DISTANCE MEASURING EQUIPM. (DME)
A319/320/321 34-51
1
1
Figure 41 FRA US/E MK
15.12.95
DME CFDS BITE Menu Page: 70
A319/320/321 34-51
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NAVIGATION DISTANCE MEASURING EQUIPM. (DME)
Figure 42 FRA US/E MK
15.12.95
DME CFDS BITE Test Page: 71
A319/320/321 34-51
BITE TEST INDICATION
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NAVIGATION DISTANCE MEASURING EQUIPM. (DME)
A319/320/321 34-51
1
ILS DME Indication (magenta)
2
VOR DME Indication (white)
3
DME NCD Indication (white)
4
ILS DME flag (red)
5
VOR DME flag (red)
2
5
4
For Training Purposes Only
1
VOR/ADF Switches ILS pushbutton
3 Figure 43 FRA US/E MK
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3
2
5
DME BITE Indication on PFD, ND and RMI Page: 73
A319/320/321 34-51
ACTIVATION OF THE FRONT PANEL TEST The front panel test can be activated in ground condition only by pushing the TEST pushbutton switch on the face of the interrogator. S During the first 3 seconds, all LEDs on the face of the interrogator are on. S During the next 3 seconds, all LEDs go off. S During the last 3 seconds (or until the TEST pushbutton switch is released) the green R/T LED is on (except if a fault has been detected during the test). The name, color and function of the three LEDs are as follows: S R/T (red) indicates that an internal fault is detected of the DME interrogator S R/T (green) indicates that no internal fault is detected of the DME interrogator S DATA IN (red) indicates that no control input is available (frequency).
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NAVIGATION DISTANCE MEASURING EQUIPM. (DME)
FRA US/E MK
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A319/320/321 34-51
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NAVIGATION DISTANCE MEASURING EQUIPM. (DME)
Figure 44 FRA US/E MK
15.12.95
DME Front Panel Test Page: 75
A319/320/321 34-51
LOCATION
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NAVIGATION DISTANCE MEASURING EQUIPM. (DME)
Figure 45 FRA US/E MK
15.12.95
DME Location Interrogator and Antenna Page: 76
A319/320/321 34-51
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NAVIGATION DISTANCE MEASURING EQUIPM. (DME)
Figure 46 FRA US/E MK
15.12.95
DME Location Control and Indication Page: 77
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NAVIGATION AUTOMATIC DIRECTION FINDER (ADF)
A319/320/321 34-53
34-53
ADF
DESCRIPTION General The Automatic Direction Finder (ADF) system is a medium range radio navigation aid which provides: S an indication of the relative bearing of the aircraft to a selected ground station (frequency range 190 to 1750 KHz). The ADF comprises two independent systems. Each system consists of: S one receiver S one loop and sense antenna
Antenna Each ADF receiver is connected to its own ADF antenna. The ADF antenna consists of one sense antenna and two loop antenna elements, which are preamplified by integrated amplifiers. A test loop input is not used.
Tuning S Auto Tuning In normal operation the ADF receiver 1 (2) is automatically tuned by the onside FMGC 1 (2) through the associated RMP 1 (2). In this case, the RMP is only used to transmit the frequency and course information from the FMGCs to the frequency input port A of the receiver. S Manual Tuning Frequency and course data can by manually entered on the RAD/NAV page of the MCDUs. The FMGCs sent this information to the receivers in the same way like in the auto-tuning mode. S FM Switching If a FMGC fails, a discrete is sent to the receiver (via the RMP) to activate the frequency input port B. This port receives information direct from the opposite FMGC. In this case, one FMGC tunes both ADF receivers. S NAV Back Up Tuning If both FMGC fail, each ADF receiver must be tuned directly from the onside RMP. To do so, press the NAV and the ADF pushbuttons on both RMPs. The RMP now uses manually entered data and not the data coming from the FMGC. A discrete reselects the frequency input port A, which is directly supplied from the associated RMP. A second discrete inhibits the data display on the RAD/NAV page of the MCDUs to indicate that no FMGC tuning is possible.
Indication All DMCs receive ADF data from both receivers such as ADF bearing, frequency and ADF identifier. Data of both systems are shown on Capts and F/Os ND.
FRA US/E MK
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Inputs Each LGCIU sends discrete signals to the ADF receiver for internal BITE purposes.
Audio The ADF audio signal is processed by the receiver and sent to the AMU and can be heard by the crew on headphones or cockpit loudspeaker. Users The CFDIU is used to communicate with the internal BITE functions of the ADF receivers (tests only available on ground). Warnings and Flags A faulty ADF system results in the following cockpit effects: S Flags on ND
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A319/320/321 34-53
For Training Purposes Only
Lufthansa Technical Training
NAVIGATION AUTOMATIC DIRECTION FINDER (ADF)
Figure 47 FRA US/E MK
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ADF System Schematic Page: 79
Lufthansa Technical Training
NAVIGATION AUTOMATIC DIRECTION FINDER (ADF)
A319/320/321 34-53
INDICATION Normal Indication on ND S ND in ROSE VOR,ROSE ILS, ROSE NAV or ARC Mode When the ADF/VOR selector is switched to ADF and the ADF signal is valid, the green ADF pointer appears and shows the bearing to the ADF station. The ADF station characteristics is displayed in the left or right lower corner of the ND and shows: - ADF system - Pointer symbol - ADF frequency or identifier, if decoded by the ADF receiver - Tuning mode S ND in ROSE NAV or ARC Mode When the NDB pushbutton on the EFIS Control Panel is pressed, all ADF stations contained in the FMGC’s NAV DATA BASE are displayed on the ND, depending on the selected range. IF ONLY ONE ADF SYSTEM IS INSTALLED, THE SINGLE ADF POINTER IS SHOWN, IF ADF/VOR SELECTOR 2 IS SWITCHED TO ADF.
For Training Purposes Only
NOTE:
Flags or NCD Indication on ND Flags or NCD indication are only displayed on ND, when in ROSE or ARC mode and the VOR/ADF selector is switched to ADF. If the ADF receiver fails, a red ADF1 (2) flag (flashing 9s, then steady) comes into view instead of ADF characteristics and the ADF bearing pointer goes out of view. In case of NCD, the ADF bearing pointer goes out of view and on ADF characteristics, the ADF identifier is replaced by the frequency. If the frequency information is fail or NCD, the ADF bearing pointer, the frequency or the identifier goes out of view.
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NAVIGATION AUTOMATIC DIRECTION FINDER (ADF)
A319/320/321 34-53
ADF Pointer
ADF Flag (Pointer disappears)
ADF Characteristics
Figure 48 FRA US/E MK
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ADF Indication on ND Page: 81
A319/320/321 34-53
COMPONENT DESCRIPTION Loop and Sense Antenna The combined loop and sense antenna operates in the 190 to 1750 kHz frequency range and consists of the following components enclosed in a fiberglass housing: S a vertically polarized sense antenna which is omnidirectional in the horizontal plane S two horizontally polarized loop antennas which are directional in the horizontal plane S a test loop which enables a self-test of the antenna (not used). S a printed circuit board which contains three pre-amplifiers used to amplify the loop and sense antennas signals. The pre-amplifiers are energized by plus or minus 12VDC from the ADF receiver. The output impedance of the antenna is 78 Ohm and the Voltage Standing Wave Ratio (VSWR) 1.2:1.
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NAVIGATION AUTOMATIC DIRECTION FINDER (ADF)
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Page: 82
A319/320/321 34-53
ADF2
ADF1
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NAVIGATION AUTOMATIC DIRECTION FINDER (ADF)
(n.u.)
Figure 49 FRA US/E MK
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ADF Antenna Page: 83
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NAVIGATION AUTOMATIC DIRECTION FINDER (ADF)
A319/320/321 34-53
FAULT ISOLATION AND BITE The different BITE menu selections are: S LAST LEG REPORT S PREVIOUS LEGS REPORT S LRU IDENTIFICATION S TEST
For Training Purposes Only
Faults detected by the System and transferred to the CFDS causes the following messages displayed on the MCDU during BITE. ADF 1(2) : S NO DATA FROM CONTROL SOURCE There is no correct frequency data input on the active input port of the ADF receiver. S RECEIVER The ADF receiver is faulty. S NO DATA FROM CFDIU No connection to the CFDS.
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NAVIGATION AUTOMATIC DIRECTION FINDER (ADF)
A319/320/321 34-53
Capt ND
F/O ND
EFIS System
ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ
ADF 2 Antenna
ADF 1 Antenna
ADF 1
For Training Purposes Only
AMU (Audio)
ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ADF 2
CFDS
RMP 1
AMU (Audio)
RMP 2
FMGC 1
FMGC 2
ÂÂÂ ÂÂÂ
CFDS monitored
Figure 50 FRA US/E MK
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ADF BITE Schematic Page: 85
Lufthansa Technical Training For Training Purposes Only
NAVIGATION AUTOMATIC DIRECTION FINDER (ADF)
A319/320/321 34-53
1
1
Figure 51 FRA US/E MK
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ADF CFDS BITE Menu Page: 86
A319/320/321 34-53
For Training Purposes Only
Lufthansa Technical Training
NAVIGATION AUTOMATIC DIRECTION FINDER (ADF)
Figure 52 FRA US/E MK
18.12.95
ADF CFDS BITE Test Page: 87
A319/320/321 34-53
BITE TEST INDICATION
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NAVIGATION AUTOMATIC DIRECTION FINDER (ADF)
FRA US/E MK
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NAVIGATION AUTOMATIC DIRECTION FINDER (ADF)
A319/320/321 34-53
1
ADF pointer (green)
2
ADF data (green)
3
ADF flag (red)
1
1 For Training Purposes Only
3
3
2
2
VOR/ADF Switches
Figure 53 FRA US/E MK
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ADF BITE Indication on ND Page: 89
A319/320/321 34-53
ACTIVATION OF THE FRONT PANEL TEST The front panel test can be activated in ground condition only by pushing the TEST pushbutton switch on the face of the receiver. S During the first 3 seconds, all LEDs on the face of the receiver are on. S During the next 3 seconds, all LEDs go off. S During the last 3 seconds (or until the TEST pushbutton switch is released) the green ADF LED is on (except if a fault has been detected during the test). The name, color and function of the three LEDs are as follows: S ADF (red) indicates that an internal fault is detected of the ADF Receiver S ADF (green) indicates that no internal fault is detected of the ADF Receiver S DATA IN (red) indicates that no control input is available (frequency).
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NAVIGATION AUTOMATIC DIRECTION FINDER (ADF)
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NAVIGATION AUTOMATIC DIRECTION FINDER (ADF)
A319/320/321 34-53
green red
For Training Purposes Only
red
Figure 54 FRA US/E MK
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ADF Front Panel Test Page: 91
A319/320/321 34-53
LOCATION
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NAVIGATION AUTOMATIC DIRECTION FINDER (ADF)
Figure 55 FRA US/E MK
18.12.95
ADF Location Receiver and Antenna Page: 92
A319/320/321 34-53
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NAVIGATION AUTOMATIC DIRECTION FINDER (ADF)
Figure 56 FRA US/E MK
18.12.95
ADF Location Control and Indication Page: 93
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NAVIGATION RADIO ALTIMETER
A319/320/321 34-42
34-42
RADIO ALTIMETER
DESCRIPTION General The LRRA system is a radio system, which determines the distance between the A/C and the terrain. The system is used during climb, approach and landing phase. The A320 uses two independent LRRA systems. Antenna Each transceiver works with one transmission and one reception antenna. Both antennas are identical. Inputs Each LGCIU sends discrete signals to the LRRA transceiver for internal BITE purposes. A function test inhibit signal from the EIU blocks the system test, when the associated engine is operating (engine 1 for system 1, engine 2 for system 2).
Users The LRRA data is sent to the GPWS for different warning activations. The FWCs receive LRRA information to create the altitude call-outs during approach and warnings in case of failure. (The TCAS Computer needs radio height to modify the trigger levels of traffic and collision warnings.) The FMGCs and ELACs use radio height for navigation and automatic flight purposes. The CFDIU is used to communicate with the internal BITE functions of the LRRA transceivers (tests only available on ground and engine off). Warnings and Flags A faulty LRRA system results in the following cockpit effects: S Flags on PFD (both systems fail and slats > 0_ ) S Master Caution Lights on the glareshield S Aural Warning (Single Chime) S NAV LRRA 1 (2,1+2) FAULT on the upper ECAM display.
For Training Purposes Only
Indication All DMC receives radio height data from both LRRA transceiver. In normal case, LRRA1 data is displayed on Capts PFD and LRRA2 data on F/Os PFD. If LRRA1 (2) fails, the PFD indication automatically switches over to the offside LRRA.
FAN Each transceiver is cooled by a associated fan. The fan is installed under the transceiver and receives power from the transceiver.
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NAVIGATION RADIO ALTIMETER
Figure 57 FRA US/E MK
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Radio Altimeter Block Diagram Page: 95
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NAVIGATION RADIO ALTIMETER
A319/320/321 34-42
INDICATION Normal Indication on PFD S Radio Altitude This indication is on the bottom of the attitude sphere for height less than or equal 2500 ft. The dimension and the color of the digits change in relation to the height (RA) and the decision height (DH) as follows: - 400 ft < RA < 2500 ft 3mm green - DH+100 ft < RA < 400 ft 4mm green - RA < DH+100 ft 4mm amber The resolution of the display is also a function of height: - RA > 50 ft 10 ft steps - 5 ft < RA < 50 FT 5 ft steps - RA < 5 ft 1 ft steps S Decision Height The DH value is shown on the right top corner of the PFD (FMA indication) as soon as the radio altimeter operates. The DH is entered on APP page of the MCDU and is transmit by the FMGCs if ILS approach is selected. When the radio height is lower then the DH, a amber DH warning message (flashing first, the steady) comes into view at the bottom of the attitude sphere. S Rising Runway Indication Below 300 ft, the height is shown by the distance between the horizon line and the limit of the sector 2. The limit of the sector 2 moves up as the aircraft is in the descent phase. The distance between these two lines is proportional to the ground height (sensitivity 5 ft/mm). As it moves up, the limit line erases the graduations on the pitch scale. S Red Ribbon When the aircraft is below 500 ft height, a red ribbon comes into view on the bottom and at the right of the altitude scale and moves up as the aircraft is in the descent phase. When the aircraft has touched the ground, the top of the ribbon is at the middle of the altitude window.
FRA US/E MK
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Flags and NCD Indication on PFD S Failure on one system, the valid system is automatically switched to both Capt and F/O PFDs. - On the upper ECAM display the warning message appears: NAV LRRA 1 (2) FAULT. S Failure of both systems, all information go out of view on both PFD. In slat extended configuration, a red RA warning message (flashing 3s, then remains on) appears in place of RA indication. - On the upper ECAM display the warning message appears: NAV LRRA 1+2 FAULT.
AUTOMATIC CALL OUTS (FWC) Altitude Call Outs Height 400 300 200 100 50 40 30 20 10 DH+100 DH
Call Out four hundred three hundred two hundred one hundred fifty forty thirty twenty ten hundred above minimum
If the time between two call outs is greater then 11 sec. (RH > 50 ft) or 4 sec. (RH < 50 ft), intermediate call outs are generated. Retard Announcement The retard-announcement is generated at: S 10 ft if Autothrust or one Autopilot in LAND S 20 ft, if no Autothrust or Autothrust and Autopilot not in LAND.
Page: 96
Lufthansa Technical Training
NAVIGATION RADIO ALTIMETER
A319/320/321 34-42
DH Indication
DH Indication and DH Alert RA Flag
Horizon line
Red Ribbon RA Indication
Rising Runway Indication
PERF
For Training Purposes Only
X 6R
Figure 58 FRA US/E MK
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Radio Altimeter Indication on PFD Page: 97
Lufthansa Technical Training
NAVIGATION RADIO ALTIMETER
A319/320/321 34-42 FAULT ISOLATION AND BITE
ECAM WARNING In case of LRRA1 (2) failure, the LRRA waring message ”NAV RA1 (2) FAULT” is shown on the upper ECAM display, the MASTER CAUTION comes on and the single chime sounds.
The different BITE menu selections are: S LAST LEG REPORT S PREVIOUS LEGS REPORT S LRU IDENTIFICATION S ARINC TEST S RAMP TEST Note: The tests are possible, if no inhibit signal form the EIUs are present.
For Training Purposes Only
Faults detected by the System and transferred to the CFDS causes the following messages displayed on the MCDU during BITE. RADIO ALTM 1(2) : S TRANSCEIVER The LRRA Transceiver is faulty. S RECEPTION ANTENNA The Reception Antenna or coaxial cable is faulty. S TRANSMISSION ANTENNA The Transmission Antenna or coaxial cable is faulty. S NO DATA FROM CFDIU No connection to the CFDS.
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NAVIGATION RADIO ALTIMETER
A319/320/321 34-42
Capt PFD
F/O PFD
ECAM Warning
EFIS System
EIU1
For Training Purposes Only
other Systems FMGC 1,2 ELAC 1,2 FWC 1,2 GPWS
ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ
EIU2 Test inhibit
LRRA 1
ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂÂÂ ÂÂÂ LRRA 2
CFDS
other Systems FMGC 1,2 ELAC 1,2 FWC 1,2
CFDS monitored
ÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂÂ Receive Antenna
Transmit Antenna
Figure 59 FRA US/E MK
18.12.95
ÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂÂ Receive Antenna
Transmit Antenna
Radio Altimeter BITE Schematic Page: 99
Lufthansa Technical Training For Training Purposes Only
NAVIGATION RADIO ALTIMETER
A319/320/321 34-42
1
1
Figure 60 FRA US/E MK
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Radio Altimeter CFDS BITE Menu Page: 100
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NAVIGATION RADIO ALTIMETER
Figure 61 FRA US/E MK
18.12.95
Radio Altimeter CFDS BITE Test Page: 101
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BITE TEST INDICATION
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NAVIGATION RADIO ALTIMETER
FRA US/E MK
18.12.95
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NAVIGATION RADIO ALTIMETER
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1
LRRA Indication
2
LRRA flag (LRRA 1+2 fail and Slats >0)
1 1 1
For Training Purposes Only
2
Figure 62 FRA US/E MK
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ACTIVATION OF THE FRONT PANEL TEST The front panel test can be activated by pushing the pushbutton switch on the face of the receiver, if the test inhibit discrete is not active. S the green SYSTEM OK LED comes on at the beginning of the test. It remains on until the TEST pushbutton switch is released, if no fault is detected. S the three red LEDs comes on when a fault is detected. In this case, they remain on until the TEST pushbutton switch is released: The name, color and function of the three LEDs are as follows: - the R/T UNIT LED indicates a transceiver fault - the ANT TX LED indicates a fault in the transmission antenna circuit. - the ANT RX LED indicates a fault in the reception antenna circuit. NOTE : The green LED remains on until the pushbutton switch on the face of the transceiver is released.
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NAVIGATION RADIO ALTIMETER
FRA US/E MK
18.12.95
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NAVIGATION RADIO ALTIMETER
Figure 63 FRA US/E MK
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Radio Altimeter Front Panel Test Page: 105
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LOCATION
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NAVIGATION RADIO ALTIMETER
Figure 64 FRA US/E MK
18.12.95
Radio Altimeter Location Transceiver and Antenna Page: 106
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NAVIGATION RADIO ALTIMETER
Figure 65 FRA US/E MK
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Radio Altimeter Location Control and Indication Page: 107
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NAVIGATION WEATHER RADAR
34-41
34-41
WEATHER RADAR
DESCRIPTION General The aircraft is equipped with an X-band weather radar system. This system complies with ARINC Characteristics 708. The weather radar enables detection and localization of the atmospheric disturbances in the area defined by the antenna scanning: plus or minus 90 deg. of aircraft centerline and up to 320 NM in front of the aircraft. In addition the weather radar system enables: S detection of turbulence areas caused by the presence of precipitations NOTE: THERE IS NO DETECTION OF TURBULENCE IN CLEAR SKY. S presentation of terrain mapping information by the combination of the orientation of the radar beam and of the receiver gain. Five color displays are used to show precipitations and turbulences to the crew. The weather radar system, consists of: S a transceiver S a single control unit S a single antenna drive S an antenna S a dual transceiver mounting tray with a wave guide switch.
For Training Purposes Only
A319/320/321
Indication The weather radar image is shown on the Captain and First Officer Navigation Displays (ND). The NDs are connected to the three Display Management Computers (DMC) and to the Captain and First Officer EFIS control sections of the FCU. Control Panel The control panel provides mode of operation, antenna tilt and gain information. Discretes enables the transceivers and activates the wave guide switch to connect the antenna to the transceiver.
FRA US/T WB 03.01.2001
Antenna The weather radar antenna is energized and monitored in azimuth and elevation by the transceiver. The radio frequency signals are exchanged between transceiver and the antenna via a wave guide. The antenna scans a 180_ sector in azimuth and has a tilt coverage of " 15_. Inputs The ADIRUs give the pitch and roll angles to ensure antenna stabilization and the ground speed for Doppler mode correction. ADIRU 1 supplies WX TXR 1. ADIRU 3 is automatic back up for the systems and can by manually activated via the ADIRS TXR switch. The EFIS control panels transmit the range selected on Capts and F/Os side in order to create two WX images. A signal from the wave guide switch activates the transceiver, when the wave guide is correctly connected to this transceiver. Each LGCIU sends discrete signals to the WX transceiver for internal BITE purposes. Users The CFDIU is used to communicate with the internal BITE functions of the WX-T ransceivers (tests only available on ground). NOTE:
IF THE ENHANCED GPWS IS OPERATIVE, THE WR IMAGE IS REPLACED BY THE TERRAIN IMAGE, ON THE CAPTAIN AND FIRST OFFICER NDS, DURING A TERRAIN ALERT OR A CREW ACTION.
Warnings and Flags A faulty WX system results in the following cockpit effects: S Flags or Fault-Messages on NDs S no WX-image on ND (depending on type of failure).
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NAVIGATION WEATHER RADAR
Figure 66 FRA US/T WB 03.01.2001
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NAVIGATION WEATHER RADAR
34-41 CONTROL Weather radar control unit The face of the weather radar control unit includes the following controls:
1 SYS ON/OFF switch This switch enables: S the activation of the transceiver S the suppression of the radar image on the NDs when these NDs are in the ARC or ROSE mode.
2 Mode selection
For Training Purposes Only
A319/320/321
S WX This mode corresponds to the normal operation in weather detection. The radar images are displayed on the NDs in four colors (black,green, yellow, red); their intensity corresponds to the strength of the return signal. S WX +T This mode corresponds to operation in weather and turbulence detections. All turbulent (within 50 NM) and non turbulent areas beyond 50 NM are displayed in the conventional black, green, yellow and red as in weather (WX) mode. S TURB This mode corresponds to operation in turbulence detection. Turbulence detection is limited to the first 50 NM regardless of the weather radar range selected and displayed. Turbulence areas are displayed on the NDs in magenta. S MAP This mode is only used for display of the ground map. A combination of transceiver gain, antenna position (TILT) and range selection enables the display of a larger area. If the image is too bright, due to too great reflection intensity, it can be dimmed by the GAIN potentiometer, item 4.
FRA US/T WB 03.01.2001
3 TILT control The TILT selector switch enables the variation of the antenna elevation angle in 1/4 deg. steps on a non-linear scale graduated in degrees, within a range of +15 deg. (UP) to -15 deg. (DOWN) in relation to a horizontal plane defined by the stabilization system. This antenna elevation angle is displayed in cyan in the R lower corner of the ND and progresses in steps of 0.25 degrees. If the antenna position is different from the TILT selector switch position, a red ANT failure warning message replaces the TILT indication in the R lower corner of the ND.
4 Gain control The GAIN potentiometer, item 4, is used to adjust the sensitivity of the receiver in WX, WX+T, TURB and MAP modes. The CAL gain position provides minimum gain setting and corresponds to the normal gain for operation. In this case, the radar system is aligned to give an accurate representation of rain levels corresponding to the real weather situation. The manual use of the GAIN potentiometer mainly allows to see as many precipitations as possible and in particular to view very light rain. In MAX position, the receiver sensitivity, the transmitter pulse width and the antenna beam width are increased. MAX gain is used for the same reasons as manual use and also to better display the leading edges of cells and to view patterns and characteristics of these cells. Therefore the GAIN potentiometer must be in the CAL position to determine the actual calibrated precipitation rate before taking an avoidance decision.
5 GND CLTR SPRS switch Activation of the ground clutter suppression switch in the WX mode reduces the intensity of the ground clutter.
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NAVIGATION WEATHER RADAR
A319/320/321 34-41
4
2
5
For Training Purposes Only
1
3
Figure 67 FRA US/T WB 03.01.2001
Weather Radar Control Panel Page: Page: 111
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NAVIGATION WEATHER RADAR
A319/320/321 34-41
EFIS control panel (on the FCU) Only the controls related to the selection and use of the radar image on the NDs are described. S A mode selector switch, item 1, made up of a rotary switch enables the selection of the ROSE or ARC function for display of a weather radar image on the CAPT and F/O NDs. S A scale selector switch, item 2, common to EFIS, FMGS and radar systems, enables the selection of 10, 20, 40, 80, 160 or 320 operation range in nautical miles (NM) for display of the weather radar image on the CAPT and F/O NDs. EFIS switching panels The CAPT and F/O EFIS switching panels which are connected to the CAPT and F/O NDs, include ND concentric potentiometers which enable the brightness adjustment of the image displayed on the NDs. The outer knob of each potentiometer controls the brightness of the radar image only, item 3.
Utilization of the EFIS control panels and EFIS switching panels
1 Mode selector switch This mode selector switch enables the image display on the corresponding ND whenever the ARC or ROSE mode is selected and the transceiver is supplied. In that case, the radar image is displayed in the background of the navigation image.
2 Scale selector switch This selector switch enables the display of the range selected for an optimum use of the radar image on the corresponding ND. For each of the following ranges: 10, 20, 40, 80, 160 and 320, four concentric range arcs are displayed respectively spaced 2.5, 5, 10, 20, 40 and 80 NM, when the mode selector switch is in the ARC position. Only 2 range arcs are displayed in the ROSE mode.
3 Radar image brightness control The ND outher potentiometer enables the adjustment of brightness and contrast of radar echoes in relation to the navigation image, which is superimposed. However, the adjustment range does not allow total extinction of the image. The OFF position of the potentiometer corresponds to the minimum brightness. The BRT position corresponds to the maximum brightness. A PHOTOELECTRIC CELL ASSOCIATED WITH EACH ND ALSO ADJUSTS IMAGE BRIGHTNESS AS A FUNCTION OF AMBIENT LIGHT VARIATIONS.
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NOTE:
FRA US/T WB 03.01.2001
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NAVIGATION WEATHER RADAR
Figure 68 FRA US/T WB 03.01.2001
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NAVIGATION WEATHER RADAR
34-41 INDICATION Normal Indication on ND The weather radar image is shown on the ND, when the EFIS mode selector is switched to a ROSE or the ARC mode. The image depends on range selection. The system shows the disturbance intensity through the use of colors which vary with the atmospheric precipitation rate. The disturbances are shown to the crew members on the NDs with different colors: S black, green, yellow, red to quantify the precipitation rates S magenta to represent the turbulence areas up to 50 NM.: PRECIPITATION RATE | COLOR OF ECHOES --------------------——— |----------------------———————— less than 0.76 mm/h | black from 0.76 to 3.81 mm/h | green from 3.81 to 12.7 mm/h | yellow from 12.7 to 50.8 mm/h | red ---------------------------------------------——————————
For Training Purposes Only
A319/320/321
| PRECIPITATION RATE | COLOR OF ECHOES —————————————————————————————————— Turbulence | 50.8 mm/h and above | magenta -----------------------------------------------------————— The actual operating range of the system is 320 NM. The peak power emitted is approximately 100 W. The antenna scans the 180 deg. sector in azimuth 15 times per minute. Additionally, the weather radar may be used as a navigation aid. In the mapping mode, it allows identification of major changes in the ground map: (e.g. a sea coast, an estuary, a lake, a mountain, an island, a big city, etc.). The brightness of the weather radar image is separately adjustable with a brightness control potentiometer. In the lower right corner, the antenna tilt is displayed in green. If the gain potentiometer is not in the AUTO position, MAN is displayed in green in front of the tilt indication.
FRA US/E Mk 18.12.95
Flags and NCD Indication on ND When the WX system fails, in the lower right corner a warning message comes into view and shows the faulty components. The tilt indication goes out of view. There are failures which result in the loss of the radar image (red warnings) and failures, which do not effect the radar image (amber warnings). If there is no range input, the radar image is lost and the WXR RNG message appears. Failures which result in the loss of the radar image. The corresponding messages are displayed in red S WXR R/T : indicates a failure of the weather radar transceiver S WXR ANT : indicates a failure of the weather radar antenna S WXR CTL : indicates a failure of the weather radar control unit S WXR RNG : indicates an error of comparison between the range from the EFIS control panel and the copy data received on the symbol generator via the radar data bus. Failures which do not affect the radar image. The corresponding messages are displayed in amber S WXR WEAK : indicates the loss of the transceiver calibration S WXR ATT : indicates an attitude failure from the ADIRU S WXR STAB : indicates the loss of the radar antenna stabilization S WXR TEST : indicates the selection of the radar TEST mode. NOTE:
IN CASE OF VENTILATION FAILURE OR WHEN THE BLOWER AND EXTRACT PUSHBUTTON SWITCHES ARE BOTH RELEASED, THE COLORED BACKGROUNDS OF THE WEATHER RADAR IMAGE DISAPPEAR.
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A319/320/321 34-41
Weather Image
WX-Mode Tilt Indication
Ground Image For Training Purposes Only
Fault Message Manual Gain Indication
-
MAP-Mode Figure 69 FRA US/E Mk 18.12.95
Weather Radar Indication on ND Page: Page: 115
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NAVIGATION WEATHER RADAR
A319/320/321 34-41
FAULT ISOLATION AND BITE The different BITE menu selections are: S LAST LEG REPORT S PREVIOUS LEGS REPORT S LRU IDENTIFICATION S TEST Faults detected by the Weather Radar System or the connected systems causes the following CFDS and/or BITE messages. S RADAR 1 TRANSCEIVER Failure of the Weather Radar Transceiver S RADAR 1 CONTROL UNIT Failure of the Weather Radar Control Unit S RADAR 1 ANTENNA Failure of the Weather Radar Antenna S RADAR 1 MOUNTING TRAY Failure of the Waveguide Switch S RADAR 1 NO DATA FROM ADIRU Loss of ADIRU Input Data S NO RADAR 1 DATA Loss of the Bus Output from Weather Radar Transceiver to the CFDIU S DMC 1: NO WXR 1 DATA Loss of WXR Data or Bus Fault S DMC 2: NO WXR 1 DATA Loss of WXR Data or Bus Fault S DMC 3: NO WXR 1 DATA Loss of WXR Data or Bus Fault
FRA US/T WB 03.01.2001
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NAVIGATION WEATHER RADAR
A319/320/321 34-41
Capt ND
F/O ND
EFIS System
ÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂ WXR Control
other Systems: -FCU (EFIS Ctrl Capt) (EFIS Ctrl F/O) ADIRU 1,3
WXR 1
CFDS
-ATT,HDG Transfer
For Training Purposes Only
WXR 2 MOUNT
WG
Antenna
Figure 70
FRA US/T WB 03.01.2001
ÂÂÂ ÂÂÂ
CFDS monitored
Weather Radar BITE Schematic Page: Page: 117
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NAVIGATION WEATHER RADAR
Figure 71 FRA US/T WB 03.01.2001
Weather Radar CFDS BITE Test Page: Page: 118
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NAVIGATION WEATHER RADAR
A319/320/321 34-41
BITE TEST The TEST mode becomes active when it is selected through the CFDS via MCDU 1 or 2. It enables an operational check of the main circuits which constitute the system. The transmission/reception channel is tested for less than one second, then a special test pattern is displayed on the NDs as long as TEST mode is active. Moreover the elevation and azimuth control circuits of the antenna drive are excited during the test period. The complete test period lasts 15 seconds approximately. When the TEST mode is activated: The antenna carries out an elevation scanning sequence from up to down positions (+ 15 deg., - 15 deg.) then an azimuth scanning sequence from right to left, then stabilizes at 0 deg, perpendicular to the aircraft centerline. It should be noted that: S the special test pattern, with TEST indication displayed in the R lower corner of the NDs, can only be displayed if no fault is detected S the antenna no longer responds to the stabilization signals from the ADIRU when the TEST mode is active. At the first ground supply, the antenna test sequence is performed independently of the TEST mode selection and SYS switch. The test image is not displayed on the ND. This antenna test sequence is the same as the Bite test sequence.
Figure 72 FRA US/T WB 03.01.2001
Weather Radar Test Pattern on ND Page: Page: 119
A319/320/321 34-41
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NAVIGATION WEATHER RADAR
Figure 73 FRA US/E Mk 18.12.95
Weather Radar Location Transceiver and Antenna Page: Page: 120
A319/320/321 34-41
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Lufthansa Technical Training
NAVIGATION WEATHER RADAR
Figure 74 FRA US/E Mk 18.12.95
Weather Radar Location Control and Indication Page: Page: 121
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NAVIGATION WEATHER RADAR AND PREDICTIVE WINDSHEAR SYSTEM (WXR/PWS)
34-41
34-41
WXR/PWS
DESCRIPTION General The aircraft is equipped with an X-band weather radar system with Predictive Windshear capability. The weather radar system enables: S detection and localization of the atmospheric disturbances in the area defined by the antenna scanning: plus or minus 90 deg. of aircraft centerline and up to 320NM in front of the aircraft, S detection of turbulence areas caused by the presence of precipitations up to a distance of 40NM, S presentation of terrain mapping information by the combination of the orientation of the radar beam and of the receiver gain, S detection of a microburst windshear event in the area defined by the antenna scanning: plus or minus 60 deg. S presentation of windshear events within an area plus or minus 30 deg. of aircraft centerline and up to 5NM in front of the aircraft. NOTE:
For Training Purposes Only
A319/320/321
A MICROBURST IS A COOL SHAFT OF AIR, LIKE A CYLINDER, BETWEEN 1000 AND 3000 FT. WHEN IT ENCOUNTERS THE GROUND (AIRFLOW VELOCITY FROM 40 TO 110 KTS) THE DOWNWARD MOVING AIRFLOW IS TRANSLATED TO A HORIZONTAL FLOW (FROM 80 TO 220 KTS), AT THE BASE OF THE AIR SHAFT. TWO TYPES OF MICROBURST EXIST, WET AND DRY. Five color displays are used to show precipitations, turbulence and ground mapping to the crew. The location of the windshear events is indicated by an icon (symbol consisting of alternating red and black arcs).
FRA US/T WB
03.01.2001
System Architecture The weather radar system is composed of items closely associated with its operation, such as peripherals supplying parameters, EFIS display units or maintenance functions. The weather radar image is shown on the CAPT and F/O Navigation Displays (ND).The NDs are connected to the three Display Management Computers (DMC) and to the CAPT and F/O EFIS control panels of the FCU. The weather radar and windshear detection image is shown on the Captain and First Officer Navigation Displays (ND) and the windshear warning is shown on Captain and First Officer Primary Flight Displays (PFD) and on the upper ECAM DU. The weather radar system consists of: S a transceiver, S a dual control unit, S a dual antenna drive, S an antenna, S a transceiver dual mounting tray with a wave guide switch. NOTE:
ONLY THE ANTENNA DRIVE OF THE WXR/PWS SYSTEM IS THE SAME AS THAT OF THE NORMAL WXR SYSTEM.
NOTE:
IF THE ENHANCED GPWS IS OPERATIVE, THE WR IMAGE IS REPLACED BY THE TERRAIN IMAGE ON THE NAVIGATION DISPLAYS, DURING A TERRAIN ALERT OR A CREW ACTION.
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NAVIGATION WEATHER RADAR AND PREDICTIVE WINDSHEAR SYSTEM (WXR/PWS)
Figure 75 FRA US/T WB
03.01.2001
WXR/PWS Block Diagram Page: 123
Lufthansa Technical Training
NAVIGATION WEATHER RADAR AND PREDICTIVE WINDSHEAR SYSTEM (WXR/PWS) Weather Radar Transceiver The receiver-transmitter is the heart of the WR/PWS, the additional necessary wiring and interfaces enable the weather radar transceiver to operate as a PWS (WR/PWS). The receiver-transmitter ensures the following functions: S generation of the very short intense pulses of microwave energy via an X-band wave guide to the antenna, and the processing of their echoes (radio frequency signals) to obtain the desired information, S the receiver signal is formatted into 1600-bit ARINC 453 words and sent to the DMCs, S acquisition of data from Radio Altimeters (RA1 and RA2) and other specific interfaces, S windshear event detection and generation of the appropriate signal, S BITE function the system. The radar transceiver is de-activated when the 1/OFF/2 switch on the weather radar control unit is set to the OFF position or by placing the mode selector switches on both EFIS control sections in any position other than ROSE or ARC (exception windshear function).
For Training Purposes Only
Weather Radar Control Unit The dual control unit generates a 32-bit (label 270) serial control word which describes the selected operating modes (1/OFF/2, WX, WX + T, TURB, MAP, GND CLTR SPRS, PWS). WR Antenna Drive The weather radar system has one dual antenna drive which is the interface of the transceiver to control and monitor the azimuth and elevation of the antenna. Weather Radar Antenna The antenna is used for transmitting and receiving radar radio frequency signals. Transceiver Dual Mounting Tray with a Wave Guide Switch It allows to install each transceiver on the aircraft rack and connects the activated transceiver to the wave guide. The wave guide switch is integral with the mounting tray. It ensures switching of the RF signal from the antenna to each transceiver. FRA US/T WB
03.01.2001
A319/320/321 34-41 Peripherals (Inputs) The transceiver receives digital serial data inputs from the components: S Radio Altimeter - The Radio Altimeter provides altitude information over two ARINC 429 bus inputs to the WR/PWS. This data is used for automatic activation of the windshear function. S Air Data Reference - true airspeed data and computed airspeed used for velocity calculations, - altitude data used for sensitivity time control (STC) calculations, - corrected altitude data used only when altitude data not available. S Inertial Reference - pitch and roll data for the stabilization and control of the antenna, - east/west velocity and north/south velocity used for velocity calculations, - ground speed used for velocity calculations, - track angle and drift angle used for velocity calculations, - true heading, - Magnetic heading. S Centralized Fault Display Interface Unit (CFDIU) S EFIS Control Section - The receiver/transmitter receives one bus from the CAPT EFIS control section and another one from the F/O EFIS control section. The transceiver receives the following discrete inputs: S Ground/flight signal and landing gear extended signal - is used to determine the identifying flight phase for BITE - Landing gear extended signal is used to determine transition from landing mode to takeoff mode to identify a GO AROUND condition. In this case the appropriate aural message is generated. S Qualifiers A and B signals - In order to activate automatically the windshear function, one of each qualifier A and one of each qualifier B have to be valid. S Windshear function enable signal - This discrete input provided by the WXR control unit through PWS/OFF/ AUTO switch enables the windshear function. Also transmitted to the DMCs which use it for the logic of windshear messages displayed. Page: 124
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NAVIGATION WEATHER RADAR AND PREDICTIVE WINDSHEAR SYSTEM (WXR/PWS)
Figure 76 FRA US/T WB
03.01.2001
WXR/PWS Data Acquisition Page: 125
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NAVIGATION WEATHER RADAR AND PREDICTIVE WINDSHEAR SYSTEM (WXR/PWS) Peripherals (Outputs) The transceiver provides the following outputs: Displays The WXR/PWS is connected to the DMCs by an ARINC 453 bus to transmit the weather radar data and windshear data on the data word. All the weather and windshear data received by the DMCs are processed to display weather radar image and windshear events by the Electromic Instrument System (EIS). S The Navigation Display (ND) provides the following indications: - weather radar image - windshear events location for advisory, caution or warning alert - windshear failures. S The Primary Flight Display (PFD) provides all visual alerts for caution or warning alert.
For Training Purposes Only
NOTE:
THE FLIGHT WARNING COMPUTERS (FWC) AND THE FDIU RECEIVE WR/PWS DATA THROUGH THE DMCS. THESE DATA ARE USED BY THE FWCS TO DISPLAY PWS FAILURE AND WINDSHEAR FUNCTION OFF.THE FDIU RECORDS THE WINDSHEAR ALERT AND FAILURE. Centralized Fault Display System (CFDIU) The WR/PWS is connected to the CFDS to transmit the following words: S label 354: LRU identification P/N and S/N (coded in ISO5), S label 356: fault message (coded in ISO5), S label 377: equipment identification. Audio Mixing Box An analog audio output allows to transmit the aural alert windshear (synthetic voice message) to an audio mixing box connected to loud speakers. Enhanced Ground Proximity Warning System (Enhanced GPWS) The Enhanced GPWS receives WR/PWS alerts from WXR1 Hazard bus to determine the alert priorities. Predictive Windshear alerts override a terrain display and revert to the WR display with the corresponding windshear data. The alert priorities between the WR/PWS and the Enhanced GPWS have been defined as follows:
FRA US/T WB
03.01.2001
A319/320/321 34-41 123456-
WR/PWS Warning, WR/PWS Caution, Terrain Warning, Terrain Caution, WR/PWS advisory (no audio), Terrain background (no audio).
Audio Inhibit Discrete Signals These discretes are used to indicate whether the aural alert output has to be active or not. S predictive windshear aural alerts (audio inhibit discrete input) are inhibited by the Reactive Windshear System and stall warning. S predictive windshear audio inhibit discrete output is used to inhibit other aural alerts generated by systems such as: Traffic Alert and Collision Avoidance System (TCAS) or Ground Proximity Warning System (GPWS) or other FWC warnings. This inhibition occurs each time there is a PWS aural alert. Pin Programming S audio level program pins set the audio output level of the synthetic voice (windshear aural alert). S SDI (Source Destination Identification Encoder) program pins encode the location of the WR/PWS unit on the aircraft. S qualifier polarity program pins: for both qualifiers, this pin program indicates the validity of the signal. S CFDIU interface program pins: when the second WR/PWS is installed on the aircraft, this program pin is activated. The WR/PWS can communicate with the CFDIU. S caution alert audio program: two program pins are provided to select the type of windshear caution aural alert. The MONITOR RADAR DISPLAY synthetic voice is generated instead of the chime. S windshear function enable program pins is used to activate the windshear function. S windshear function bite enable signal allows to send to CFDIU failure related to the predictive windshear function.
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NAVIGATION WEATHER RADAR AND PREDICTIVE WINDSHEAR SYSTEM (WXR/PWS)
Figure 77 FRA US/T WB
03.01.2001
WXR/PWS Block Diagram Page: 127
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NAVIGATION WEATHER RADAR AND PREDICTIVE WINDSHEAR SYSTEM (WXR/PWS)
34-41
CONTROLS AND INDICATING The various system controls are grouped on the weather radar control unit and on the EFIS control sections of the FCU. Weather radar control unit The face of the weather radar control unit includes the following controls:
1
A mode selector switch, which enables the selection of the WX, WX+T, TURB or MAP function.
2
A TILT selector switch, which enables the control of the antenna elevation. Antenna position is read in degrees, opposite the notch on the switch: - either from 0 to 15 deg. upwards (UP) - or from 0 to 15 deg. downwards (DN). In windshear mode, the tilt control is automatic in the WR/PWS for the scanning. However, the tilt displayed on ND is in accordance with the one selected on the radar control unit.
3
A GAIN potentiometer, which enables the manual adjustment of the transceiver gain. In the windshear position, the gain control is automatic in the WR/PWS for the scanning.
4 For Training Purposes Only
A319/320/321
A switch, with three stable positions 1/OFF/2, which enables the selection of the transceiver 1 or 2 and the deactivation of the transceivers.
6
A GND CLTR SPRS switch, which enables the selection of the ground clutter suppression (ON/OFF).
EFIS control section (on the FCU) In this part, the controls related to the selection of WX and W/S functions are described.
7
A mode selector switch, made up of a rotary switch enables the selection of the ROSE or ARC function for display of a weather radar image on the CAPT and F/O NDs. If neither ROSE or ARC mode is selected, the message W/S CHANGE MODE is shown on both NDs, if there is a windshear alert. The color depends on the W/S alert level.
8
A scale selector switch, common to EFIS, FMGS and radar systems, enables the selection of 10, 20, 40, 80, 160 or 320 operation range in nautical miles (NM) for display of the weather radar image on the CAPT and F/O NDs. Windshear information is presented in the 10 NM range only. If a windshear alert is generated but the selected range is greater than 10 NM, the message W/S: SET RNG 10 NM is shown on the NDs. The color depends on the W/S alert level. Lighting/LOUDSPEAKER control panel CAPT and F/O lighting/LOUDSPEAKER control panels 301VU and 500VU which are connected to CAPT and F/O NDs, include ND concentric potentiometers for adjusting the brightness of the image displayed on the NDs.
5
A PWS/AUTO/OFF switch, which enables the selection of the windshear function. In AUTO position, the windshear detection is automatic if altitude is lower than 2300 ft and qualifiers A and B are valid. This automatic operation can be inhibited when the switch is in the OFF position.
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9
The outer knob of each potentiometer controls the brightness of the radar image only.
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2
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9 1
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4
Figure 78 FRA US/T WB
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NAVIGATION WEATHER RADAR AND PREDICTIVE WINDSHEAR SYSTEM (WXR/PWS)
For Training Purposes Only
NOTE:
A319/320/321 34-41
WEATHER RADAR DATA DISPLAYED ON ND’S Indication on ND On the figure, the details A) and B) respectively correspond to the ARC and ROSE ND modes for which the display of the radar image is possible. Messages inform the crew of the tilt angle and gain selected on the weather radar control unit. Other messages indicate the failures which affect the operation of the radar system. All these messages are displayed in the R lower corner of each ND whenever a radar image is selected. Tilt information and gain selection are displayed on the ND when no failure warning message is generated, or when the TEST mode is not selected. The various failures which can affect the radar image are listed in decreasing order of importance. If several failures occur, only the most important one is displayed (Ref. details C) and D) on the figure). Two types of failures can affect the radar system: S Failures which result in the loss of the radar image The corresponding messages are displayed in red - WR : indicates a failure of the weather radar transceiver R/T - WR : indicates a failure of the weather radar antenna ANT - WR : indicates a failure of the weather radar control unit CTL - WR : indicates an error of comparison between the range RNG from the EFIS control section and the copy data received on the symbol generator via the radar data bus.
S Failures which do not affect the radar image The corresponding messages are displayed in amber - WR : indicates the loss of the transceiver calibration WEAK - WR : indicates an attitude failure from the ADIRU ATT - WR : indicates the loss of the radar antenna stabilization STAB - WR : indicates the selection of the radar TEST mode. TEST
IN CASE OF INSUFFICIENT AVIONICS VENTILATION, THE WEATHER RADAR IMAGE IS LOST IN ORDER TO PREVENT NDS OVERHEAT.
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NAVIGATION WEATHER RADAR AND PREDICTIVE WINDSHEAR SYSTEM (WXR/PWS)
Figure 79 FRA US/T WB
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WXR/PWS Weather Radar Indication on ND Page: 131
Lufthansa Technical Training For Training Purposes Only
NAVIGATION WEATHER RADAR AND PREDICTIVE WINDSHEAR SYSTEM (WXR/PWS)
A319/320/321 34-41
WINDSHEAR INFORMATION ON PFD AND ND Windshear indications The location of a windshear phenomenon is indicated to the crew by means of an icon superimposed on the radar image. This icon consists of alternating red and black arcs. For 10 NM range selection and above, yellow radial lines appear at the edges and start beyond the windshear event. These lines, superimposed on the radar image, continue to the edge of the display area to provide directional information for the event. The windshear data are always displayed even if the 1/OFF/2 selector switch on the radar control unit is set to OFF. The PWS/OFF/AUTO switch on the radar control unit has to be set to AUTO. Logic of scanning mode The antenna scan pattern varies depending on the mode of operation. S Weather radar scan pattern In weather radar mode, the antenna scans a 180 deg. in azimuth and has tilt (pitch) coverage of plus or minus 15 deg. Stabilization limits are plus or minus 25 deg. in the pitch axis and plus or minus 40 deg. in the roll axis. The antenna scans the zone 15 times per minute. Beam opening is 3.6 deg. in elevation and 3.5 deg. in azimuth. An antenna scanning is performed in 4 seconds, this causes the transmission of 720 data words to the data bus lines. When the two ranges selected on both EFIS control panels are identical, the radar images displayed on the NDs are refreshed every 4 seconds. On the contrary, when two different ranges are selected on the EFIS control panels, the images are refreshed every 8 seconds. S Weather and windshear scan pattern When the system is placed into alternate weather/windshear mode, the weather processing is operating during left-to-right scans and windshear processing is operating during right-to-left scans. In this case, the antenna scans only plus or minus 60 deg. But windshear the targets are displayed only in the area plus or minus 30 deg. from the aircraft centerline. An antenna scanning is performed in 3 seconds three other seconds are used to refresh data inside the CPU. FRA US/T WB
03.01.2001
Then, when the two ranges selected on both EFIS control panels are identical, the radar images displayed on the NDs are refreshed every 6 seconds. On the contrary, when two different ranges are selected on the EFIS control panels, the images are refreshed every 12 seconds. S Windshear scan pattern The windshear processing is operating during right-to-left scans and left-toright scans. The antenna scans only plus or minus 60 deg. The detected windshear targets are displayed only in the area plus or minus 30 deg. From the aircraft centerline. When the two ranges selected on both EFIs control panels are identical, the radar images displayed on the NDs are refreshed every 6 seconds. On the contrary, when two different ranges are selected on the EFIS control panels the images are refreshed every 12 seconds. NOTE:
FOR ROLL ANGLE EXCEEDING 28 DEG., THE WINDSHEAR DETECTION IS NOT ACTIVE.
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NAVIGATION WEATHER RADAR AND PREDICTIVE WINDSHEAR SYSTEM (WXR/PWS)
Figure 80 FRA US/T WB
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WXR/PWS Windshear Indications and Scanning Logic Page: 133
Lufthansa Technical Training For Training Purposes Only
NAVIGATION WEATHER RADAR AND PREDICTIVE WINDSHEAR SYSTEM (WXR/PWS) WINDSHEAR ALERT Alert Levels There are three alert levels defined in function of event seriousness and distance from the aircraft. The weather radar provides the crew with visual and aural warnings which vary in function of the level detected. Windshear warning alert (level 3) This alert corresponds to the most dangerous phenomenons. It is generated for windshear events detected within +/- 0.25 NM from the longitudinal axis of the aircraft and within +/- 30 deg. scan of the aircraft heading. On the ground, the maximum range is 3 NM. In flight, the maximum range is reduced to 1.5 NM. During takeoff, level 3 covers ranges from 0 to 1.5 NM, from 50 to 1200 ft Above Ground Level (AGL). During landing, this coverage is from 1.5 to 0.5 NM, from 370 to 50 ft. Range reduction is a linear function of altitude: at 370 ft, range is equal to 1.5 NM and reaches 0.5 NM at 50 ft. During takeoff, this warning is inhibited from the time the aircraft attains 100 kts and until it reaches 50 ft AGL. Level 3 warning is inhibited below 50 ft (in approach phase) and above 1200 ft. The windshear warning alert is announced by: S an aural warning message: GO AROUND WINDSHEAR AHEAD in approach or WINDSHEAR AHEAD, WINDSHEAR AHEAD at takeoff, generated by the radar synthesized voice. S a visual warning: red W/S AHEAD message on the PFD. Display priority on PFD is given to level 3. The computer has to determine whether the aircraft is taking-off or landing to generate the aural warning message ”GO AROUND, WINDSHEAR AHEAD” or ”WINDSHEAR AHEAD, WINDSHEAR AHEAD”. Transition between the aural warning messages is controlled by the GEAR UP discrete input.
FRA US/T WB
03.01.2001
A319/320/321 34-41 Windshear caution alert (level 2) This level covers the events detected in a region from 0 to 3 NM, within +/- 30 deg. of the aircraft heading but outside the windshear warning alert region (level 3). This caution alert is inhibited: S during takeoff, from the time the aircraft attains 100 kts and until it reaches 50 ft AGL, S during landing, below 50 ft AGL. There should be no windshear caution alert (level 2) above 1200 ft. The windshear caution alert is announced by: S an aural warning: MONITOR RADAR DISPLAY S a visual warning: amber W/S AHEAD message on the PFD. Windshear advisory alert (level 1) This level covers the events located within 5 NM from the aircraft, within +/- 30 deg. of the aircraft heading but outside the windshear warning and caution alert regions (levels 2 and 3). There should be no windshear advisory alert (level 1) above 1500 ft. No aural or visual warnings are provided for this advisory alert: only the windshear icon is superimposed on the radar image. The weather radar transmits the windshear alerts following their detection order. A maximum of 8 events can be transmitted. Therefore, alerts of different levels can be generated simultaneously.
ALERTS
PFD
Advisory (Level1)
ND
AURAL WARNING
windshear icon
Caution (Level 2)
W/S AHEAD (AMBER)
windshear icon
MONITOR RADAR DISPLAY
Warning (Level 3)
WINDSHEAR AHEAD (RED)
windshear icon
during takeoff: WINDSHEAR AHEAD WINDSHEAR AHEAD during landing: GO AROUND WINDSHEAR AHEAD
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NAVIGATION WEATHER RADAR AND PREDICTIVE WINDSHEAR SYSTEM (WXR/PWS)
Figure 81 FRA US/T WB
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WXR/PWS Alert Ranges and Alert Levels Page: 135
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NAVIGATION WEATHER RADAR AND PREDICTIVE WINDSHEAR SYSTEM (WXR/PWS)
A319/320/321 34-41
WINDSHEAR WARNING DISPLAYED Windshear flags on NDs When a windshear fault occurs, an amber PRED W/S message comes into view. The radar image remains available if this fault does not affect the radar modes or detection function. A detected fault is displayed when: S the aircraft is on the ground or the flap and slat control lever is in a position different from 0. S the windshear PWS/OFF/AUTO switch on the radar control unit is set to AUTO (the fault message is not displayed whent the switch is set to OFF). Warning display on Upper ECAM Display Unit A detected windshear fault is indicated by the following amber messages: S NAV: PRED. W/S DET FAULT on EWD. S PRED. W/S DET on SD INOP SYSTEM area. This message is associated to the indications presented on the NDs.
For Training Purposes Only
When the PWS/OFF/AUTO switch is set to OFF on the weather radar control unit, a green or amber PRED W/S OFF memo message is presented to the crew. The color of this message depends on the flight phases.
FRA US/T WB
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NAVIGATION WEATHER RADAR AND PREDICTIVE WINDSHEAR SYSTEM (WXR/PWS)
Figure 82 FRA US/T WB
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WXR/PWS Indication of Failure messages Page: 137
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NAVIGATION WEATHER RADAR AND PREDICTIVE WINDSHEAR SYSTEM
34-41
FAULT ISOLATION AND BITE General The BITE facilitates maintenance on in-service aircraft. It detects and identifies a failure related to the system. The BITE of the WR/PWS is situated in the radar transceiver and through two ARINC 429 low-speed buses (an input bus from the CFDIU and an output bus to the CFDIU). The BITE: S transmits permanently weather radar system status and its identification message to the CFDIU, S memorizes the failures which occurred during the last 63 flight legs, S monitors data inputs from the various peripherals (EFIS control section, ADIRUs, RAs), S transmits to the CFDIU the result of the tests performed and self-tests, S can communicate with the CFDIU through the MCDU menus. S acquires the general maintenance parameters (UTC, date, A/C ident...) and command codes from the CFDIU. Normal mode During the normal mode the BITE monitors cyclically the status of the WR/ PWS. It transmits its information to the CFDIU during the concerned flight. In case of fault detection the BITE stores the information in the fault memories. These items of information are transmitted to the CFDIU by an ARINC 429 message with label 356.
For Training Purposes Only
A319/320/321
Interactive mode The interactive mode can only be activated on the ground and through the line key adjacent to the RADAR 1 indication, presented on the SYSTEM REPORT/ TEST/NAV page of any MCDU. This mode enables communication between the CFDIU and the BITE of the weather radar transceiver by means of the MCDU. The interactive mode is composed of: S LAST LEG REPORT This report contains the fault messages related to the external or internal failures (class 1 and 2) recorded during the last flight leg. FRA US/T WB
03.01.2001
S PREVIOUS LEGS REPORT This report contains the fault messages related to the external or internal failures (class 1 and 2) recorded during the previous 63 flight legs. S LRU IDENTIFICATION Allows to display the P/N, the S/N and the SW/N of the equipment. S GND SCANNING Based on the monitoring and fault analysis during flight, provides information of the failures detected while using this function. The WR/PWS peripheral monitoring and internal cycle tests are used to detect transient failures. The peripheral monitoring and WR/PWS internal cyclic tests are used to detect transient failures. S TROUBLE SHOOTING DATA Provides correlation parameters and snapshot data concerning the failure displayed in the LAST LEG REPORT and PREVIOUS LEGS REPORT. S CLASS 3 FAULTS Allows to display the class 3 faults recorded during the last flight leg. S GROUND REPORT Allows to present the class 1, 2 or 3 internal failures detected on ground. These failures differ from those displayed on the LAST LEG REPORT and CLASS 3 FAULTS. By pressing the line key adjacent to the failure message, the operator is allowed to access to the corresponding Trouble Shooting Data. S TEST Allows a check of the correct operation of the WR/PWS on ground. This test can be performed through the CFDS by selecting on the MCDU the test function on the RADAR 1 main menu page. At the end of the BITE TEST, the test pattern comes into view.
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NAVIGATION WEATHER RADAR AND PREDICTIVE WINDSHEAR SYSTEM
Figure 83 FRA US/T WB
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WXR/PWS BITE Test (figure 1) Page: 139
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NAVIGATION WEATHER RADAR AND PREDICTIVE WINDSHEAR SYSTEM
Figure 84 FRA US/T WB
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WXR/PWS BITE Test (figure 2) Page: 140
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Lufthansa Technical Training
NAVIGATION WEATHER RADAR AND PREDICTIVE WINDSHEAR SYSTEM
Figure 85 FRA US/T WB
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WXR/PWS Component Location Page: 141
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NAVIGATION AIR TRAFFIC CONTROL (ATC)
34-52
34-52
ATC/MODE S
DESCRIPTION General The Air Traffic Control (ATC) system is based on the replies provided by the airborne transponders in response to interrogations from the ATC secondary radar. The ground ATC secondary radar uses technics which provide the air traffic control with information that cannot be acquired by the primary radar. This system enables to distinguish between aircraft and to maintain effective ground surveillance of the air traffic. The system provides the air traffic controllers with : S Mode A : transmission of aircraft identification or, S Mode C : transmission of aircraft barometric altitude or, S Mode S : aircraft selection and transmission of flight data for the ground surveillance. The mode S is fully compatible with the other modes, A and C. The mode S bas been designed as an evolutionary addition to the ATC system to provide the enhanced surveillance and communication capability required for air traffic control automation. NOTE:
For Training Purposes Only
A319/320/321
THE ATC/MODE S WILL BE ABLE TO PROVIDE THE TRAFFIC COLLISION AVOIDANCE SYSTEM (TCAS) WITH THE AIRCRAFT ADDRESS. The interrogation frequency is 1030 MHz. The reply frequency is 1090 MHz. An airborne transponder provides coded reply signals in response to interrogation signals from the ground secondary radar and from aircraft which will be eventually equipped with the TCAS. This ground interrogation is transmitted in the form of pair of pulses P1 and P3 for the mode A or C and in the form of pulses P1, P3 and P4 for the mode S. The A320 uses two independent ATC Mode S systems. The Control Panel is common for both ATC transponders.
Control Panel The control panel is used to activate one of the two transponders and for mode switching. It transmits the ATC code and the ident pushbutton activation to the active transponder. The TCAS computer is controlled through the active transponder by the ATC/TCAS control panel. Antenna Each transponder works with a TOP and a BOTTOM antenna. The system receive signals from both antennas. Replies are transmitted to the antenna with the strongest receive level. A squitter (ATC mode S address) is transmitted alternatively by TOP and BOTTOM antenna for TCAS purpose. A suppression signal is transmitted by the ATC transponder each time when in transmission mode to inhibit other systems working in same frequency range (DME, TCAS) and to prevent simultaneous transmission. Inputs The ADIRUs provide baro altitude to the associated transponder for transmission to a ATC ground station or to other TCAS equipped aircraft. ADIRU 1 supplies ATC 1, ADIRU 2 supplies ATC 2. ADIRU 3 is a back up and will be used according to the AIR DATA switch status. The FMGC provide flight identification. This data will be transmitted to an ATC ground station after a mode S interrogation. Each LGCIU sends a discrete signal to the ATC control panel which is used for transponder activation and for internal BITE purposes. The TCAS computer transmits data to the ATC transponder to reply to a mode S interrogation and coordination messages during a coordinated resolution advisory (RA). Users The CFDIU is used to communicate with the internal BITE functions of the ATC transponders. The operative ATC transponder transmits data to the TCAS such as baro altitude, TCAS operation mode from the control panel, TCAS BROADCAST MESSAGE received, coordination messages during a corrective resolution advisory (RA) and max. A/S capability of the own aircraft. Warnings and Flags ATC FAIL indicator light (control panel) which indicates transponder failure.
FRA US/E MK 18.12.95
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NAVIGATION AIR TRAFFIC CONTROL (ATC)
A319/320/321 34-52
ICAO Addr. (Mode S Addr.)
For Training Purposes Only
ICAO Addr. (Mode S Addr.)
Figure 86 FRA US/E MK 18.12.95
ATC System Schematic Page: Page: 143
Lufthansa Technical Training
NAVIGATION AIR TRAFFIC CONTROL (ATC)
A319/320/321 34-52
CONTROL 1 ATC mode of operation The mode of operation of the transponder is selected by a switch with three positions STBY, AUTO, ON. S STBY mode When the transponder is in standby it does not transmit either squitters or replies to ground station or other aircraft interrogations. S AUTO mode In flight, the aircraft operates as in the ON mode : all its functions are active. When the aircraft touches down, the landing gear ground/flight relay disables the Mode A and C replies of the selected transponder from ground station interrogations. S ON mode The Mode S transponder operates permanently, both in flight and on the ground. It periodically transmits squitters (at 1 second intervals) to be detected by other aircraft and replies to their interrogations and those from ground stations. This function permits, on ground, to override the inhibition of replies from interrogations in Mode A or C. It is used by the air traffic controller to check the correct operation of the aircraft Mode A or C transponder prior to takeoff.
4 IDENT pushbutton switch On ground station request, an addition pulse must be included in the Mode A and Mode C replies transmitted by the transponder to enable a more precise location. This operation is performed by pressing the IDENT pushbutton switch on the control unit.
5 XPDR Fault Light The Fault light illuminates,if the selected transponder is fail.
6 ALT Reporting Switch The ALT RPTG switch inhibits altitude information when in the OFF position.
2 Selection of SYS 1/2 active transponder
For Training Purposes Only
The SYS 1/2 switch permits selection of the active transponder. The non-selected transponder is placed in standby.
3 Identification code in Mode A The Mode S transponder also replies to Mode A interrogations from ground stations. Nine numeric keys permit the pilot to set the Mode A octal code assigned to the aircraft by the ATC ground station controller and included in the transmitted replies. A window on the control unit displays this code permanently as long as the content of the digital output message complies with the displayed data.
FRA US/E MK 18.12.95
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NAVIGATION AIR TRAFFIC CONTROL (ATC)
A319/320/321 34-52
5
1
6
3
2
4 Figure 87
FRA US/E MK 18.12.95
3
ATC Control Panel Page: Page: 145
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NAVIGATION AIR TRAFFIC CONTROL (ATC)
A319/320/321 34-52
FAULT ISOLATION AND BITE The different BITE menu selections are: S LAST LEG REPORT S PREVIOUS LEGS REPORT S LRU IDENTIFICATION S TEST
For Training Purposes Only
Faults detected by the System and transferred to the CFDS causes the following messages displayed on the MCDU during BITE. ATC 1(2) : S NO DATA FROM CONTROL SOURCE There is no correct data input from the Control Panel to the ATC Transponder. S NO DATA FROM ADIRU There is no correct data input from the ADIRU1 (2) to the ATC Transponder. S TRANSPONDER The ATC Transponder is faulty. S NO DATA FROM CFDIU No connection to the CFDS. S ANTENNA BOT The Bottom Antenna or the coaxial cable is faulty. S ANTENNA TOP The Top Antenna or the coaxial cable is faulty.
FRA US/E MK 18.12.95
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NAVIGATION AIR TRAFFIC CONTROL (ATC)
A319/320/321 34-52
ÂÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂÂ ATC Control
For Training Purposes Only
other Systems: ADIRU 1,3 (FMGC 1)
ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ
TCAS
ATC 1
ATC 2
CFDS
ÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂÂ Top Antenna
Bottom Antenna
Figure 88 FRA US/E MK 18.12.95
ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂ ÂÂÂ ÂÂÂ ÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂÂ
other Systems: ADIRU 2,3 (FMGC 2)
CFDS monitored
Top Antenna
Bottom Antenna
ATC BITE Schematic Page: Page: 147
Lufthansa Technical Training For Training Purposes Only
NAVIGATION AIR TRAFFIC CONTROL (ATC)
A319/320/321 34-52
1
1
Figure 89 FRA US/E MK 18.12.95
ATC CFDS BITE Menu Page: Page: 148
A319/320/321 34-52
For Training Purposes Only
Lufthansa Technical Training
NAVIGATION AIR TRAFFIC CONTROL (ATC)
Figure 90 FRA US/E MK 18.12.95
ATC CFDS BITE Test Page: Page: 149
A319/320/321 34-52
ACTIVATION OF THE FRONT PANEL TEST The front panel test can be activated in ground condition only by pushing the TEST pushbutton switch on the face of the transponder. S During the first 3 seconds, all LEDs on the face of the transponder are on. S During the next 3 seconds, all LEDs go off. S During the last 3 seconds (or until the TEST pushbutton switch is released) the green TPR LED is on (except if a fault has been detected during the test). The name, color and function of the three LEDs are as follows: S TPR (red) indicates that an internal fault is detected of the transponder S TPR (green) indicates that no internal fault is detected of the transponder S ALT (red) indicates that no altitude data input is available S DATA IN (red) indicates that no control panel input is available (same as CTL) S ANT TOP (red) indicates that a upper antenna or associated circuitry fault is detected (same as UPPER ANT) S ANT BOT (red) indicates that a lower antenna or associated circuitry fault is detected (same as LOWER ANT ) S TCAS (red) indicates that the TCAS System connection is not available (if installed) S MAINTENANCE (red) indicates that the CFDIU System connection is not available.
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NAVIGATION AIR TRAFFIC CONTROL (ATC)
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NAVIGATION AIR TRAFFIC CONTROL (ATC)
Figure 91 FRA US/E MK 18.12.95
ATC Front Panel Test Page: Page: 151
A319/320/321 34-52
LOCATION
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NAVIGATION AIR TRAFFIC CONTROL (ATC)
Figure 92 FRA US/E MK 18.12.95
ATC Location Transponder and Antenna Page: Page: 152
A319/320/321 34-52
For Training Purposes Only
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NAVIGATION AIR TRAFFIC CONTROL (ATC)
Figure 93 FRA US/E MK 18.12.95
ATC Location Control and Indication Page: Page: 153
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NAVIGATION TRAFFIC COLLISION AVOIDANCE SYS. (TCAS)
34-43
TCAS
DESCRIPTION General The TCAS II (Traffic Collision Avoidance System) is a system whose function is to detect and display aircraft in the immediate vicinity and to provide the flight crew with indications to avoid these intruders by changing the flight path in the vertical plane only. The TCAS periodically interrogates their transponders, computes their trajectories and constantly determines their potential threat. When an aircraft is airborne, its TCAS periodically transmits interrogation signals for all ATC mode A/C and Mode S transponder-equipped aircraft in the vicinity. These interrogations are received by the ATC ground stations and by the transponders of the other aircraft. In response to these interrogations, the transponders of nearby aircraft return signals containing their altitude value. The TCAS computes the range between the two aircraft by measuring the elapsed time between transmission of the interrogation and reception of the reply. The altitude, altitude rate, range and range rate are determined by a periodic tracking of these exchanges and the data are used for intruder threat assessment. Visual and aural advisories are supplied by the TCAS computer whenever assessment of the relative position of two aircraft reveals a potential collision hazard.
For Training Purposes Only
Control Panel The Control Panel is used to activate the operating and display mode of the TCAS system. This information is transmitted across the active ATC system. Antenna The TCAS system works with a TOP and a BOTTOM antenna. The antennas are used for transmission and reception. The antenna consist of four independent elements. Based on a comparison of signal phases received by the four independent elements or on a phase shifting transmission it is possible to get a directional antenna characteristics. The system activates the TOP and BOTTOM antenna alternatively. Inputs The ADIRU 1 transmits aircraft attitude and heading for ND display calculation.
FRA US/E MK 21.2.96
A319/320/321 34-43 The LRRAs provides radio altitude for system activation and sensitivity modulation (sensitivity level). One LRRA signal is active, the other is standby. The LGCIU 1 sends Air/Gnd and LDG extend information for TCAS mode control and for internal BITE purposes. The active ATC transponder transmits control panel data and baro altitude for TCAS mode control and sensitivity modulation. Discrete signals from the FWCs and the GPWS are used for the inhibition of certain advisories by equipment with higher priority than TCAS. This is also possible by pressing the Master Warning pushbutton. Indication All DMCs receives TCAS data to display them on Capts PFD, ND and on F/Os PFD, ND. The NDs displays the bearing and relative height of aircraft in the immediate vicinity (< 40NM). The PFDs shows the necessary V/S to reach sufficient vertical separation in case of a resolution advisory (red and green sectors). Warnings and advisories are accompanied by synthesized voice announcements via the Cockpit loudspeakers. Users The ATC mode S transponder gets TCAS status information and RA calculation data for transmission to other TCAS equipped aircraft or mode S ground stations. The FWCs receive TCAS status data to create ECAM warnings in case of failure. The CFDIU is used to communicate with the internal BITE functions of the TCAS computer (tests only available on ground). Warnings and Flags A faulty TCAS system results in the following cockpit effects: S Flags on PFD and ND S Master Caution Lights on glareshield S Aural Warning (Single Chime) S NAV TCAS FAULT on the upper ECAM display.
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NAVIGATION TRAFFIC COLLISION AVOIDANCE SYS. (TCAS)
Figure 94 FRA US/E MK 21.2.96
TCAS Block Diagram Page: 155
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NAVIGATION TRAFFIC COLLISION AVOIDANCE SYS. (TCAS)
A319/320/321 34-43
CONTROL ATC/TCAS Control Unit Operational Use The TCAS is a cooperative system whose operating mode is very close to the ATC Mode S transponder associated to it. The main controls are thus grouped on the ATC/TCAS control unit and the traffic and conflict resolution information is presented on the EFIS displays. The manual operating modes of the TCAS are selected via the ATC/TCAS control unit. TCAS modes of operation The TCAS mode of operation is selected by means of a switch with three positions: STBY, TA, TA/RA. S STBY mode In the STBY Mode, the advisory generation and surveillance functions are inhibited. No TCAS information can be displayed on the PFDs and NDs. The green TCAS STBY message is displayed in the memo section of the EWD. S TA mode In this mode, intruders are displayed on the ND according to their position in the airspace. The TCAS does not generate any vertival orders. The RA type intruder symbols are converted into TA type symbols. The TA ONLY message is displayed in white on the ND at the bottom. S TA/RA mode The TCAS performs all TA mode functions and also issues preventive or corrective resolution advisories, represented in the form of colored sectors along the vertical speed scale on the PFD. The sensitivity level is determined automatically in function of altitude.
FRA US/E MK 21.2.96
TCAS modes of indication The TCAS mode of indication is selected by means of a switch with 4 positions: THRT, ALL, ABV, BLW. S THRT Proximate and other intruders are displayed on the ND only, if a TA (Traffic Advisory) or RA (Resolution Advisory) is present, and they are within 2700 feet above and 2700 feet below the aircraft. S ALL In this mode, all intruders are displayed on the ND according to their position in the airspace. The altitude range is -2700 feet to +2700 feet. S ABV and BLW modes This selection controls the above and below vertical altitude for traffic advisory: -ABV : altitude range is set to 9900 ft above the aircraft and 2700 ft below -BL W: altitude range is set to 9900 ft below the aircraft and 2700 ft above.
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NAVIGATION TRAFFIC COLLISION AVOIDANCE SYS. (TCAS)
2 TCAS Display Switch 1 TCAS Mode Switch Figure 95 FRA US/E MK 21.2.96
TCAS Control Panel Page: 157
Lufthansa Technical Training For Training Purposes Only
NAVIGATION TRAFFIC COLLISION AVOIDANCE SYS. (TCAS)
A319/320/321 34-43
INDICATION Normal Indication on PFD A TCAS indication appears on PFD only in case of a resolution advisory (RA). So the system must be active and switched to TA/RA mode. If a RA is initiated, red and/or green sectors are shown on the vertical speed scale of the PFD. There are two different types of RAs: S Preventive resolution advisory In this case, the advisory instructs the pilot to avoid certain deviations from current vertical speed rate to avoid a risk of collision. On the PFD vertical speed scales the forbidden values are indicated by red sectors. S Corrective resolution advisory In this case, the advisory instructs the pilot to change current flightpath (vertical plan only) to avoid a collision. On the vertical speed scale of the PFD, colored sectors indicate avoidance maneuvers to be performed: - red sector -> forbidden vertical speed (v/s) - green ”fly to” sector -> a v/s range to be respected
Fail Indication on PFD If the TCAS system fails, a red TCAS message (flashing 9s, the steady) comes into view to the left of the vertical speed scale on the PFD and no advisories can be displayed. In case of vertical speed fail, the RAs (red and/or green sectors) are displayed without a reference to a vertical speed scale to inform the crew about the necessary action (climb or descend).
Aural Alerts Trajectory correction or holding visual orders are accompanied by synthesized voice announcements. These announcements are generated by the TCAS computer. S Preventive resolution advisory ” monitor vertical speed, monitor vertical speed ” S Corrective resolution advisory depending on situation (climb or descend): ” climb, climb, climb ” ” climb, crossing climb, climb, crossing climb ” ” reduce climb, reduce climb ” ” increase climb, increase climb ” ” climb, climb now, climb, climb now ” If separation is achieved and situation is save, the following announcement is generated: ” clear of conflict ”
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NAVIGATION TRAFFIC COLLISION AVOIDANCE SYS. (TCAS)
A319/320/321 34-43
Corrective RA
FLY TO Vertical Speed Sector (green)
Preventive RA
Fail Indication
FORBITTEN Vertical Speed Sector (red)
FORBITTEN Vertical Speed Sector (red)
Corrective RA with V/S Fail
For Training Purposes Only
FLY TO Vertical Speed Sector (green) TCAS Flag (red) FORBITTEN Vertical Speed Sector (red)
Figure 96 FRA US/E MK 21.2.96
TCAS Indication on PFD Page: 159
Lufthansa Technical Training For Training Purposes Only
NAVIGATION TRAFFIC COLLISION AVOIDANCE SYS. (TCAS) Normal Indication on ND A TCAS indication on ND appears, when: S the TCAS mode switch is in TA or TA/RA mode, and S the ALT RPTG switch is ON, and S the ATC transponder is not in STBY, and S a ROSE or the ARC mode is selected on EFIS control panel. The aircrafts present in the surveillance zone are represented by symbols whose shape and color correspond to the type of intruder defined in the TCAS: S Other Traffic -> white diamond (7mm) no collision threat S Proximate Traffic -> white filled diamond (7mm) no collision threat; intruder in vicinity to A/C (closer than 6 NM in lateral and +- 1200 ft in vertical direction) S Traffic Advisory -> amber filled circle (5mm) potential collision threat; time to intercept appr. 40 s S Resolution Advisory -> red filled square (5mm) real collision threat; time to intercept appr. 25 s The symbols are positioned on the ND so as to depict their relative bearing and range. Data tags are associated with intruders. These tags consist of: S two digits indicating their relative altitude in hundreds of feet S a symbol indicating whether the intruder is above (+) or below (-) the aircraft. S an arrow to the right of the symbol indicates the vertical trend of the aircraft (v/s > "500ft/min). These indications are only present for the 10, 20 and 40 NM range selection. If a TA or RA type intruder is detected at wrong range or mode selection, messages come into view on the ND. If the range is 20 or 10 NM, a white range ring with markings at each of the twelve clock positions is placed around the own aircraft symbol at a radius of 2.5 NM. Only the 8 most threatening intruders are displayed.
FRA US/E MK 21.2.96
A319/320/321 34-43 No Bearing Indication on ND Without bearing acquisition, the intruder characteristics are displayed on the bottom of the NDs (range, relative altitude, v/s tendency). Only the two most threatening intruders are displayed. The most dangerous is displayed on the left side. If the intruder becomes a potential threat, the characteristics is displayed in amber (TA) or in red (RA). Advisory messages S If a TA or RA intruder is detected and the display range is greater then 40 NM, the following message comes into view at the center of the ND, in red for RA and in amber for TA: TCAS : REDUCE RANGE S If a TA or RA intruder is detected and the display is in PLAN mode, the following message comes into view at the center of the ND, in red for RA and in amber for TA: TCAS : CHANGE MODE Status messages S If the TCAS is in TA mode, the following message comes into view at the bottom of the ND to indicate, that no RA are possible: TA ONLY Fault Indication on ND If the TCAS system fails, a red TCAS message (flashing 9s, the steady) comes into view at the bottom of the NDs.
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NAVIGATION TRAFFIC COLLISION AVOIDANCE SYS. (TCAS)
A319/320/321 34-43
Advisory Messages: TCAS: CHANGE MODE (amber or red) TCAS: REDUCE RANGE (amber or red)
Other Traffic (white)
Message Window Status Messages:
For Training Purposes Only
Proximate Traffic (white) Traffic Advisory (amber) Resolution Advisory (red)
Figure 97 FRA US/E MK 21.2.96
TA ONLY (white, Crew activated) TA ONLY (amber, ATC activated) TCAS
(red)
TCAS Flag
No Bearing Indication 10.3NM+10
12.4NM-09
TCAS Indication on ND Page: 161
Lufthansa Technical Training For Training Purposes Only
NAVIGATION TRAFFIC COLLISION AVOIDANCE SYS. (TCAS)
A319/320/321 34-43
SENSITIVITY LEVELS The notion of sensitivity level is very important in the TCAS as many of the operating modes depend on it. The TCAS separates the surrounding airspace into altitude layers. A different Sensitivity Level (SL) threshold for issuing advisories is applied to each altitude layer. The sensitivity level is decreased at low altitude to prevent unnecessary advisories in higher traffic densities such as terminal areas. Generally, the level is determined automatically by the TCAS in function of: S altitude values from the radio altimeter up to 2500 ft AGL S barometric altitude values in the 2500 ft to 36,000 ft range. Time to intercept (TAU) values corresponding to each sensitivity level indicate the TA and RA thresholds. The vertical separation thresholds at closest point of approach (CPA) also vary in function of the sensitivity level for the different types of advisory. The following table summarizes these data: --------------------------------------------------------------------I I TAU thresholds I Vertical separation I I I I thresholds I -----------------------------I-----------------I---------------------I I Source I Altitude I SL TA RA I S0 S1 S2 I I Altitude I I I TA RA RA I I I I I prev cor I I I I (sec) (sec) I (ft) (ft) (ft) I I--------------------------------------------------------------------I I Radio Alt Iless than 500 I 2 20 I 1200 I I Radio Alt I 500-2500 I 4 35 20 I 1200 750 400 I I Baro I 2500-10000 I 5 40 25 I 1200 750 400 I I Baro I 10000-20000 I 6 45 30 I 1200 750 500 I I Baro I 20000-30000 I 7 45 35 I 1200 850 640 I I Baro Imore than 30000I 7 48 35 I 1200 950 750 I I--------------------------------------------------------------------I
S the ATC Mode S equipped ground stations may modify the sensitivity level of the aircraft TCAS via the uplink without, however, having the capability to force the Standby Mode. If several ground stations command sensitivity levels, the TCAS logic selects the lowest level. Definition of priority logic: First a sensitivity level based on altitude is selected. Level 2 is selected if the radio altimeter altitude is less than 500 ft. Level 2 is also selected if own aircraft is configured such that both CLIMB and DESCEND RAs are inhibited (e.g., below 1000 ft AGL with insufficient climb performance). Level 4 is selected if the aircraft is above 500 ft and below 2500 ft AGL. Level 4 is the least sensitive of the levels selected automatically by the TCAS ; in fact in this altitude layer, the numerous inhibitions reduce the appearance of RA. If the aircraft is above 2500 ft AGL, barometric altitude is used to select either level 5 (below 10,000 ft), 6 (from 10,000 to 20,000 ft), and 7 (above 20,000 ft). ATC/TCAS control unit input is read by the TCAS computer. If the pilot has selected Automatic Mode (TA/RA), then the altitude-based sensitivity level will be used in comparisons to determine the final level. From all sensitivity level commands, if any, received from ground stations, the lowest is selected. If the TA ONLY mode is selected, either manually via the control unit or by a ground station, the altitude-based sensitivity level is used for TA thresholds and the RAs are inhibited. Otherwise, the lowest of all inputs is chosen.
Level 1 corresponds to Standby Mode in which no advisory is generated and Level 3 is reserved for the future TCAS III which will have the capability to generate horizontal maneuver advisories. There are two other means of modifying the sensitivity level: S selecting TA only mode on the ATC/TCAS control unit forces level 2. In this case, intruders of all types are displayed but will not be transformed into RA symbols and no vertical speed modification indications will be issued. FRA US/E MK 21.2.96
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NAVIGATION TRAFFIC COLLISION AVOIDANCE SYS. (TCAS)
Figure 98 FRA US/E MK 21.2.96
TCAS Sensitifity Levels Page: 163
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NAVIGATION TRAFFIC COLLISION AVOIDANCE SYS. (TCAS)
A319/320/321 34-43
ECAM WARNING In case of TCAS failure, the TCAS warning message ”NAV TCAS FAULT” is shown on the upper ECAM display, the MASTER CAUTION comes on and the single chime sounds.
FAULT ISOLATION AND BITE The different BITE menu selections are: S LAST LEG REPORT S PREVIOUS LEGS REPORT S LRU IDENTIFICATION S GND SCANNING S CLASS 3 FAULTS S TEST S GROUND REPORT
Faults detected by the system and transferred to the CFDIU causes the following messages displayed on the MCDU during BITE. Internal Faults S TCAS (1SG) The TCAS computer is faulty. S TCAS TOP ANTENNA (7SG1) The TOP antenna is faulty. S TCAS TOP ANTENNA (7SG1) COAXIAL JX The TOP antenna segment X or coaxial connection or cable is faulty. S TCAS BOT ANTENNA (7SG2) The BOT antenna is faulty. S TCAS BOT ANTENNA (7SG2) COAXIAL JX The BOT antenna segment X or coaxial connection or cable is faulty.
For Training Purposes Only
External Faults S RA X (1SAX) / TCAS (1SG) No connection to the LRRA X. S ATC X (1SHX) / TCAS (1SG) No connection to the ATC X system. S ADIRU1 (1FP1) / TCAS (1SG) No connection to the ADIRU 1 system. S ATC-TCAS CTL PNL (3SH) / TCAS (1SG) No data from control panel. S CFDIU (1TW) / TCAS (1SG) No connection to the CFDIU. S POWER SUPPLY INTERRUPT A power supply interrupt has occurred.
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Capt Loudspeaker
Capt PFD
A319/320/321 34-43
Capt ND
F/O ND
ECAM
F/O PFD
F/O Loudspeaker
Warning
EFIS System
CFDIU other Systems LRRA 1,2 ADIRU 1
ÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂ
other Systems FWC 1,2
TCAS
ATC 1
ÂÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂÂ
For Training Purposes Only
Top Antenna
Bottom Antenna
Audio
ATC 2
ÂÂÂ ÂÂÂ
CFDIU monitored
ATC/TCAS Control
Figure 99 FRA US/E MK 21.2.96
TCAS BITE Schematic Page: 165
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NAVIGATION TRAFFIC COLLISION AVOIDANCE SYS. (TCAS)
A319/320/321 34-43
For Training Purposes Only
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A319/320/321 34-43 A
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NAVIGATION TRAFFIC COLLISION AVOIDANCE SYS. (TCAS)
A
Figure 100 FRA US/E MK 21.2.96
TCAS CFDIU Test Procedure Page: 167
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NAVIGATION TRAFFIC COLLISION AVOIDANCE SYS. (TCAS) Self Test A quick check of the correct operation of the TCAS installation can be performed by activating the TEST function : S either by pressing the pushbutton switch on the front of the TCAS computer S or through the CFDIU by applying the procedure TCAS Functional Test on the Multipurpose Control and Display Unit (MCDU). The self-test sequence checks the main functions of the computer and transmits to the displays: S resolution advisory characteristics (0 ft/min advisory, up corrective advisory, don’t descend, don’t climb > 2000 ft/min, rate to maintain). S four intruder data according to the following table:
A319/320/321 34-43 Failure indication At the end of the test sequence the system generates a synthesized voice message: S TCAS SYSTEM TEST OK if the system operates correctly or S TCAS SYSTEM TEST FAIL if an anomaly has been detected.
For Training Purposes Only
------------------------------------------------------------------------I INTRUDER I TYPE I RANGE I REL ALT I BEARING I VERTICAL RATE I I I I (NM) I (FEET) I (DEG) I I ------------------------------------------------------------------------I 1 I RA I 2.00 I +200 I +90 I no vertical rate I I 2 I TA I 2.00 I -200 I -90 I climbing I I 3 I PROX I 3.625 I -1000 I +33.75 I descending I I 4 I OTHER I 3.625 I +1000 I -33.75 I no vertical rate I -------------------------------------------------------------------------
ND image The ND must display the images corresponding to the four types of intruders : Other, Proximate, TA and RA. The shapes and colors of the traffic symbols are: S white outlined diamond for Other traffic S white diamond for Proximate traffic S amber circle for TA traffic S red square for RA traffic. PFD image At the beginning of the test sequence, green and red sectors must appear sequentially on the vertical speed scale of the PFD. Then a resolution advisory display is shown.
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NAVIGATION TRAFFIC COLLISION AVOIDANCE SYS. (TCAS)
A319/320/321 34-43
BITE TEST INDICATION 1
TCAS prox. traffic (white)
2
TCAS traffic adv (yellow)
3
TCAS resolution adv (red)
4
TCAS resolution adv. on V/S scale
5
TCAS flag (red)
4 5
For Training Purposes Only
1
2
TCAS Display Switch TCAS mode selector
Figure 101 FRA US/E MK 21.2.96
3
5 TCAS
TCAS BITE Indication on PFD, ND Page: 169
A319/320/321 34-43
ACTIVATION OF THE FRONTPANEL TEST The front panel test can be activated in ground condition only by pushing the TEST pushbutton switch on the face of the TCAS computer. S During the first 3 seconds, all LEDs are on. S During the next 3 seconds, all LEDs turn off. S During the last seconds (or until the TEST pushbutton switch is released) the TTR PASS LED is shown (except if a fault has been detected during the test). If a fault exists, the faulty component is coded as follows: -----------------------------------------------------————— LED I COMPONENT -----------------------------------------------------————— TTR FAIL I TCAS PROCESSOR FAIL XPNDR I MODE S TRANSPONDER or DATA LINK FAIL UPPER ANT I UPPER TCAS ANTENNA FAIL LOWER ANT I LOWER TCAS ANTENNA FAIL RAD ALT I RADIO ALTIMETER or DATA LINK FAIL HDNG I HEADING DATA FAIL R/A I RA DISPLAY FAIL T/A I TA DISPLAY FAIL ------------------------------------------------------—————
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NAVIGATION TRAFFIC COLLISION AVOIDANCE SYS. (TCAS)
FRA US/E MK 21.2.96
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NAVIGATION TRAFFIC COLLISION AVOIDANCE SYS. (TCAS)
A319/320/321 34-43
For Training Purposes Only
Test Push Button
Figure 102 FRA US/E MK 21.2.96
TCAS Front Panel Test Page: 171
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LOCATION
For Training Purposes Only
Lufthansa Technical Training
NAVIGATION TRAFFIC COLLISION AVOIDANCE SYS. (TCAS)
Figure 103 FRA US/E MK 21.2.96
TCAS Location Computer and Antennas Page: 172
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NAVIGATION TRAFFIC COLLISION AVOIDANCE SYS. (TCAS)
A319/320/321 34-43
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NAVIGATION GROUND PROX. WARNING SYSTEM (GPWS)
34-48
A319/320/321 34-48
GPWS
DESCRIPTION General The GPWS system generates aural and visual warnings, if the A/C adopts a potentially hazardous configuration (excessive descent rate or unsafe terrain clearance, below G/S) The A320 uses one GPWS systems. The system is active between 2450 ft and 10 ft for mode 1 and 3 warnings and between 2450 ft and 30 ft for mode 2, 4 and 5 warnings.
Outputs All warnings activations are monitored by the FWCs to inhibit simultaneous altitude call outs an for recording by the DFDR. When the system fails, a discrete switches on the FAULT legend on the GPWS control panel. A ECAM message appear via the SDAC. The CFDIU is used to communicate with the internal BITE functions of the GPWS computer (test only available on ground).
Control Panel Switches on the control panel are used to switch the system on and off and to control the different modes of operation.
Warnings and Flags A faulty GPWS system results in the following cockpit effects: S Master Caution Lights on glareshield S Aural Warning (Single Chime) S NAV GPWS FAULT on the upper ECAM display S Fault Light on GPWS control panel.
Inputs The radio height from LRRA1 is used for mode 1-4 warning calculation. The ADIRU1 sends data for warning profile calculation and position data for envelope modulation (profile modulation of known critical airports, runways). The ILS receiver transmits G/S deviation for mode 5 warning. The FMGC1 provides data for envelope modulation and the landing configuration 3 signal (activated via the MCDU). The SFCC sends flap position (conf 3 or full) for landing config relay. A signal from the FWCs inhibits all aural GPWS warnings as long as a stall or windshear warning is active. Pressing the GPWS-GS warning light activates the cockpit self test (AIR and RA>1000 ft or GND) or inhibits the mode 5 warning (AIR and RA 15s, self test > 60s. S ECP (2WN) / GPWC (1WZ) audio cancel > 30s. S GPWS FLP MODE PB SW(7WZ) / SFCC(21VC) / GPWC(1WZ) Flap discrete signal not valid. S GPWS SYS PB SW(9WZ) / GPWC(1WZ) / FWC 1/2(1WW1/2) Permanent GPWS inhibition signal. S LGCIU 1 (5GA1) / GPWC (1WZ) Gear discrete signal not valid S CFDIU / GPWC (1WZ) No connection to the CFDS S RA1 (1SA1) / GPWC (1WZ) There is no correct data input form the LRRA system 1. S ADIRU 1 (1FP1) / GPWC (1WZ) There is no correct data input form the ADIRU system 1. S ILS 1 (1RT1) / GPWC (1WZ) There is no correct data input form the ILS system 1. S FMGC 1 (1CA1) / GPWC (1WZ) There is no correct data input form the FMGC system 1.
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NAVIGATION GROUND PROX. WARNING SYSTEM (GPWS)
A319/320/321 34-48
Capt Loudspeaker
F/O Loudspeaker
ÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂ GPWS Control
other Systems: LRRA 1 ADIRU 1 ILS 1 FMGC 1 DMU (AIDS)
ÂÂÂÂÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂ GPWC
CFDS
For Training Purposes Only
ÂÂÂÂÂ ÂÂÂÂÂ ÂÂÂÂÂ ÂÂÂÂÂ ÂÂÂÂÂ GPWS
SDAC 1,2 FWC 1,2
ÂÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂÂ ÂÂÂÂÂÂ GPWS
G/S
G/S
Figure 109 FRA US/E Mk 18.12.95
other Systems: SFCC 1 LGCIU FWC 1,2 ECAM Ctrl
GPWS BITE Schematic Page: 183
Lufthansa Technical Training For Training Purposes Only
NAVIGATION GROUND PROX. WARNING SYSTEM (GPWS)
A319/320/321 34-48
1
1
Figure 110 FRA US/E Mk 18.12.95
GPWS CFDS BITE Menu Page: 184
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NAVIGATION GROUND PROX. WARNING SYSTEM (GPWS)
A319/320/321 34-48
1
For Training Purposes Only
1
Figure 111 FRA US/E Mk 18.12.95
GPWS CFDS BITE Test Page: 185
Lufthansa Technical Training
NAVIGATION GROUND PROX. WARNING SYSTEM (GPWS) Internal Built In Test Equipment (BITE) Capability The interruptive self test facility of the GPWC System provides the following test modes : S airborne self test S ground self test S ground vocabulary test S status/history test (GPWS Frontpanel). 1) Airborne self test The airborne self test is enabled when these conditions are met : S the radio altitude input is greater than 1000 ft. and valid and the airspeed is greater than 90 Kts S the GPWS/G/S pushbutton switch is pressed. With no system faults present, the GPWC System generates this warning sequence : S A single soft GLIDE SLOPE aural warning is broadcast. S A single WHOOP WHOOP PULL UP aural warning is broadcast. 2) Ground self test The ground self test presents the same test sequence as the airborne test but also includes an internal check. The internal test is enabled by a radio altitude input indicating an altitude below 5 ft. and computed airspeed below 60 kts. The test is initiated if you press and hold the TEST pushbutton switch for 0.5 seconds.
A319/320/321 34-48 3) Ground vocabulary test The ground vocabulary test is initiated if you press the GPWS/G/S pushbutton switch continuously or during the PULL UP portion of the ground test. The test sequence is as follows : S Verify that the system status is correct for the ground test (radio altitude < 30 ft., landing gear downlocked). S Carry out the internal tests as detailed in the ground self test. S Carry out the output sequence of the ground self test of the GPWC. S Generate all aural warnings in this sequence : ORDER TRIGGER
WARNING
-----------------------------------------------------------1 Sink rate SINK RATE 2 Pull up WHOOP WHOOP PULL UP 3 Terrain TERRAIN 4 Pull up WHOOP WHOOP PULL UP 5 Don’t sink DON’T SINK 6 Too low terrain TOO LOW TERRAIN 7 Too low gear TOO LOW GEAR 8 Too low flaps TOO LOW FLAPS 9 Too low terrain TOO LOW TERRAIN 10 Glide slope GLIDE SLOPE 11 Minimums MINIMUMS MINIMUMS
For Training Purposes Only
NOTE:
IF YOU HOLD THE SWITCH PRESSED EITHER CONTINUOUSLY OR DURING THE PULL UP SEQUENCE OF THE GROUND TEST YOU WILL INITIATE THE VOCABULARY TEST. Upon initiation of the test, if no fault is present, the sequence will start. Between the first and second sequence steps (soft GLIDE SLOPE and WHOOP WHOOP PULL UP broadcasts) an internal check is made of the following : S processor instruction set S program memory contents S voice memory contents The internal clock must not exceed four seconds.
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NAVIGATION GROUND PROX. WARNING SYSTEM (GPWS)
A319/320/321 34-48
Fault Light
press button for test 1) RA > 1000 ft and TAS > 90 kts -----> Airborne self test 2) RA < 5 ft and TAS < 60 kts and t < 1s -----> Ground self test 3) RA < 30 ft and LG downlocked and t > 5s -----> Ground vocabulary test
1) +2) GLIDE SLOPE WHOOP WHOOP PULL UP
For Training Purposes Only
3) SINK RATE WHOOP WHOOP PULL UP TERRAIN WHOOP WHOOP PULL UP DON’T SINK# TOO LOW TERRAIN TOO LOW GEAR TOO LOW FLAPS TOO LOW TERRAIN GLIDE SLOPE MINIMUMS MINIMUMS
Figure 112 FRA US/E Mk 18.12.95
GPWS Cockpit Self Tests Page: 187
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NAVIGATION GROUND PROX. WARNING SYSTEM (GPWS)
A319/320/321 34-48
ACTIVATION OF THE FRONT PANEL TEST Status history test The test is controlled by the STATUS/HISTORY switch on the GPWC. The results are shown on an 8-character BITE display also located on the face of the GPWC. The STATUS test is initiated if you momentarily select PRESENT STATUS with the STATUS/HISTORY switch.The STATUS test will show the status of the latest flight information. The HISTORY test is initiated if you momentarily select FLIGHT HISTORY with the STATUS/HISTORY switch. The HISTORY test will depict the information related to the last ten flights. Both tests commence with ALL SEGMENTS TEST and terminate with END TEST messages. The computer failures are indicated by the message GPWC FAILED or FLT HIST INVALID. All other failure messages indicate an incorrect input condition. The desired information is read from memory and converted to alphanumeric data for presentation on the BITE display. Messages are presented by means of this vocabulary : IN TEST INVALID LAMPTEST END TEST INACTIVE AUDIO GPWS OK INHIBIT SELECT GPWC PREVIOUS FLIGHT-0 RADIO TEN FLIGHT-1 ALTIMETR FLIGHTS FLIGHT-2 BARORATE OK FLIGHT-3 AIRSPEED FAILED FLIGHT-4 ALTITUDE AIR DATA FLIGHT-5 GLIDE ILS DATA FLIGHT-6 SLOPE IRS DATA FLIGHT-7 CANCEL EXTERNAL FLIGHT-8 COURSE FLT HIST FLIGHT-9 GEAR INPUT CORRECTD RUNWAY PROCESSR LOCALIZR HEADING OUTPUT LATITUDE FLAPS ASSEMBLY LONGITUD
FRA US/E Mk 18.12.95
Examples of the STATUS test vocabulary are : GPWS OF GPWC FAILED GEAR INVALID Examples of the HISTORY test vocabulary are : RADIO ALTIMETR INACTIVE FLIGHT-1 PREVIOUS TEN FLIGHTS OK FLAPS INVALID FLIGHT-8 BARORATE INVALID FLIGHT -2 ILS DATA INACTIVE FLIGHT-3 If the history test message you read is too long, you can stop the test. To do this, you must set the STATUS/HISTORY switch to PRESENT STATUS until the BITE display is blank. The display will then show CANCEL followed by END TEST. This operation will have no adverse effect on the data held in the flight history memory. The sequences of the flight history test and those of the present status test will not activate the cockpit voice outputs.
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34-48
FLT HIST
For Training Purposes Only
PRES STAT
A319/320/321
Figure 113 FRA US/E Mk 18.12.95
GPWS Status/History Test Page: 189
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LOCATION
For Training Purposes Only
Lufthansa Technical Training
NAVIGATION GROUND PROX. WARNING SYSTEM (GPWS)
Figure 114 FRA US/E Mk 18.12.95
GPWS Location Computer Page: 190
A319/320/321 34-48
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NAVIGATION GROUND PROX. WARNING SYSTEM (GPWS)
Figure 115 FRA US/E Mk 18.12.95
GPWS Location Control and Indication Page: 191
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NAVIGATION EGPWS
A319/320/321 34-48
34-48
ENHANCED GPWS
SYSTEM DESCRIPTION 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 and providing the flight crew with aural alert messages and visual annunciations and displays in the event that the boundaries of any alerting envelope are exceeded. Enhanced features have been added to existing basic Ground Proximity Warning Modes 1 to 5 which are the backbone of the system. Several main alerting functional areas are integrated into the Enhanced GPWC. The functional areas are: S basic Ground Proximity Warning System (GPWS) (Modes 1 to 5), S Terrain Awareness and Display (TAD) function, S Terrain Clearance Floor function (TCF). Basic GPWS Modes The basic GPWS modes generate aural and visual warnings if the aircraft adopts a potentially hazardous condition with respect to: S Mode 1 - Excessive rate of descent. S Mode 2 - Excessive closure rate with terrain. S Mode 3 - Descent after takeoff and minimum terrain clearance. S Mode 4 - Unsafe terrain clearance. S Mode 5 - Descent below glide slope.
FRA US/T WB
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Enhanced Features The Enhanced GPWC includes enhanced features which complete the basic GPWS modes: S 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. 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, then alerts are issued. S 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.
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NAVIGATION EGPWS
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Enhanced GPWS Page: 193
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NAVIGATION EGPWS
A319/320/321 34-48
TERRAIN AWARENESS ALERTING AND DISPLAY (TAD) Description The terrain awareness component of the Enhanced GPWS is divided into functional blocks with an interface to Navigation Display. 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. 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).
For Training Purposes Only
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.
FRA US/T WB
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Input Processing and Signal Selection The Enhanced GPWS 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. S Aircraft Data Inputs - Aircraft position latitude and longitude are required for terrain awareness operation and are received from the Flight Management System (FMS). The terrain threat detection and display processing are automatically disabled in some particular conditions. This is indicated to the flight crew by an ECAM memo (TERR STBY). Additionally, aircraft ground track and ground speed data are received from the IR portion of the ADIRU 1 (IRS). The aircraft altitude MSL is received from the air data portion of the ADIRU 1. Other aircraft inputs include aircraft heading (from the IR), roll attitude (from IR) and flight path angle (derived by EGPWS). 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. 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.
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NAVIGATION EGPWS
Figure 117 FRA US/T WB
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EGPWS Terrain Awareness Functions Page: 195
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NAVIGATION EGPWS
A319/320/321 34-48
TAD AUDIO ALERTS AND INDICATION Terrain Displays and Alerts The terrain awareness alerting and display function maintains a background display of local terrain forward of the aircraft for cockpit display. In the event of terrain caution or warning conditions, an aural alert and lamp outputs are triggered. The background image is then enhanced to highlight related terrain threats forward of the aircraft. NOTE:
TERRAIN IS NOT SHOWN IF MORE THAN 2000 FT BELOW REFERENCE ALTITUDE AND / OR TERRAIN IS NOT SHOWN IF TERRAIN ELEVATION IS WITHIN 400 FT OF RUNWAY ELEVATION NEAREST THE AIRCRAFT.
Threat
For Training Purposes Only
Color Solid Red
Warning terrain (approx. 30 sec. from impact); audio alert TERRAIN AHEAD, PULL UP
Solid Yellow
Caution terrain (approx. 60 sec. from impact); audio alert: TERRAIN AHEAD
High Density Red
Terrain that is more than 2000 ft. above aircraft altitude
High Density Yellow
Terrain that is between 1000 and 2000 ft. above aircraft altitude
Medium Density Yellow
Terrain that is 500 (250 with gear down) ft. below to 1000 ft. above aircraft altitude
Medium Density Green
Terrain that is 500 (250 with gear down) ft. below to 1000 ft. below aircraft altitude
Light Density Green
Terrain that is 1000 to 2000 ft. below aircraft altitude
Black
No close terrain
Light Density Magenta
Unknown terrain
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Terrain Caution Alert A specific audio alert and light output is triggered and the background image is enhanced to highlight the terrain caution threats. At the start of a terrain caution alert, the terrain awareness function triggers the caution audio alert phrase TERRAIN AHEAD. The phrase is repeated after seven seconds if still within the terrain caution envelope. During a terrain caution alert, the GPWS legend of pushbutton switches 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. Terrain Warning Alert When the conditions have been met to generate a terrain warning alert, a specific audio alert and light output is triggered and the background image is enhanced to highlight the terrain caution and warning threats. At the start of a terrain warning alert, the terrain awareness function triggers the warning audio alert phrase TERRAIN AHEAD, PULL UP. The phrase is repeated continuously while within the terrain warning envelope. During a terrain warning alert, the GPWS legend of pushbutton switches is on. During a terrain warning alert, areas where terrain violates the terrain warning envelope along the aircraft track, and within plus or minus 90 deg. of the aircraft track, are painted with the warning color 100 per cent red. NOTE:
-WHEN AN ALERT OCCURS (CAUTION OR WARNING) AND THE FCU MODE IS NOT IN A CORRECT MODE (ARC OR ROSE), THE MESSAGE TERR. CHANGE MODE IS DISPLAYED ON ND’S. -WHEN AN ALERT OCCURS (CAUTION OR WARNING) AND THE FCU RANGE SELECTED IS 160 OR 320NM THE MESSAGE TERR. REDUCE RANGE IS DISPLAYED ON ND’S.
TAD inhibitions S manually by the GPWS/TERR P.B. switch S automatically when the FMS aircraft position accuracy is not accurate enough. This is indicated to the crew by the automatic deselection of terrain display and the illumation of the TERR STBY memo on the ECAM display unit.
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NAVIGATION EGPWS
A319/320/321 34-48
TERR AHEAD
-message TERR AHEAD in RED: Warning Terrain -message TERR AHEAD in AMBER: Caution Terrain
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-message TERR in CYAN: normal indication
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EGPWS Terrain Indication on ND Page: 197
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NAVIGATION EGPWS
A319/320/321 34-48
TERRAIN CLEARANCE FLOOR (TCF) Description The Terrain Clearance Floor (TCF) alert function adds an additional element of protection to the standard GPWS. It creates an increasing terrain clearance envelope around the airport runway to provide protection against Controlled Flight Into Terrain (CFIT) situations beyond that which is currently provided. TCF alerts are based on current aircraft location, nearest runway center point position and radio altitude. TCF is active during takeoff, cruise and final approach. This alert mode complements the existing Mode 4 protection by providing an alert based on insufficient terrain clearance even when in landing configuration. Alerts for TCF illuminate GPWS cockpit lamps and produce aural messages.
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System Inputs Input
Source
Radio Altitude
External: Radio Altimeter
Latitude
External: FMS
Longitude
External: FMS
Runway Center Latitude
Internal: data base
Runway Center Longitude
Internal: data base
Navigation Mode
FMS
Alert Envelope Parameters
Internal: data base
1/2 Runway Length
Internal: data base
System Error Factor
Internal: data base
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 comes on.
FRA US/T WB
01.08.2000
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. Alert Envelope The TCF alert envelope is a circular band centered over the nearest runway. The distance from the runway center to the inner envelope edge is equal to 1/2 the runway length plus the envelope bias factor. Thus the inner and outer radius of the envelope are modulated based on the runway length and envelope bias factor. Runway length varies from one runway to the next, and the envelope bias factor is typically 1/2 NM to 2 NM and varies with position accuracy. The outer alert envelope boundary extends to infinity, or until it meets the outer alert envelope boundary of another runway. The alert is inhibited below radio altitude of 30 ft. TCF inhibitions S manually by the GPWS/TERR P.B. switch S automatically when the FMS aircraft position accuracy is not accurate enough. This is indicated to the crew by the automatic deselection of terrain display and the illumation of the TERR STBY memo on the ECAM display unit.
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NAVIGATION EGPWS
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EGPWS Terrain Clearance Floor alert envelope Page: 199
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NAVIGATION EGPWS
A319/320/321 34-48 OUTPUTS EGPWC
INPUTS EGPWC Digital Data Inputs The Enhanced GPWC receives serial digital data inputs from: S radio altimeter transceiver 1 (radio altitude), S Air Data/Inertial Reference Unit 1 (ADIRU), S ADR portion (barom. altitude, barom. altitude rate, computed airspeed), IR portion (latitude, longitude, magnetic heading), S IR portion (latitude, longitude, magnetic heading), S ILS receiver 1 (glide slope dev., localizer dev., selected runway heading), S FMGC (latitude, longitude, track, navigation modes), S CFDIU (command word, date, flight number, UTC), S FCU 1 and 2 (CAPT and F/O ranges), S Weather Radar 1 (hazard bus). Discrete Data Inputs Discrete data inputs are received from the following: S Slat Flap Control Computer 1 (SFCC) (3 and FULL flap position), S Flight Warning Computer 1 and 2 (FWC) (all audio inhibition), S Landing Gear Control and Interface Unit (LGCIU), S ECAM control panel (audio suppression), S GPWS/FLAP MODE pushbutton switch which, when pressed (in) (white OFF legend on), overrides a flap abnormal condition input, S GPWS/SYS pushbutton switch which, when pressed (in) (white OFF legend on), inhibits Modes 1 to 5 warnings, S GPWS/G/S MODE pushbutton switch which, when pressed (in) (white OFF legend on), overrides the glide slope mode, S GPWS/G/S pushbutton switch which, when pressed (in), enables the Enhanced GPWC to perform test, S GPWS/TERR pusbutton switch which, when pressed (in) (white OFF legend on), inhibits TAD and TCF functions, S TERR ON ND (CAPT or F/O) pushbutton switches allow the crew to select or deselect terrain display on ND’s, S Weather Radar control unit. FRA US/T WB
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Warning Outputs S Two discrete outputs from the EGPWC control the GPWS/G/S pushbutton switches located on Captain and First Officer main instrument panels. - The upper legend identified GPWS, controlled by the first output, comes on red when a ground proximity warning is generated by the EGPWC for Modes 1 to 4 or TAD and TCF warnings. - The lower legend identified G/S, controlled by the second output, comes on amber when a glide slope (Mode 5) caution alert is generated by the Enhanced GPWC. The pushbutton switch provides a facility to cancel a glide slope warning, if in progress, or to initiate an Enhanced GPWS self-test. S Both discrete outputs are also used to inhibit TCAS and automatic call out when the GPWS or G/S warnings are in progress. S Both discrete outputs are also used for the Digital Flight Data Recorder (DFDR). Monitor Outputs There are two monitor outputs: S GPWS monitor output controls the FAULT legend of the SYS pushbutton switch and indicates a failure of Modes 1 to 5, S TERR monitor output controls the FAULT legend of the TERR pushbutton switch and indicates a failure of TAD and TCF functions. 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. Audio Output The audio output is used by the cockpit loud speakers for aural warning messages.
POWER SUPPLY The Enhanced GPWC power supply circuits receive 115VAC, 400 Hz, single phase (22 W max.) supply from the AC Bus1.
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NAVIGATION EGPWS
Figure 120 FRA US/T WB
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EGPWC Inputs and Outputs Page: 201
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NAVIGATION EGPWS
34-48 CONTROL Pushbutton Switches
1
GPWS/TERR pushbutton switch
S When this pushbutton switch is pressed (white OFF legend on), the TAD and TCF functions are inhibited (visual display and audio inhibition). S 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: S NAV - GPWS TERR DET FAULT (amber) S GPWS TERR.............OFF (cyan) - on the STATUS page (INOP SYS) of the lower ECAM display unit: S GPWS TERR (amber)
2
For Training Purposes Only
A319/320/320
GPWS/SYS pushbutton switch
S When this pushbutton switch 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. S 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: S NAV - GPWS FAULT (amber) S GPWS ........OFF (cyan) (associated with action requested) - on the STATUS page (INOP SYS) of the lower ECAM display unit: S GPWS (amber)
3
4
GPWS/FLAP MODE pushbutton switch
S This pushbutton switch, 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.
5
GPWS/LDG FLAP 3 pushbutton switch
S To avoid nuisance warnings during approach, the Enhanced GPWC needs to know at which flap position the crew intends to land. S When pressed in (white ON legend on), indicates to the Enhanced GPWC that the pilot intends to land in flap 3position. 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.
6
CAPT and F/O TERR ON ND pushbutton switches
S These pushbutton switches allow the crew to select or deselect terrain display on ND. S The ON legends indicate that terrain data is displayed on ND (following manual or automatic pop up selection).
7
CAPT and F/O GPWS/G/S pushbutton switches
S 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 or above 2000 ft Above Ground Level (AGL)
GPWS/G/S MODE pushbutton switch
S This pushbutton switch, when pressed in (white OFF legend on), inhibits the glide slope mode.
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7
6
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NAVIGATION EGPWS
A319/320/320 34-48
ALERTS AND INHIBITITIONS Aural alert messages Each mode computes and compares aircraft behaviour with a corresponding alert envelope. If the alert envelope is penetrated, visual and aural alerts are generated. The aural message is broadcast through the cockpit loud speakers. The messages are as follows: MODE
AURAL ALERTS
VISUAL ALERTS
1
SINK RATE
GPWS
1
PULL UP
GPWS
2
TERRAIN
GPWS
2
TERRAIN TERRAIN
GPWS
2
PULL UP
GPWS
3
DON’T SINK
GPWS
4
TOO LOW TERRAIN
GPWS
4
TOO LOW GEAR
GPWS
4
TOO LOW FLAPS
GPWS
5
GLIDE SLOPE
G/S
TAD
TERRAIN AHEAD
GPWS
TAD
TERRAIN AHEAD PULL UP
GPWS
TCF
TOO LOW TERRAIN
GPWS
For Training Purposes Only
Each of these alerts inhibits the automatic call out.
FRA US/T WB
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Inhibitions Alerts may be cancelled by: S Pressing the EMER CANC key on the ECAM control panel (aural alert only). S Pressing the GPWS/G/S pushbutton switch on the main instrument panel for Mode 5 (glide slope) visual and aural alert. This inhibition is temporary and the mode is automatically reactivated for a new envelope penetration. S Pressing the G/S MODE pushbutton switch on the overhead panel for Mode 5 (glide slope) visual and aural alert (permanent inhibition). S Pressing the SYS pushbutton switch on the overhead panel for inhibition of GPWS Modes 1 to 5 (visual and aural alerts). S Pressing the TERR pushbutton switch on the overhead panel for inhibition of TAD and TCF functions (visual and aural alerts). NOTE:
ALL AURAL MESSAGES ARE INHIBITED IF A STALL OR A WINDSHEAR (IF WR/PWS IS INSTALLED) IS IN PROGRESS.
ECAM WARNING Failure in Mode 1 to 5 upper ECAM display unit: S NAV - GPWS FAULT (amber) S GPWS ........OFF (cyan) lower ECAM display unit (INOP SYS): S GPWS (amber) Failure of TAD and / or TCF functions upper ECAM display: S NAV - GPWS TERR DET FAULT (amber) S GPWS TERR.............OFF (cyan) lower ECAM display unit (INOP SYS): S GPWS TERR (amber)
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NAVIGATION EGPWS
Figure 122 FRA US/T WB
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EGPWS Messages on upper and lower ECAM-DU Page: 205
