Nammiaca 000025

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HIGHLIGHTS
REVISION NO. 57 May 01/08
Pages which have been revised are outlined below, together with the Highlights of the
Revision
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CH/SE/SU C REASON FOR CHANGE EFFECTIVITY
PAGES
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CHAPTER 34
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L.E.P. 1-21 REVISED TO REFLECT THIS REVISION INDICATING

NEW,REVISED, AND/OR DELETED PAGES
T. OF C. REVISED TO REFLECT THIS REVISION
1- 3,
5- 33
34-00-00 MOD.36743P5253 REMOVED ALL
3- 8 NAVIGATION - ADIRS -
REPLACE ADIRS CDU BY MSU (MODE SELECTOR
UNIT)
EFFECTIVITY UPDATED (THROUGHOUT THE TEXT) ALL
34-10-00 EFFECTIVITY UPDATED

1- 2 MOD.36743P5253 REMOVED ALL
NAVIGATION - ADIRS -
UNIT)

UNIT)
34-10-00 CORRECTION/ADDITION/AMPLIFICATION ALL

301, 305, DELETED STEP (11) AND NOTE FROM PARA.4.A.
307, 309- LAYOUT IMPROVED/MATERIAL RELOCATED ALL
311 TITLE OF TASK(S) DATA UPDATED 001-012, 014-099, 901-901,

512- 516 MOD.30941P6125 INCORPORATED ALL
NAVIGATION-ADIRU-INSTALL HONEYWELL ADIR
U 4 MCU AD11 (NEW HARD)
CORRECTION/ADDITION/AMPLIFICATION ALL
ADDED STEP (4) IN PARA. 3.A.
REPRINTED ALL
34-HIGHLIGHTS Page 1 of 5
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34-11-00 03 MOD.36743P5253 REMOVED 101-199, 901-999,

5, 7- NAVIGATION - ADIRS -
10 REPLACE ADIRS CDU BY MSU (MODE SELECTOR
UNIT)
EFFECTIVITY UPDATED (THROUGHOUT THE TEXT) 101-199, 901-999,

UNIT)
34-11-15 LAYOUT IMPROVED OR EFFECTIVITY UPDATED

411
34-11-16 MOD.27620P5638 INCORPORATED 101-199, 902-999,

409- 415 NAVIGATION-STANDBY DATA : ALTITUDE AND
HEADING - INSTALL INTEGRATED STANDBY
INSTRUMENT SYSTEM (ISIS)
CORRECTION/ADDITION/AMPLIFICATION 001-012, 014-099, 101-199,
ADDED WARNING. 901-999,
TITLE OF TASK(S) DATA UPDATED 001-012, 014-099, 901-901,
EFFECTIVITY UPDATED (THROUGHOUT THE TEXT) 001-012, 014-099, 901-901,
34-11-17 LAYOUT IMPROVED OR EFFECTIVITY UPDATED

415- 416

409- 410, MODIFIED NOTE IN PARA.4.A.(1)(M) FOR BETTER
412 UNDERSTANDING.
34-12-00 03 EFFECTIVITY UPDATED

1- 2, MOD.36743P5253 REMOVED 101-199, 901-999,
UNIT)

401- 407 CIRCUIT BREAKER(S) DATA UPDATED ALL

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UNIT)

40- 59 MOD.36743P5253 REMOVED 101-199, 901-999,
UNIT)

405 DELETED XREF TO PAGE BLOCK 101.

504-A515 MOD.36743P5253 REMOVED ALL
UNIT)

2- 86 MOD.36743P5253 REMOVED 101-199, 901-999,
UNIT)

503- 506, MOD.36743P5253 REMOVED ALL
509- 516, NAVIGATION - ADIRS -
519- 536 REPLACE ADIRS CDU BY MSU (MODE SELECTOR
UNIT)
34-15-21 TOPIC CANCELLED

401

1- 52 MOD.36743P5253 REMOVED 101-199, 901-999,
UNIT)
34-21-00 MOD.20165P0116 INCORPORATED 001-012, 014-099,

501- 508 STD. PRACTICES-ENGINE - INSTALL IAE V2500
ENGINE RATED AT 23500 LBS
CORRECTION/ADDITION/AMPLIFICATION 901-901,
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UPDATED ANEMOMETRIC VALUES.

TITLE OF TASK(S) DATA UPDATED 001-012, 014-099, 901-901,

502- 506, MOD.36743P5253 REMOVED ALL
UNIT)
CORRECTION/ADDITION/AMPLIFICATION ALL
ADDED CAUTION IN PARA.3.A.
34-22-25 CORRECTION/ADDITION/AMPLIFICATION 101-199, 902-999,

404- 405, ADDED TOLERANCES IN PARA.4.A.12.
407- 408 LAYOUT IMPROVED/MATERIAL RELOCATED 101-199, 902-999,

510- 514 CORRECTION/ADDITION/AMPLIFICATION 101-199, 902-999,
REVISED PARA.4.A.
34-36-00 02 TECHNICAL CORRECTIONS 101-199, 901-999,

506- 509 ADDED A NOTE
34-41-00 MOD.34660P8710 INCORPORATED 901-901,

501- 502, NAVIGATION - WEATHER RADAR SYSTEM -
525 INSTALL COLLINS TRANSCEIVER FULLY
COMPLIANT WITH MULTI-SCAN FUNCTION
TOOL DESIGNATION(S) DATA UPDATED ALL

407- 410, MOD.20000X0001 INCORPORATED 001-012, 014-099, 101-199,
413- 424 DUMMY MOD FOR ST1 ONLY.
MOD.20000X0002 INCORPORATED 001-012, 014-099, 101-199,
DUMMY MOD FOR ST2 ONLY.
MOD.20000X0003 INCORPORATED 901-999,
DUMMY MOD FOR ST3 ONLY.
CORRECTION/ADDITION/AMPLIFICATION 001-012, 014-099, 101-199,
STEPS NOT COHERENT TO SUBTASK REMOVED
CONSUMABLE INGREDIENT DATA UPDATED ALL
EFFECTIVITY UPDATED (THROUGHOUT THE TEXT) 001-012, 014-099, 101-199,

6, 8- MOD.38790P1053 INCORPORATED 110-199, 908-999,
87 NAVIGATION - TCAS -
INSTALL WIRING PROVISIONS FOR AP/FD
TCAS FUNCTION
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34-43-00 02 CORRECTION/ADDITION/AMPLIFICATION 101-199, 902-999,

403 DELETED PB 101 IN PARA. 4.
34-43-00 01 SB 31-1276 01 INCORPORATED 901-901,

501, 508 INDICATING/RECORDING SYSTEMS-ELECTRONIC INSTR
UMENT SYSTEM(EIS)-INSTALL DISPLAY MANAGEMENT
COMPUTER SOFTWARE EIS2 S7.
LAYOUT IMPROVED/MATERIAL RELOCATED 901-901,
34-43-00 02 MOD.36725P9824 INCORPORATED 101-199, 902-999,

503 INDICATING/RECORDING SYSTEMS-ELECTRONIC
INSTRUMENT SYSTEM(EIS)-INSTALL DISPLAY
MANAGEMENT COMPUTER SOFTWARE EIS2 S7
LAYOUT IMPROVED/MATERIAL RELOCATED 101-199, 902-999,
34-43-00 03 SB 31-1276 01 INCORPORATED 901-901,

503 INDICATING/RECORDING SYSTEMS-ELECTRONIC INSTR
UMENT SYSTEM(EIS)-INSTALL DISPLAY MANAGEMENT
COMPUTER SOFTWARE EIS2 S7.
LAYOUT IMPROVED/MATERIAL RELOCATED 901-901,
34-43-20 REPRINTED 901-901,

A001

73,A020, REPRINTED 101-199, 902-999,
A078,A087-
A088
34-48-00 03 REPRINTED 901-901,

1, 70 TITLE OF TOPIC UPDATED 901-901,
34-52-00 CORRECTION/ADDITION/AMPLIFICATION 001-012, 014-099, 101-199,

501- 502, ADDED STEP (4) 901-999,
547, 557- REPRINTED ALL
558
34-53-00 CORRECTION/ADDITION/AMPLIFICATION 101-199, 902-999,

507- 508 ADDED NOTE IN PARA. 4. (PROCEDURE)
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CHAPTER 34
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NAVIGATION
LIST OF EFFECTIVE PAGES

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N, R or D indicates pages which are New, Revised or Deleted respectively
Remove and insert the affected pages and complete the Record of Revisions and
the Record of Temporary Revisions as necessary
CH/SE/SU C PAGE DATE CH/SE/SU C PAGE DATE CH/SE/SU C PAGE DATE
RECORD 34-00-00 R 4 May01/08 34-10-00 R 311 May01/08

OF TEMP. 34-00-00 R 5 May01/08 34-10-00 312 Feb01/08
REVISION 34-00-00 R 6 May01/08 34-10-00 313 May01/07
34-00-00 R 7 May01/08 34-10-00 314 Feb01/08
L.E.P. R 1-21 May01/08 34-00-00 R 8 May01/08 34-10-00 315 Feb01/08
T. of C. R 1 May01/08 34-00-00 D 9 34-10-00 316 Feb01/08
T. of C. R 2 May01/08 34-10-00 317 Feb01/08
T. of C. R 3 May01/08 34-10-00 R 1 May01/08 34-10-00 318 Feb01/08
T. of C. 4 Feb01/08 34-10-00 R 2 May01/08 34-10-00 401 May01/04
T. of C. R 5 May01/08 34-10-00 D 3 34-10-00 402 May01/04
T. of C. R 6 May01/08 34-10-00 D 4 34-10-00 501 Feb01/96
T. of C. R 7 May01/08 34-10-00 201 Feb01/08 34-10-00 502 Feb01/07
T. of C. R 8 May01/08 34-10-00 202 Feb01/08 34-10-00 503 Aug01/06
T. of C. R 9 May01/08 34-10-00 R 203 May01/08 34-10-00 504 Aug01/06
T. of C. R 11 May01/08 34-10-00 R 205 May01/08 34-10-00 506 May01/01
T. of C. R 17 May01/08 34-10-00 R 211 May01/08 34-10-00 R 512 May01/08
T. of C. R 22 May01/08 34-10-00 R 216 May01/08 34-10-00 D 517
T. of C. R 23 May01/08 34-10-00 R 217 May01/08
T. of C. R 24 May01/08 34-10-00 D 218 34-11-00 01 1 May01/06
T. of C. R 25 May01/08 34-10-00 D 219 34-11-00 01 2 May01/06
T. of C. R 26 May01/08 34-10-00 D 220 34-11-00 01 3 May01/06
T. of C. R 27 May01/08 34-10-00 D 221 34-11-00 01 4 May01/06
T. of C. R 28 May01/08 34-10-00 R 301 May01/08 34-11-00 01 5 May01/06
T. of C. R 29 May01/08 34-10-00 302 Feb01/08 34-11-00 01 6 May01/06
T. of C. R 30 May01/08 34-10-00 303 Feb01/07 34-11-00 01 7 May01/06
T. of C. R 31 May01/08 34-10-00 304 Feb01/08 34-11-00 01 8 May01/06
T. of C. R 32 May01/08 34-10-00 R 305 May01/08 34-11-00 01 9 May01/06
T. of C. R 33 May01/08 34-10-00 306 Feb01/07 34-11-00 01 10 May01/06
34-10-00 R 307 May01/08 34-11-00 01 11 May01/06
34-00-00 1 Feb01/08 34-10-00 308 Feb01/08 34-11-00 01 12 May01/06
34-00-00 2 May01/02 34-10-00 R 309 May01/08 34-11-00 01 13 May01/06
34-00-00 R 3 May01/08 34-10-00 R 310 May01/08 34-11-00 01 14 May01/06
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34-11-00 01 20 May01/06 34-11-00 506 Nov01/07 34-11-16 408 May01/06
34-11-00 01 21 May01/06 34-11-00 507 Nov01/07 34-11-16 R 409 May01/08
34-11-00 01 22 May01/06 34-11-00 R 508 May01/08 34-11-16 R 410 May01/08
34-11-00 01 23 May01/06 34-11-00 R 509 May01/08 34-11-16 R 411 May01/08
34-11-00 01 24 May01/06 34-11-00 R 510 May01/08 34-11-16 R 412 May01/08
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34-11-00 01 27 May01/06 34-11-00 R 513 May01/08 34-11-16 N 415 May01/08
34-11-00 01 28 May01/06 34-11-00 R 514 May01/08 34-11-16 501 May01/98
34-11-00 01 29 May01/06 34-11-00 R 515 May01/08 34-11-16 502 Aug01/06
34-11-00 01 30 May01/06 34-11-00 R 516 May01/08 34-11-16 503 Aug01/06
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34-11-00 01 32 May01/06 34-11-00 R 518 May01/08 34-11-16 602 Nov01/07
34-11-00 03 1 Feb01/07 34-11-00 R 519 May01/08 34-11-16 603 Nov01/07
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34-11-00 03 4 Feb01/07 34-11-00 D 522 34-11-17 403 Feb01/07
34-11-00 03 R 5 May01/08 34-11-00 D 523 34-11-17 404 Feb01/07
34-11-00 03 6 Feb01/07 34-11-00 D 524 34-11-17 405 Aug01/06
34-11-00 03 R 7 May01/08 34-11-00 D 525 34-11-17 406 Aug01/06
34-11-00 03 R 8 May01/08 34-11-15 401 May01/06 34-11-17 407 Aug01/06
34-11-00 03 R 9 May01/08 34-11-15 402 Aug01/06 34-11-17 408 Feb01/07
34-11-00 03 R 10 May01/08 34-11-15 403 Feb01/07 34-11-17 409 Feb01/07
34-11-00 03 11 Feb01/07 34-11-15 404 Aug01/06 34-11-17 410 Aug01/07
34-11-00 03 12 Feb01/07 34-11-15 405 Aug01/06 34-11-17 411 Aug01/07
34-11-00 03 13 Feb01/07 34-11-15 406 Aug01/06 34-11-17 412 Feb01/07
34-11-00 03 14 Feb01/07 34-11-15 407 May01/02 34-11-17 413 Feb01/08
34-11-00 03 15 Feb01/07 34-11-15 408 Aug01/07 34-11-17 414 Feb01/07
34-11-00 03 16 Feb01/07 34-11-15 409 Feb01/07 34-11-17 R 415 May01/08
34-11-00 03 17 Feb01/07 34-11-15 410 Feb01/07 34-11-17 R 416 May01/08
34-11-00 03 18 Feb01/07 34-11-15 R 411 May01/08 34-11-17 501 Feb01/96
34-11-00 03 19 Feb01/07 34-11-15 412 Feb01/07 34-11-17 502 Aug01/06
34-11-00 03 20 Feb01/07 34-11-15 413 Aug01/07 34-11-17 503 Feb01/07
34-11-00 03 21 Feb01/07 34-11-15 501 May01/06 34-11-17 504 Aug01/06
34-11-00 03 22 Feb01/07 34-11-15 502 Aug01/06 34-11-18 401 Feb01/08
34-11-00 03 23 Feb01/07 34-11-15 503 Aug01/06 34-11-18 402 Nov01/07
34-11-00 03 24 Feb01/07 34-11-15 504 Aug01/06 34-11-18 403 Feb01/08
34-11-00 03 25 Feb01/08 34-11-15 601 Feb01/08 34-11-18 404 Feb01/08
34-11-00 03 26 Feb01/08 34-11-15 602 Feb01/08 34-11-18 405 Feb01/08
34-11-00 03 27 Feb01/08 34-11-15 603 Aug01/06 34-11-18 406 Feb01/08
34-11-00 03 28 Nov01/07 34-11-15 604 Feb01/08 34-11-18 407 Nov01/07
34-11-00 03 29 Nov01/07 34-11-15 605 May01/06 34-11-18 408 Feb01/08
34-11-00 03 30 Nov01/07 34-11-15 606 Feb01/08 34-11-18 409 Nov01/07
34-11-00 03 31 Nov01/07 34-11-15 607 Feb01/08 34-11-18 410 Feb01/08
34-11-00 03 32 Nov01/07 34-11-16 401 Aug01/07 34-11-18 411 Nov01/07
34-11-00 03 33 Nov01/07 34-11-16 402 Feb01/07 34-11-18 412 Nov01/07
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34-11-18 501 Feb01/07 34-12-00 01 25 Feb01/08 34-12-12 R 407 May01/08
34-11-18 502 Feb01/07 34-12-00 01 26 Feb01/08 34-12-34 401 Feb01/07
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34-11-18 504 May01/06 34-12-00 01 28 Feb01/08 34-12-34 403 Feb01/07
34-11-18 601 Nov01/06 34-12-00 01 29 Feb01/08 34-12-34 404 May01/06
34-11-18 602 Feb01/07 34-12-00 03 R 1 May01/08 34-12-34 405 Feb01/07
34-11-18 603 Feb01/07 34-12-00 03 R 2 May01/08 34-12-34 406 Feb01/07
34-11-18 604 Feb01/07 34-12-00 03 3 Feb01/08 34-12-34 407 Feb01/07
34-11-18 605 Nov01/06 34-12-00 03 R 4 May01/08 34-12-34 408 Feb01/07
34-11-19 401 Feb01/07 34-12-00 03 R 5 May01/08 34-12-34 409 Feb01/07
34-11-19 402 Feb01/07 34-12-00 03 R 6 May01/08 34-12-34 410 May01/06
34-11-19 403 Feb01/07 34-12-00 03 R 7 May01/08 34-12-34 411 May01/06
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34-11-19 411 Feb01/07 34-12-00 03 R 15 May01/08 34-12-34 608 Feb01/08
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34-11-19 603 May01/06 34-12-00 03 R 20 May01/08 34-12-51 405 Nov01/07
34-11-19 604 May01/06 34-12-00 03 R 21 May01/08 34-12-51 406 May01/06
34-12-00 03 R 22 May01/08 34-12-51 407 Nov01/07
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34-12-00 01 2 Feb01/08 34-12-00 03 R 24 May01/08 34-12-51 409 Nov01/07
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34-12-00 01 5 Feb01/08 34-12-00 03 R 27 May01/08 34-12-51 412 May01/06
34-12-00 01 6 Aug01/07 34-12-00 03 R 28 May01/08 34-12-51 413 May01/06
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34-18-00 01 32 May01/06 34-18-00 02 R 49 May01/08 34-21-00 510 Nov01/07
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34-21-22 409 Nov01/07 34-22-00 02 31 May01/07 34-22-23 406 Feb01/07
34-21-22 501 May01/07 34-22-00 02 32 May01/07 34-22-23 407 Feb01/07
34-21-26 401 May01/07 34-22-00 02 33 May01/07 34-22-23 408 Aug01/06
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34-22-00 01 6 May01/07 34-22-00 508 Feb01/08 34-22-25 401 May01/07
34-22-00 01 7 May01/07 34-22-00 509 Feb01/08 34-22-25 402 Nov01/07
34-22-00 01 8 May01/07 34-22-00 R 510 May01/08 34-22-25 403 May01/07
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34-48-00 01 531 Feb01/08 34-51-00 16 May01/07 34-51-00 505 Nov01/07
34-48-00 01 532 Feb01/08 34-51-00 17 Aug01/07 34-51-00 506 May01/07
34-48-00 01 533 Feb01/08 34-51-00 18 May01/07 34-51-00 507 May01/07
34-48-00 01 534 Feb01/08 34-51-00 19 May01/07 34-51-00 508 May01/07
34-48-00 01 535 Feb01/08 34-51-00 20 May01/07 34-51-00 509 May01/07
34-48-00 01 536 Feb01/08 34-51-00 21 Feb01/07 34-51-00 510 May01/07
34-48-00 01 537 Feb01/08 34-51-00 22 Feb01/07 34-51-00 511 May01/07
34-48-00 01 538 Feb01/08 34-51-00 23 Aug01/07 34-51-00 512 May01/07
34-48-00 01 539 Feb01/08 34-51-00 24 Aug01/07 34-51-00 513 Aug01/07
34-48-00 01 540 Feb01/08 34-51-00 25 Aug01/07 34-51-00 514 May01/07
34-48-00 01 541 Feb01/08 34-51-00 26 Aug01/07 34-51-00 515 Feb01/08
34-48-00 01 542 Feb01/08 34-51-00 27 Feb01/07 34-51-00 516 Feb01/08
34-48-00 02 501 Feb01/08 34-51-00 28 Feb01/07 34-51-00 517 Feb01/08
34-48-00 02 502 Feb01/08 34-51-00 29 Aug01/07 34-51-00 518 May01/07
34-48-00 02 503 Feb01/08 34-51-00 30 Aug01/07 34-51-00 519 Feb01/08
34-48-00 02 504 Feb01/08 34-51-00 31 Aug01/07 34-51-00 520 May01/07
34-48-00 02 505 Feb01/08 34-51-00 32 Aug01/07 34-51-11 401 Feb01/07
34-48-00 02 506 Feb01/08 34-51-00 33 Aug01/07 34-51-11 402 Feb01/07
34-48-00 02 507 Feb01/08 34-51-00 34 Aug01/07 34-51-11 403 Feb01/96
34-48-00 02 508 Feb01/08 34-51-00 35 May01/07 34-51-11 404 Feb01/07
34-48-00 02 509 Feb01/08 34-51-00 36 May01/07 34-51-11 405 Feb01/96
34-48-00 02 510 Feb01/08 34-51-00 37 Aug01/07 34-51-11 406 Feb01/96
34-48-00 02 511 Feb01/08 34-51-00 38 Aug01/07 34-51-11 407 Feb01/07
34-48-34 01 401 Feb01/08 34-51-00 39 Aug01/07 34-51-11 408 Feb01/07
34-48-34 01 402 Feb01/08 34-51-00 40 Aug01/07 34-51-11 409 Feb01/96
34-48-34 01 403 Feb01/08 34-51-00 41 Aug01/07 34-51-11 410 Aug01/07
34-48-34 01 404 Feb01/08 34-51-00 42 Aug01/07 34-51-33 401 Aug01/06
34-48-34 01 405 Feb01/08 34-51-00 43 Aug01/07 34-51-33 402 Aug01/06
34-48-34 01 406 Feb01/08 34-51-00 44 Aug01/07 34-51-33 403 May01/98
34-48-34 02 401 Feb01/08 34-51-00 45 Aug01/07 34-51-33 404 May01/02
34-48-34 02 402 Feb01/08 34-51-00 46 Aug01/07 34-51-33 405 Aug01/06
34-48-34 02 403 Feb01/08 34-51-00 47 Aug01/07 34-51-33 406 Aug01/06
34-L.E.P. Page 18
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34-52-00 1 May01/07 34-52-00 52 May01/07 34-52-00 510 Aug01/06

34-52-00 2 May01/07 34-52-00 53 May01/07 34-52-00 511 Aug01/06
34-52-00 3 Feb01/07 34-52-00 54 May01/07 34-52-00 512 Aug01/06
34-52-00 4 Feb01/07 34-52-00 55 May01/07 34-52-00 513 Nov01/07
34-52-00 5 Feb01/07 34-52-00 56 May01/07 34-52-00 514 Nov01/07
34-52-00 6 Feb01/07 34-52-00 57 May01/07 34-52-00 515 May01/07
34-52-00 7 May01/07 34-52-00 58 May01/07 34-52-00 516 Feb01/07
34-52-00 8 Feb01/07 34-52-00 59 May01/07 34-52-00 517 May01/07
34-52-00 9 Feb01/07 34-52-00 60 May01/07 34-52-00 518 Aug01/06
34-52-00 10 Feb01/07 34-52-00 61 May01/07 34-52-00 519 Feb01/07
34-52-00 11 May01/07 34-52-00 62 May01/07 34-52-00 520 Feb01/07
34-52-00 12 May01/07 34-52-00 63 Feb01/07 34-52-00 521 Feb01/07
34-52-00 13 Feb01/07 34-52-00 64 Feb01/07 34-52-00 522 Feb01/07
34-52-00 14 Feb01/07 34-52-00 65 Feb01/07 34-52-00 523 Aug01/06
34-52-00 15 Feb01/07 34-52-00 66 Feb01/07 34-52-00 524 Aug01/06
34-52-00 16 Feb01/07 34-52-00 67 Feb01/07 34-52-00 525 Feb01/07
34-52-00 17 Feb01/07 34-52-00 68 Feb01/07 34-52-00 526 Feb01/07
34-52-00 18 Feb01/07 34-52-00 69 Feb01/07 34-52-00 527 Feb01/07
34-52-00 19 Feb01/07 34-52-00 70 Feb01/07 34-52-00 528 Feb01/07
34-52-00 20 Feb01/07 34-52-00 71 Feb01/07 34-52-00 529 Feb01/07
34-52-00 21 Feb01/07 34-52-00 72 May01/07 34-52-00 530 Aug01/06
34-52-00 22 Feb01/07 34-52-00 73 Aug01/07 34-52-00 531 Aug01/06
34-52-00 23 Feb01/07 34-52-00 74 May01/07 34-52-00 532 Feb01/07
34-52-00 24 May01/07 34-52-00 75 Aug01/07 34-52-00 533 Feb01/07
34-52-00 25 May01/07 34-52-00 76 May01/07 34-52-00 534 Feb01/07
34-52-00 26 May01/07 34-52-00 77 May01/07 34-52-00 535 Aug01/06
34-52-00 27 May01/07 34-52-00 78 May01/07 34-52-00 536 Feb01/07
34-52-00 28 Feb01/07 34-52-00 79 May01/07 34-52-00 537 Aug01/06
34-52-00 29 May01/07 34-52-00 80 Aug01/07 34-52-00 538 Aug01/06
34-52-00 30 May01/07 34-52-00 81 Aug01/07 34-52-00 539 Feb01/07
34-52-00 31 May01/07 34-52-00 82 Aug01/07 34-52-00 540 Feb01/07
34-52-00 32 Feb01/07 34-52-00 83 Aug01/07 34-52-00 541 Aug01/07
34-52-00 33 Feb01/07 34-52-00 84 Aug01/07 34-52-00 542 Aug01/07
34-52-00 34 Feb01/07 34-52-00 85 Aug01/07 34-52-00 543 Feb01/07
34-52-00 35 Feb01/07 34-52-00 86 Aug01/07 34-52-00 544 Aug01/06
34-52-00 36 Feb01/07 34-52-00 87 Aug01/07 34-52-00 545 Feb01/07
34-52-00 37 May01/07 34-52-00 88 May01/07 34-52-00 546 Feb01/07
34-52-00 38 Feb01/07 34-52-00 89 Feb01/07 34-52-00 R 547 May01/08
34-52-00 39 Feb01/07 34-52-00 90 Feb01/07 34-52-00 548 Nov01/07
34-52-00 40 May01/07 34-52-00 201 Aug01/07 34-52-00 549 Feb01/08
34-52-00 41 May01/07 34-52-00 202 Aug01/07 34-52-00 550 Feb01/08
34-52-00 42 Feb01/07 34-52-00 203 Aug01/07 34-52-00 551 Feb01/07
34-52-00 43 Feb01/07 34-52-00 R 501 May01/08 34-52-00 552 Feb01/07
34-52-00 44 May01/07 34-52-00 R 502 May01/08 34-52-00 553 Feb01/07
34-52-00 45 May01/07 34-52-00 503 May01/07 34-52-00 554 Feb01/07
34-52-00 46 May01/07 34-52-00 504 Feb01/07 34-52-00 555 May01/07
34-52-00 47 May01/07 34-52-00 505 Feb01/07 34-52-00 556 May01/07
34-52-00 48 May01/07 34-52-00 506 Feb01/07 34-52-00 R 557 May01/08
34-52-00 49 May01/07 34-52-00 507 Feb01/07 34-52-00 R 558 May01/08
34-52-00 50 Feb01/07 34-52-00 508 Feb01/07 34-52-00 559 May01/07
34-52-00 51 May01/07 34-52-00 509 Aug01/06 34-52-00 560 Feb01/07
34-L.E.P. Page 19
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34-52-00 561 Feb01/07 34-53-00 11 May01/07 34-53-00 513 Feb01/07

34-52-00 562 Feb01/07 34-53-00 12 May01/07 34-53-00 514 Feb01/07
34-52-00 563 Aug01/06 34-53-00 13 May01/07 34-53-00 515 May01/07
34-52-00 564 Aug01/06 34-53-00 14 May01/07 34-53-00 516 May01/07
34-52-00 565 Feb01/07 34-53-00 15 May01/07 34-53-00 517 May01/07
34-52-00 566 Feb01/07 34-53-00 16 May01/07 34-53-00 518 Feb01/07
34-52-00 567 Feb01/07 34-53-00 17 May01/07 34-53-00 519 Feb01/07
34-52-00 568 Feb01/07 34-53-00 18 May01/07 34-53-11 401 Feb01/07
34-52-11 401 May01/06 34-53-00 19 May01/07 34-53-11 402 Feb01/07
34-52-11 402 Feb01/07 34-53-00 20 May01/07 34-53-11 403 Nov01/07
34-52-11 403 Feb01/07 34-53-00 21 May01/07 34-53-11 404 Feb01/07
34-52-11 404 May01/06 34-53-00 22 May01/07 34-53-11 405 Feb01/07
34-52-11 405 Feb01/07 34-53-00 23 May01/07 34-53-11 406 Feb01/07
34-52-11 406 Feb01/07 34-53-00 24 Feb01/07 34-53-11 407 Aug01/07
34-52-11 407 Aug01/06 34-53-00 25 Feb01/07 34-53-11 408 Aug01/07
34-52-11 408 Feb01/07 34-53-00 26 May01/07 34-53-11 409 Aug01/07
34-52-11 409 Feb01/07 34-53-00 27 May01/07 34-53-11 410 Nov01/07
34-52-11 410 Feb01/07 34-53-00 28 May01/07 34-53-11 411 Nov01/07
34-52-11 411 Feb01/07 34-53-00 29 May01/07 34-53-11 412 Feb01/07
34-52-11 412 Aug01/07 34-53-00 30 May01/07 34-53-31 401 Feb01/07
34-52-11 413 Aug01/07 34-53-00 31 May01/07 34-53-31 402 Feb01/07
34-52-11 414 Aug01/07 34-53-00 32 May01/07 34-53-31 403 May01/06
34-52-12 401 Aug01/06 34-53-00 33 May01/07 34-53-31 404 Feb01/07
34-52-12 402 Aug01/06 34-53-00 34 May01/07 34-53-31 405 Feb01/07
34-52-12 403 May01/97 34-53-00 35 May01/07 34-53-31 406 Feb01/07
34-52-12 404 Aug01/06 34-53-00 36 May01/07 34-53-31 407 Feb01/07
34-52-12 405 Aug01/06 34-53-00 37 May01/07 34-53-31 408 Feb01/07
34-52-33 401 Aug01/06 34-53-00 38 May01/07 34-53-31 409 May01/06
34-52-33 402 Aug01/06 34-53-00 39 May01/07
34-52-33 403 May01/98 34-53-00 40 May01/07 34-55-00 1 Feb01/07
34-52-33 404 May01/02 34-53-00 41 May01/07 34-55-00 2 Feb01/07
34-52-33 405 Aug01/06 34-53-00 42 May01/07 34-55-00 3 May01/06
34-52-33 406 Aug01/06 34-53-00 43 May01/07 34-55-00 4 Feb01/07
34-52-35 401 May01/06 34-53-00 44 May01/07 34-55-00 5 Feb01/07
34-52-35 402 May01/06 34-53-00 45 May01/07 34-55-00 6 Feb01/07
34-52-35 403 May01/06 34-53-00 46 May01/07 34-55-00 7 Feb01/07
34-52-35 404 May01/06 34-53-00 47 May01/07 34-55-00 8 Feb01/07
34-52-35 405 May01/06 34-53-00 48 May01/07 34-55-00 9 May01/07
34-52-35 406 May01/06 34-53-00 49 May01/07 34-55-00 10 May01/07
34-52-35 407 May01/06 34-53-00 501 May01/06 34-55-00 11 Feb01/07
34-53-00 502 May01/07 34-55-00 12 Feb01/07
34-53-00 1 Feb01/07 34-53-00 503 Feb01/96 34-55-00 13 May01/07
34-53-00 2 Feb01/07 34-53-00 504 May01/07 34-55-00 14 May01/07
34-53-00 3 Feb01/07 34-53-00 505 Aug01/07 34-55-00 15 May01/07
34-53-00 4 Feb01/07 34-53-00 506 Feb01/08 34-55-00 16 May01/07
34-53-00 5 Feb01/07 34-53-00 R 507 May01/08 34-55-00 17 Feb01/07
34-53-00 6 May01/06 34-53-00 R 508 May01/08 34-55-00 18 Feb01/07
34-53-00 7 May01/07 34-53-00 509 May01/07 34-55-00 19 May01/07
34-53-00 8 May01/07 34-53-00 510 May01/07 34-55-00 20 May01/07
34-53-00 9 May01/07 34-53-00 511 May01/07 34-55-00 21 May01/07
34-53-00 10 May01/07 34-53-00 512 May01/07 34-55-00 22 May01/07
34-L.E.P. Page 20
May 01/08
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34-55-00 23 May01/07 34-55-00 511 Aug01/07 34-57-25 401 May01/06

34-55-00 24 May01/07 34-55-00 512 May01/07 34-57-25 402 May01/06
34-55-00 25 May01/07 34-55-00 513 May01/07 34-57-25 403 May01/06
34-55-00 26 May01/07 34-55-00 514 Aug01/07 34-57-25 404 May01/06
34-55-00 27 May01/07 34-55-00 515 May01/07 34-57-25 405 May01/06
34-55-00 28 May01/07 34-55-00 516 May01/07
34-55-00 29 Feb01/07 34-55-00 517 May01/07 34-58-00 1 Feb01/07
34-55-00 30 May01/07 34-55-00 518 May01/07
34-55-00 31 Feb01/07 34-55-00 519 May01/07
34-55-00 32 Feb01/07 34-55-00 520 May01/07
34-55-00 33 May01/07 34-55-00 521 May01/07
34-55-00 34 May01/07 34-55-00 522 May01/07
34-55-00 35 Feb01/07 34-55-00 523 May01/07
34-55-00 36 May01/07 34-55-00 524 May01/07
34-55-00 37 Feb01/07 34-55-00 525 May01/07
34-55-00 38 Feb01/07 34-55-00 526 May01/07
34-55-00 39 Feb01/07 34-55-00 527 May01/07
34-55-00 40 Feb01/07 34-55-11 401 May01/05
34-55-00 41 Feb01/07 34-55-11 402 Aug01/06
34-55-00 42 Feb01/07 34-55-11 403 Feb01/96
34-55-00 43 Feb01/07 34-55-11 404 Aug01/06
34-55-00 44 Feb01/07 34-55-11 405 May01/05
34-55-00 45 Feb01/07 34-55-11 406 May01/07
34-55-00 46 Feb01/07 34-55-11 407 Aug01/06
34-55-00 47 Feb01/07 34-55-11 408 Aug01/06
34-55-00 48 Feb01/07 34-55-11 409 Feb01/96
34-55-00 49 Feb01/07 34-55-18 401 Feb01/07
34-55-00 50 May01/07 34-55-18 402 Feb01/07
34-55-00 51 Feb01/07 34-55-18 403 Feb01/07
34-55-00 52 Feb01/07 34-55-18 404 Feb01/07
34-55-00 53 Feb01/07 34-55-18 405 Nov01/07
34-55-00 54 Feb01/07 34-55-18 406 Feb01/07
34-55-00 55 Feb01/07 34-55-18 407 Aug01/07
34-55-00 56 Feb01/07 34-55-18 408 Aug01/07
34-55-00 57 Feb01/07 34-55-31 401 Aug01/06
34-55-00 58 Feb01/07 34-55-31 402 Aug01/06
34-55-00 59 Feb01/07 34-55-31 403 May01/98
34-55-00 60 Feb01/07 34-55-31 404 May01/02
34-55-00 61 Feb01/07 34-55-31 405 Aug01/06
34-55-00 62 Feb01/07 34-55-31 406 Aug01/06
34-55-00 63 Feb01/07
34-55-00 501 May01/07 34-57-22 01 401 Aug01/06
34-55-00 502 May01/07 34-57-22 01 402 Aug01/06
34-55-00 503 Feb01/96 34-57-22 01 403 May01/07
34-55-00 504 Aug01/07 34-57-22 01 404 May01/07
34-55-00 505 Aug01/07 34-57-22 01 405 Aug01/06
34-55-00 506 Nov01/07 34-57-22 02 401 May01/07
34-55-00 507 Aug01/07 34-57-22 02 402 May01/07
34-55-00 508 Aug01/07 34-57-22 02 403 May01/07
34-55-00 509 Aug01/07 34-57-22 02 404 May01/07
34-55-00 510 May01/07 34-57-22 02 405 May01/07
34-L.E.P. Page 21
May 01/08
IAC
CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
_______
SUBJECT ________
CH/SE/SU C
_ PAGE ___________
____ EFFECTIVITY
NAVIGATION - GENERAL
____________________ 34-00-00
DESCRIPTION AND OPERATION 1 ALL
General 1 ALL
System Description 1 ALL
ADIRS 1 ALL
Integrated Standby Instrument 3 ALL
System (ISIS) (optional system)
Landing and Taxiing Aids 4 ALL
Independent Position Determining 5 ALL
Dependent Position Determining 7 ALL
__________________________________
AIR DATA/INERTIAL REFERENCE SYSTEM 34-10-00
_______
(ADIRS)
General 1 ALL
___________________________________
________
(ADIRS)
MAINTENANCE PRACTICES 201 ALL
ADIRS Start Procedure 201 ALL
IR Alignment Procedure 204 ALL
ADIRS Stop Procedure 216 ALL
___________________________________
________
(ADIRS)
SERVICING 301 ALL
Flushing of the Principal Total 301 ALL
Pressure Lines
Flushing of the Principal Static 308 ALL
Pressure Lines
Draining and Flushing of Standby 311 001-012, 014-099
Pneumatic Circuits 901-901,
___________________________________
________
(ADIRS)
DEACTIVATION/REACTIVATION 401 ALL
ADIRS - Check of all Flight 401 ALL
Control Accelerometers for Correct
Operation
Refer to the MMEL TASK: 34-10-01 401 ALL
___________________________________
34-CONTENTS Page 1
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R
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CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
_______
SUBJECT CH/SE/SU
________ C
_ PAGE ___________
____ EFFECTIVITY
________
(ADIRS)
ADJUSTMENT/TEST 501 ALL
Check of the ADIRS CDU Brightness 501 ALL
and Display
Test of the Angle of Attack 505 ALL
Warning
Operational Test of the 5-minute 512 ALL
Time Delay of ADIRU 2 and 3 Power
Disconnection in Emergency
Configuration
SENSORS, POWER SUPPLY AND SWITCHING 34-11-00

DESCRIPTION AND OPERATION 1 1 001-012, 014-099
General 1 001-012, 014-099
Component Location 2 001-012, 014-099
Power Supply 5 001-012, 014-099
General 5 001-012, 014-099
ADIRS Power Supply Distribution 7 001-012, 014-099
in Normal Configuration
after Loss of Main Electrical
Generation
Circuit Breakers 11 001-012, 014-099
Component Description 12 001-012, 014-099
Static Probes 12 001-012, 014-099
Pitot Probes 12 001-012, 014-099
Air Data Modules (ADM) 16 001-012, 014-099
Total Air Temperature (TAT) 25 001-012, 014-099
Sensor
Angle Of Attack (AOA) Sensor 27 001-012, 014-099
Selector Switches 31 001-012, 014-099
General 1 101-199, 901-999
Power Supply 5 101-199, 901-999
General 5 101-199, 901-999
in Normal Configuration
after Loss of Main Electrical
Generation
Circuit Breakers 11 101-199, 901-999
Static Probes 12 101-199, 901-999
Pitot Probes 12 101-199, 901-999
Air Data Modules (ADM) 15 101-199, 901-999
34-CONTENTS Page 2
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R
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CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
SUBJECT
_______ CH/SE/SU
________ C
_ ____ ___________
PAGE EFFECTIVITY
Total Air Temperature (TAT) 25 101-199, 901-999
Sensor
Angle Of Attack (AOA) Sensor 28 101-199, 901-999
Selector Switches 32 101-199, 901-999
SENSORS, POWER SUPPLY AND SWITCHING 34-11-00

Functional Test of the ADM 501 ALL
Test of the Monitoring of the 507 ALL
ADR/AOA 26VAC Power Supply
Test of the Monitoring of the 512 ALL
ADIRS Power Supply (115VAC-28VDC)
PROBE - PITOT 34-11-15
REMOVAL/INSTALLATION 401 ALL
Removal of the Pitot Probe (9DA1, 401 ALL
9DA2, 9DA3)
Installation of the Pitot Probe 407 ALL
(9DA1, 9DA2, 9DA3)
Test of the Pitot Probe (9DA1, 501 ALL
9DA2, 9DA3) without the CFDS
INSPECTION/CHECK 601 ALL
Inspection/Check of the Pitot 601 ALL
Probe (9DA1, 9DA2, 9DA3)
PROBE - STATIC 34-11-16
Removal of the Static Probe (7DA1, 401 ALL
7DA2, 7DA3, 8DA1, 8DA2, 8DA3)
Installation of the Static Probe 408 ALL
(7DA1, 7DA2, 7DA3, 8DA1, 8DA2,
8DA3)
Test of the Static Probe (7DA1, 501 ALL
8DA1, 7DA2, 8DA2, 7DA3, 8DA3)
without the CFDS.
Inspection of the Static Probe 601 ALL
(7DA1, 7DA2, 7DA3, 8DA1, 8DA2,
8DA3)
MODULE - AIR DATA 34-11-17
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R
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CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
_______
SUBJECT CH/SE/SU
________ C
_ ____ ___________
PAGE EFFECTIVITY
Removal of the Air Data Module 401 ALL
(19FP1, 19FP2, 19FP3, 19FP4,
19FP5, 19FP6, 19FP7, 19FP8)
Installation of the Air Data 410 ALL
Module (19FP1, 19FP2, 19FP3,
19FP4, 19FP5, 19FP6, 19FP7, 19FP8)
MODULE - AIR DATA 34-11-17
Test of the Air Data Module 501 ALL
without the CFDS
SENSOR - TOTAL AIR TEMPERATURE 34-11-18
Removal of the TAT Sensor (11FP1, 401 ALL
11FP2)
Installation of the TAT Sensor 407 ALL
(11FP1, 11FP2)
Test of the TAT Sensor (11FP1, 501 ALL
11FP2) without the CFDS
Inspection/Check of the TAT Sensor 601 ALL
(11FP1, 11FP2)
SENSOR - ANGLE OF ATTACK 34-11-19
Removal of the Angle of Attack 401 ALL
Sensor (3FP1, 3FP2, 3FP3)
Installation of the Angle of 405 ALL
Attack Sensor (3FP1, 3FP2, 3FP3)
SENSOR - ANGLE OF ATTACK 34-11-19
INSPECTION/CHECK 601 001-012, 014-099
Inspection Sensor Angle of Attack 601 001-012, 014-099
(3FP1, 3FP2, 3FP3)

(ADIRU & CDU OR MSU)
General 1 001-012, 014-099
Interface 4 001-012, 014-099
Mechanical Interface 4 001-012, 014-099
Electrical Interface 4 001-012, 014-099
ADIRS CDU 21 001-012, 014-099
ADIRU 25 001-012, 014-099
34-CONTENTS Page 4
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R
IAC
CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
_______
SUBJECT CH/SE/SU
________ _
C ____ ___________
PAGE EFFECTIVITY
DESCRIPTION AND OPERATION 3 1 ALL
General 1 101-199, 901-999
Interface 5 101-199, 901-999
Electrical Interface 5 101-199, 901-999
ADIRS CDU 21 101-199, 901-999
ADIRU 25 101-199, 901-999
CONTROL AND DISPLAY UNIT (CDU) - ADIRS 34-12-12
Removal of the ADIRS CDU (2FP) 401 ALL
Installation of the ADIRS CDU 405 ALL
(2FP)
REFERENCE UNIT - AIR DATA/INERTIAL 34-12-34
(ADIRU)
Removal of the ADIRU (1FP1, 1FP2, 401 ALL
1FP3)
Installation of the ADIRU (1FP1, 407 ALL
1FP2, 1FP3)
REFERENCE UNIT - AIR DATA/INERTIAL 34-12-34
(ADIRU)
ADIRU Removal Criteria 601 ALL
MOUNT - ADIRU 34-12-51
REMOVAL/INSTALLATION 401 001-012, 014-099
Removal of the ADIRU Mount 401 001-012, 014-099
Installation of the ADIRU Mount 405 001-012, 014-099
AIR DATA 34-13-00

General 1 001-012, 014-099
System Description 1 001-012, 014-099
ADR Operation 1 001-012, 014-099
Operation/Control and Indicating 38 001-012, 014-099
Control 38 001-012, 014-099
Indicating 38 001-012, 014-099
Warnings 47 001-012, 014-099
General 1 101-199, 901-999
ADR Operation 1 101-199, 901-999
Control 40 101-199, 901-999
34-CONTENTS Page 5
May 01/08
R
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CHAPTER 34
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_______ CH/SE/SU
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Indicating 40 101-199, 901-999
Warnings 48 101-199, 901-999
AIR DATA 34-13-00

PFD Mach Number - Overspeed Check 401 ALL
Reactivation of PFD Mach Number - 405 ALL
Overspeed Check
AIR DATA 34-13-00

Operational Test of the AIR DATA 501 ALL
Switching Function
Operational Test of the VMO/MMO 506 ALL
Overspeed Warnings
Operational Test of the ALT 519 ALL
Comparison Warning
Operational Test of the ALT 526 ALL
DYNAMIC SLEW TEST
Operational Test of the CAS 533 ALL
DYNAMIC SLEW TEST
Operational Test of the AOA SENSOR 539 ALL
TEST
Operational Test of the Overspeed 540 ALL
Warnings in the Slats/Flaps and
Landing Gear Extended (VFE/VLE)
Configuration
Functional Test of the Altitude 558 001-012, 014-099
and Airspeed Data
Functional Test of the Altitude 565 ALL
and Airspeed Data (A/C with RVSM
capability on three ADIRUs)
Leak Test of the Principal Static 583 ALL
and Total Air Data System
INTERFACE TEST of the ADR 593 ALL
SYSTEM TEST of the ADR A504 ALL
Read the CFDIU for the ADR CURRENT A508 001-012, 014-099
STATUS
Read the CFDIU for the ADR INPUT A512 101-199, 901-999
STATUS
AIR DATA 34-13-00

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Visual Check of Pitot probes, 601 ALL
Static ports and AOA sensors
ATTITUDE, HEADING AND POSITION 34-14-00

General 1 001-012, 014-099
General 1 001-012, 014-099
Inputs 1 001-012, 014-099
Software Computation 5 001-012, 014-099
IR Output Data 14 001-012, 014-099
Control 32 001-012, 014-099
Indicating 40 001-012, 014-099
Warnings 50 001-012, 014-099
ADIRUs Performance Criteria 56 001-012, 014-099
General 1 101-199, 901-999
General 1 101-199, 901-999
Inputs 2 101-199, 901-999
Software Computation 11 101-199, 901-999
IR, GPS, and GPIRS Output Data 26 101-199, 901-999
Control 58 101-199, 901-999
Indicating 67 101-199, 901-999
Warnings 77 101-199, 901-999
Inputs 1 001-012, 014-099
ATTITUDE, HEADING AND POSITION 34-14-00

Operational Test of the 501 ALL
Attitude/Heading (ATT/HDG)
Switching Function
Operational Test of the 507 ALL
Attitude/Heading (ATT/HDG)
Comparison Warning
Interface Test of the IR 518 ALL
Read CFDIU for IR CURRENT STATUS 533 001-012, 014-099
Read CFDIU for IR INPUT STATUS 540 101-199, 901-999
ADIRS - BITE 34-18-00
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General 1 001-012, 014-099
Computers Directly Linked to the 3 001-012, 014-099
CFDS
ADIRS Control Panel 3 001-012, 014-099
Other LRUs of the System 4 001-012, 014-099
Reporting Function 5 001-012, 014-099
Interactive Function 19 001-012, 014-099
Power-up Test Initialization and 33 001-012, 014-099
Cockpit Repercussions
DESCRIPTION AND OPERATION 2 1 ALL
General 1 101-199, 901-999
Computers Directly Linked to the 3 101-199, 901-999
CFDS
ADIRS Control Panel 3 101-199, 901-999
Other LRUs of the System 4 101-199, 901-999
Reporting Function 5 101-199, 901-999
Interactive Function 24 101-199, 901-999
Power-up Test Initialization and 52 101-199, 901-999
__________________________
STANDBY NAVIGATION SYSTEMS 34-20-00
ADJUSTMENT/TEST 501 101-199, 902-999
ISIS Reset 501 101-199, 902-999
STANDBY DATA : ALTITUDE AND AIRSPEED 34-21-00

DESCRIPTION AND OPERATION 1 001-012, 014-099
901-901,
General 1 001-012, 014-099
901-901,
901-901,
901-901,
Standby Altimeter 1 001-012, 014-099
901-901,
Standby Airspeed Indicator 6 001-012, 014-099
901-901,
STANDBY DATA : ALTITUDE AND AIRSPEED 34-21-00
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ADJUSTMENT/TEST 501 001-012, 014-099
901-901,
Low-Range Leak Test of the Standby 501 001-012, 014-099
Pneumatic Circuits 901-901,
Functional Test of the Standby 509 001-012, 014-099
Airspeed Indicator 901-901,
Functional Test of the Standby 513 001-012, 014-099
Altimeter 901-901,
ALTIMETER - STANDBY 34-21-22
901-901,
Removal of the Standby Altimeter 401 001-012, 014-099
(3FN) 901-901,
Installation of the Standby 406 001-012, 014-099
Altimeter (3FN) 901-901,
ALTIMETER - STANDBY 34-21-22
ADJUSTMENT/TEST 501 001-012, 014-099
901-901,
ADJUSTING/ALIGNING/CALIBRATING of 501 001-012, 014-099
the Standby Altimeter 901-901,
INDICATOR - STANDBY AIRSPEED 34-21-26
901-901,
Removal of the Standby Airspeed 401 001-012, 014-099
Indicator (9FN) 901-901,
Airspeed Indicator (9FN) 901-901,
INDICATOR - STANDBY AIRSPEED 34-21-26
ADJUSTMENT/TEST 501 001-012, 014-099
901-901,
ADJUSTING/ALIGNING/CALIBRATING of 501 001-012, 014-099
the Standby Airspeed Indicator 901-901,
STANDBY DATA : ATTITUDE AND HEADING 34-22-00

901-901,
General 1 001-012, 014-099
901-901,
Standby Heading 1 001-012, 014-099
901-901,
Standby Attitude 1 001-012, 014-099
901-901,
901-901,
901-901,
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Standby Compass 4 001-012, 014-099
Standby Compass 4 901-901,
Standby Horizon Indicator 4 001-012, 014-099
901-901,
STANDBY DATA : INTEGRATED STANDBY 34-22-00

INSTRUMENT SYSTEM (ISIS)
General 1 101-199, 902-999
ISIS Indicator 1 101-199, 902-999
ISIS Indicator 1 101-199, 902-999
Power Supply 14 101-199, 902-999
ISIS Indicator 14 101-199, 902-999
Interface 19 101-199, 902-999
Peripherals 19 101-199, 902-999
External Description 23 101-199, 902-999
Internal Description 26 101-199, 902-999
Operation 29 101-199, 902-999
System Performance 29 101-199, 902-999
Control and Indicating 30 101-199, 902-999
Test 36 101-199, 902-999
BITE Description 36 101-199, 902-999
STANDBY DATA : ATTITUDE AND HEADING 34-22-00

Operational Check of the standby 501 ALL
compass including light test and
visual check
Compensation Adjustment/Test of 504 ALL
the Standby Compass
Compensation Adjustment/Test of 515 ALL
the Standby Compass with the
Standby Compass Calibrator
COMPASS - STANDBY 34-22-23
Removal of the Standby Compass 401 ALL
(2FN)
Installation of the Standby 406 ALL
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Compass (2FN)
COMPASS - STANDBY 34-22-23
Detailed Visual Inspection of the 601 ALL
Standby Compass Damping Fluid
INDICATOR - STANDBY HORIZON 34-22-24
901-901,
Removal of the Standby Horizon 401 001-012, 014-099
Indicator (7FN) 901-901,
Horizon Indicator (7FN) 901-901,
INDICATOR - ISIS (INTEGRATED STANDBY 34-22-25
INSTRUMENT SYSTEM)
SERVICING 301 101-199, 902-999
Draining and Flushing of the 301 101-199, 902-999
Standby Static and Standby Total
Pressure lines (ISIS)
INSTRUMENT SYSTEM)
Removal of the ISIS Indicator 401 101-199, 902-999
(22FN)
Installation of the ISIS Indicator 404 101-199, 902-999
(22FN)
INSTRUMENT SYSTEM)
ADJUSTMENT/TEST 501 101-199, 902-999
Operational Check of ISIS DC HOT 501 101-199, 902-999
Bus SUPPLY
BITE Test of the ISIS Indicator 504 101-199, 902-999
with the pushbutton switches on
the Face of the Indicator.
Low range Leak Test of the Standby 507 101-199, 902-999
Pneumatic circuits
Functional Test of the ISIS 515 101-199, 902-999
Indicator
INSTRUMENT SYSTEM)
INSPECTION/CHECK 601 101-199, 902-999
ISIS Inspection for Legibility 601 101-199, 902-999
INSTRUMENT SYSTEM)
CLEANING/PAINTING 701 101-199, 902-999
Cleaning of the ISIS Indicator 701 101-199, 902-999
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ILS 34-36-00
General 1 001-012, 014-099
Principle 1 001-012, 014-099
System Architecture 1 001-012, 014-099
Utilization Technical Data 7 001-012, 014-099
Warnings 11 001-012, 014-099
Power Supply 12 001-012, 014-099
Interface 12 001-012, 014-099
Receiver 12 001-012, 014-099
Antennas 18 001-012, 014-099
Control 20 001-012, 014-099
Reconfiguration Switching 20 001-012, 014-099
Operation 22 001-012, 014-099
Access to ILS Sub-Menu Functions 22 001-012, 014-099
Activation of the Test Function 22 001-012, 014-099
Power-up Tests Initialization 22 001-012, 014-099
and Cockpit Repercussions
ILS ((MMR)) 34-36-00

General 1 101-199, 901-999
ILS Receiver 1 101-199, 901-999
GPS Receiver 1 101-199, 901-999
ILS Operation 5 101-199, 901-999
GPS Operation 5 101-199, 901-999
Maintenance Operation 6 101-199, 901-999
Power Supply 6 101-199, 901-999
Interface 6 101-199, 901-999
ILS Interface 6 101-199, 901-999
GPS Interface 8 101-199, 901-999
MMR 12 101-199, 901-999
GPS Antenna 17 101-199, 901-999
Localizer Antenna 19 101-199, 901-999
Glide Slope Antenna 19 101-199, 901-999
Operation 21 101-199, 901-999
ILS Operation 21 101-199, 901-999
GPS Function 29 101-199, 901-999
BITE Function 38 101-199, 901-999
CFDIU Interface 38 101-199, 901-999
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ILS 34-36-00
ADJUSTMENT/TEST 1 501 001-012, 014-099
BITE Test of the ILS 501 001-012, 014-099
Operational Test of the ILS 507 001-012, 014-099
Functional Test of the ILS 510 001-012, 014-099
ILS ((MMR)) 34-36-00

ADJUSTMENT/TEST 2 501 101-199, 901-999
BITE Test of the MMR 501 101-199, 901-999
Operational Test of the GPS 505 101-199, 901-999
Operational Test of the ILS 510 101-199, 901-999
Functional Test of the ILS 513 101-199, 901-999
ANTENNA - LOCALIZER 34-36-11
Removal of the Localizer Antenna 401 ALL
(3RT)
Installation of the Localizer 405 ALL
Antenna (3RT)
ANTENNA - GPS ACTIVE 34-36-16
Removal of the GPS Active Antenna 401 101-199, 901-999
(43RT1, 43RT2)
Installation of the GPS Active 404 101-199, 901-999
Antenna (43RT1, 43RT2) with Teflon
Seal
Installation of the GPS Active 409 101-199, 901-999
Antenna (43RT1, 43RT2) without
Teflon Seal
ANTENNA - GLIDE/SLOPE 34-36-18
Removal of the Glide/Slope Antenna 401 ALL
(4RT)
Installation of the Glide/Slope 405 ALL
Antenna (4RT)
RECEIVER - ILS 34-36-31
REMOVAL/INSTALLATION 1 401 001-012, 014-099
Removal of the ILS Receiver (2RT1, 401 001-012, 014-099
2RT2)
Installation of the ILS Receiver 404 001-012, 014-099
(2RT1, 2RT2)
RECEIVER - MULTI MODE (MMR) 34-36-31
Removal of the Multi Mode Receiver 401 101-199, 901-999
(40RT1, 40RT2)
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Installation of the Multi Mode 404 101-199, 901-999
Receiver (40RT1, 40RT2)
WEATHER RADAR SYSTEM 34-41-00

General 1 001-012, 014-099
General 4 001-012, 014-099
General Technical 9 001-012, 014-099
Characteristics
Power Supply 10 001-012, 014-099
Weather Radar Transceiver 10 001-012, 014-099
Weather Radar Antenna 15 001-012, 014-099
Weather Radar Control Unit 15 001-012, 014-099
Weather Radar Wave guide and 15 001-012, 014-099
Wave guide Switch
Data Word and Control Word 17 001-012, 014-099
Definition
Data Word and Control Word 18 001-012, 014-099
Definition
Operation 20 001-012, 014-099
Basic Principles 20 001-012, 014-099
Control and Indicating 21 001-012, 014-099
Utilization of Controls and 23 001-012, 014-099
Indicating
Test 29 001-012, 014-099
Maintenance Test 29 001-012, 014-099
Maintenance Indicators on 32 001-012, 014-099
Transceiver and Antenna Drive
BITE Function 32 001-012, 014-099
General 1 101-199, 901-999
General 8 101-199, 901-999
Peripherals 15 901-901,
Peripherals 17 101-199, 901-999
General Technical 21 101-199, 901-999
Characteristics
Power Supply 23 101-199, 901-999
Interface 24 101-199, 901-999
Digital Interface Special for 24 101-199, 901-999
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Weather Radar
Transceiver 28 901-901,
Transceiver 33 101-199, 901-999
Weather Radar System 38 101-199, 901-999
Weather Radar Antenna 45 101-199, 902-999
Weather Radar Antenna 45 901-901,
Weather Radar Control Unit 45 901-901,
Weather Radar Control Unit 48 101-199, 901-999
Weather Radar Wave Guide and 48 101-199, 901-999
Wave Guide Switch
Operation 49 101-199, 901-999
Operation 49 901-901,
Operation 51 101-199, 901-999
Pulse Duration and Range Timing 58 901-901,
Timing of Transmitted Pulses in 65 101-199, 901-999
WX/MAP Mode and in Doppler Mode
(Turbulence) and W/S Mode
Controls and Indicating 66 101-199, 901-999
Utilization of Controls and 70 101-199, 901-999
Indicating
Reconfiguration switching 95 101-199, 901-999
Test 96 101-199, 901-999
BITE Description 96 901-901,
BITE Description 97 101-199, 901-999
Self-Test A 15 101-199, 901-999
WEATHER RADAR SYSTEM 34-41-00

Functional test of the Tilt 501 ALL
Control of the Weather-Radar
Antenna Drive-Unit
BITE Test of the Weather Radar 508 ALL
System Test of the Weather Radar 522 ALL
ANTENNA ASSEMBLY - WEATHER RADAR 34-41-11
REMOVAL/INSTALLATION 2 401 ALL
Removal of the Weather Radar 401 ALL
Antenna Assembly (7SQ, 11SQ)
Installation of the Weather Radar 409 ALL
Antenna Assembly (7SQ, 11SQ)
CONTROL UNIT - WEATHER RADAR 34-41-12
Control Unit (3SQ)
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Control Unit (3SQ)
TRANSCEIVER - WEATHER RADAR 34-41-33
Transceiver (1SQ1, 1SQ2)
Transceiver (1SQ1, 1SQ2)
MOUNTING TRAY - WEATHER RADAR 34-41-37
TRANSCEIVER
Transceiver Mounting Tray (9SQ)
Transceiver Mounting Tray (9SQ)
WAVE GUIDE ASSEMBLY 34-41-41
Removal of the Wave Guide Assembly 401 ALL
Installation of the Wave Guide 406 ALL
Assembly
RADIO ALTIMETER 34-42-00

General 1 ALL
Component Location 1 ALL
Principle 5 ALL
System Architecture 5 ALL
Utilization Technical Data 5 ALL
Warnings 10 ALL
Power Supply 11 ALL
Component Description 11 ALL
Transceiver 11 ALL
Antennas 16 ALL
Fans 16 ALL
Operation 16 ALL
Control 16 ALL
Reconfiguration Switching 16 ALL
Test 18 ALL
Access to Radio Altimeter 18 ALL
Sub-menu Functions
Activation of the Test Function 18 ALL
Power-up Tests Initialization 20 ALL
RADIO ALTIMETER 34-42-00
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BITE Test of the Radio Altimeter 501 ALL
Operational Check and Detailed 504 ALL
Inspection for Contamination of
the Radio Altimeter Fan
Ramp Test of the Radio Altimeter 508 ALL
Warning Test of the Radio 512 ALL
Altimeter
ANTENNA - RADIO ALTIMETER 34-42-11
Removal of the Radio Altimeter 401 ALL
Antennas 5SA1, 5SA2, 6SA1, 6SA2
Installation of the Radio 407 ALL
Altimeter Antennas 5SA1, 5SA2,
6SA1, 6SA2
TRANSCEIVER - RADIO ALTIMETER 34-42-33
Removal of the Radio Altimeter 401 ALL
Transceiver 2SA1 and 2SA2
Altimeter Transceiver 2SA1 and
2SA2
FAN - RADIO ALTIMETER TRANSCEIVER 34-42-45
Removal of the Radio 401 ALL
Altimeter-Transceiver Fan 3SA1
(3SA2)
Altimeter-Transceiver Fan 3SA1
(3SA2)
FAN - RADIO ALTIMETER TRANSCEIVER 34-42-45
CLEANING/PAINTING 701 ALL
Cleaning of the Radio Altimeter 701 ALL
Transceiver Fan
TRAFFIC COLLISION AVOIDANCE SYSTEM 34-43-00

(TCAS)
General 1 101-199, 902-999
Presentation 1 101-199, 902-999
Principle 3 101-199, 902-999
Advisories 3 101-199, 902-999
Display 4 101-199, 902-999
Coordination 4 101-199, 902-999
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TCAS Computer 6 101-199, 902-999
Directional Antennas 6 101-199, 902-999
ATC/TCAS Control Unit 6 101-199, 902-999
Associated Items 10 101-199, 902-999
Peripherals 10 101-199, 902-999
Power Supply 12 101-199, 902-999
TCAS Computer 12 101-199, 902-999
TCAS Antennas 17 101-199, 902-999
Operation 19 101-199, 902-999
Intruder Detection 19 101-199, 902-999
Measurement of Intruder 30 101-199, 902-999
Parameters
Coordination 34 101-199, 902-999
Principles of Computation 39 101-199, 902-999
Definition of Target Aircraft 45 101-199, 902-999
Sensitivity Level 50 101-199, 902-999
Information Display 54 101-199, 902-999
Operational Use
Test 67 101-199, 902-999
Self-Test 67 101-199, 902-999
CFDS 70 101-199, 902-999
TRAFFIC AND TERRAIN COLLISION 34-43-00

AVOIDANCE SYSTEM (T2CAS)
DESCRIPTION AND OPERATION 2 1 901-901,
General 1 901-901,
Component Location 1 901-901,
General 1 901-901,
TAWS part 5 901-901,
TCAS part 5 901-901,
System Description 5 901-901,
TCAS Function 5 901-901,
TAWS Function 5 901-901,
Power Supply 6 901-901,
Component Description 6 901-901,
External Description 6 901-901,
Internal Description 6 901-901,

(TCAS)
General 1 901-901,
Presentation 1 901-901,
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Principle 2 901-901,
Advisories 2 901-901,
Display 4 901-901,
Coordination 4 901-901,
TCAS Computer 5 901-901,
Directional Antennas 5 901-901,
ATC/TCAS Control Unit 5 901-901,
Associated Items 9 901-901,
TCAS Computer 11 901-901,
TCAS Antennas 16 901-901,
Intruder Detection 18 901-901,
Measurement of Intruder 29 901-901,
Parameters
Principles of Computation 38 901-901,
Definition of Target Aircraft 44 901-901,
Sensitivity Level 49 901-901,
Information Display 53 901-901,
Operational Use
Test 66 901-901,
Self-Test 66 901-901,
CFDS 69 901-901,

(TCAS)
SERVICING 1 301 101-199, 902-999
Uploading Procedure to Load the 301 101-199, 902-999
Operational Software of the TCAS

SERVICING 2 301 901-901,
Uploading Procedure to Load the 301 901-901,
Uploading of the TAWS Database 306 901-901,
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(TCAS)
SERVICING 3 301 901-901,
Uploading Procedure to Load the 301 901-901,

DEACTIVATION/REACTIVATION 1 401 901-901,
Deactivation of the TCAS 401 901-901,
Refer to the MMEL TASK: 34-43-01 401 901-901,
Reactivation of the TCAS 404 901-901,

(TCAS)
DEACTIVATION/REACTIVATION 2 401 101-199, 902-999
Deactivation of the TCAS 401 101-199, 902-999
Refer to the MMEL TASK: 34-43-01 401 101-199, 902-999
Reactivation of the TCAS 403 101-199, 902-999
Refer to the MMEL TASK: 34-43-01 403 101-199, 902-999
DEACTIVATION/REACTIVATION 3 401 901-901,
Deactivation of the TCAS 401 901-901,
Reactivation of the TCAS 403 901-901,

ADJUSTMENT/TEST 1 501 901-901,
Bite Test of the T2CAS 501 901-901,
Functional Test of the TCAS 509 901-901,
Antennas
Read the CURRENT STATUS of the 514 901-901,
T2CAS (TAWS part)

(TCAS)
ADJUSTMENT/TEST 2 501 101-199, 902-999
BITE Test of the TCAS 501 101-199, 902-999
Functional Test of the TCAS 504 101-199, 902-999
Antennas
BITE Test of the TCAS 501 901-901,
Functional Test of the TCAS 504 901-901,
Antennas
T2CAS - TRAFFIC COLLISION AVOIDANCE 34-43-10
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SYSTEM
DESCRIPTION AND OPERATION 1 901-901,
General 1 901-901,
Advisories 3 901-901,
Display 3 901-901,
T2CAS-TCAS circuit card assembly 5 901-901,
Directional Antennas 5 901-901,
Associated Items 5 901-901,
TCAS circuit card assembly 10 901-901,
TCAS Antennas 15 901-901,
Operation/Control and Indicating 15 901-901,
Intruder Detection 15 901-901,
Measurement of Intruder 29 901-901,
Parameters
Principles of Computation 37 901-901,
Definition of Target Aircraft 43 901-901,
Sensitivity Level 50 901-901,
Information Display 52 901-901,
Operational Use
BITE Test 65 901-901,
Self Test 65 901-901,
CFDS Interface 67 901-901,
Software configuration follow-up 83 901-901,
ANTENNA - TCAS 34-43-11
REMOVAL/INSTALLATION 1 401 901-901,
Removal of the TCAS Antenna (7SG1, 401 901-901,
7SG2)
Installation of the TCAS Antenna 405 901-901,
(7SG1, 7SG2)
Removal of the TCAS Antenna (7SG1, 401 101-199, 902-999
7SG2)
Installation of the TCAS Antenna 405 101-199, 902-999
(7SG1, 7SG2)
Removal of the TCAS Antenna (7SG1, 401 901-901,
34-CONTENTS Page 21
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CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
_______
SUBJECT CH/SE/SU
________ C
_ PAGE ___________
____ EFFECTIVITY
7SG2)
Installation of the TCAS Antenna 405 901-901,
(7SG1, 7SG2)
T2CAS - TERRAIN AWARENESS AND WARNING 34-43-20
SYSTEM
DESCRIPTION AND OPERATION 1 901-901,
General 1 901-901,
Embedded Functions 1 901-901,
System Description/Interface 4 901-901,
T2CAS-TAWS Circuit Card Assembly 4 901-901,
Digital Data Inputs 4 901-901,
Discrete Data Inputs 6 901-901,
Discrete Outputs 9 901-901,
ARINC A429 Bus Output 17 901-901,
ARINC A453 Bus Output to EIS 31 901-901,
Audio Output 33 901-901,
Pin-Programming 33 901-901,
T2CAS-TAWS circuit card assembly 35 901-901,
Operation/Control and Indicating 37 901-901,
General 37 901-901,
Dynamic Parameter 39 901-901,
Acquisition/TAWS Operation
Flight Phase Determination 46 901-901,
Predictive Modes 46 901-901,
Reactive modes 74 901-901,
Pushbutton Switches, GPWS 84 901-901,
Control Panel and ECAM Messages
EFIS (DMC/ND) Indications 89 901-901,
FWS/PWS/T2CAS-TAWS Installation 94 901-901,
- Priority Management
BITE Test 96 901-901,
Self-Test 96 901-901,
CFDS 98 901-901,
Software configuration follow-up A 10 901-901,
COMPUTER - T2CAS 34-43-34
Removal of the T2CAS Computer 401 901-901,
(100SG)
Installation of the T2CAS Computer 404 901-901,
(100SG)
COMPUTER - TCAS 34-43-34
Removal of the TCAS Computer (1SG) 401 101-199, 902-999
Installation of the TCAS Computer 404 101-199, 902-999
34-CONTENTS Page 22
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CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
_______
SUBJECT CH/SE/SU
________ C
_ PAGE ___________
____ EFFECTIVITY
(1SG)
Removal of the TCAS Computer (1SG) 401 901-901,
Installation of the TCAS Computer 404 901-901,
(1SG)
GROUND PROXIMITY WARNING SYSTEM (GPWS) 34-48-00

General 1 001-012, 014-099
General 1 001-012, 014-099
Warnings 3 001-012, 014-099
Digital Data Inputs 3 001-012, 014-099
Discrete Data Inputs 3 001-012, 014-099
Warning Outputs 7 001-012, 014-099
Monitor Output 7 001-012, 014-099
Bus Output 10 001-012, 014-019
Bus Output 10 001-012, 014-099
Audio Output 10 001-012, 014-099
Power Supply 10 001-012, 014-099
GPWC (1WZ) 11 001-012, 014-019
GPWC (1WZ) 15 020-099,
GPWC (1WZ) 19 001-012, 014-019
Pushbutton Switches 28 001-012, 014-099
SYS Pushbutton Switch 9WZ 29 001-012, 014-099
Operation 29 001-012, 014-099
General 29 001-012, 014-099
Detailed Operation - Modes 1 43 001-012, 014-019
through 5
Envelope Modulation 51 001-012, 014-019
through 5
Envelope Modulation 62 001-012, 014-099
Warning Generation and 64 001-012, 014-099
Inhibition
GPWC Maintenance Output 67 001-012, 014-099
Test 69 001-012, 014-099
Airborne Self-test 69 001-012, 014-099
Ground Self-Test 69 001-012, 014-099
Ground Vocabulary Test 70 001-012, 014-019
Status History Test 70 001-012, 014-019
Fault Messages 73 001-012, 014-019
Ground Vocabulary Test 76 020-099,
Status History Test 77 020-099,
34-CONTENTS Page 23
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CHAPTER 34
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TABLE OF CONTENTS
_________________
SUBJECT
_______ CH/SE/SU
________ C
_ ____ ___________
PAGE EFFECTIVITY
Ground Vocabulary Test 80 001-012, 014-019
Status History Test 84 001-012, 014-019
CFDS Interface 86 001-012, 014-019
ENHANCED GROUND PROXIMITY WARNING 34-48-00

SYSTEM (GPWS)
101-199, 902-999
General 1 001-012, 014-099
101-199, 902-999
Basic GPWS Modes 3 001-012, 014-099
101-199, 902-999
Enhanced Features 5 001-012, 014-099
101-199, 902-999
101-199, 902-999
101-199, 902-999
General 11 001-012, 014-099
101-199, 902-999
Warnings 11 001-012, 014-099
101-199, 902-999
Monitor Outputs 21 101-199, 902-999
Bus Output 22 101-199, 902-999
Monitor Outputs 22 001-012, 014-099
Bus Output 22 001-012, 014-099
Audio Output 22 001-012, 014-099
101-199, 902-999
Power Supply 22 001-012, 014-099
101-199, 902-999
Interface 25 001-012, 014-099
101-199, 902-999
Digital Outputs 25 101-199, 902-999
Digital Outputs 42 001-012, 014-099
101-199, 902-999
Enhanced GPWC 59 101-199, 902-999
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CHAPTER 34
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NAVIGATION
TABLE OF CONTENTS
_________________
SUBJECT
_______ CH/SE/SU
________ C
_ ____ EFFECTIVITY
PAGE ___________
Enhanced GPWC 66 001-012, 014-099
101-199, 902-999
Operation 78 001-012, 014-099
101-199, 902-999
General 79 001-012, 014-099
101-199, 902-999
through 5 101-199, 902-999
Envelope Modulation A 5 101-199, 902-999
Envelope Modulation A 7 001-012, 014-099
Enhanced Features A 11 001-012, 014-099
101-199, 902-999
Warning Generation and A 46 101-199, 902-999
Inhibition
Warning Generation and A 53 001-012, 014-099
Inhibition
Enhanced GPWC Maintenance Output A 68 001-012, 014-099
101-199, 902-999
Test A 68 001-012, 014-099
101-199, 902-999
Self-Tests A 70 101-199, 902-999
Self-Tests A 73 001-012, 014-099
CFDS Interface A 77 101-199, 902-999
CFDS Interface A 84 001-012, 014-099
BITE Implementation A 90 001-012, 014-099
101-199, 902-999
Power-up Test Initialization and A 91 101-199, 902-999
General 1 901-901,
Basic GPWS Modes 3 901-901,
Enhanced Features 3 901-901,
General 5 901-901,
Warnings 5 901-901,
Digital Data Inputs 5 901-901,
Discrete Data Inputs 9 901-901,
Warning Outputs 11 901-901,
Monitor Outputs 11 901-901,
Bus Output 13 901-901,
Audio Output 13 901-901,
Interface 14 901-901,
34-CONTENTS Page 25
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CHAPTER 34
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NAVIGATION
TABLE OF CONTENTS
_________________
SUBJECT
_______ CH/SE/SU
________ C
_ ____ ___________
PAGE EFFECTIVITY
Digital Outputs 14 901-901,
Enhanced GPWC 31 901-901,
Pushbutton Switches 39 901-901,
General 42 901-901,
Detailed Operation - Modes 1 44 901-901,
through 5
Envelope Modulation 58 901-901,
Enhanced Features 62 901-901,
Warning Generation and 87 901-901,
Inhibition
Enhanced GPWC Maintenance Output 94 901-901,
Test 94 901-901,
Self-Tests 94 901-901,
BITE Implementation A 7 901-901,
Power-up Test Initialization and A 8 901-901,
GROUND PROXIMITY WARNING SYSTEM (GPWS) 34-48-00

SERVICING 1 301 001-012, 014-099
101-199, 902-999
Uploading of the Enhanced GPWC 301 001-012, 014-099
Database 101-199, 902-999
SERVICING 2 301 901-901,
Uploading of the Enhanced GPWC 301 901-901,
Database
ADJUSTMENT/TEST 1 501 001-012, 014-099
101-199, 902-999
Operational Test of GPWS Ground 501 001-012, 014-099
Self-test Function
Operational Test of the Enhanced 505 001-012, 014-099
GPWS Ground Self-Test Function 101-199, 902-999
Operational Test of the GPWS with 519 001-012, 014-099
Stall Warning Test and Activation
of the: GPWS/SYS Pushbutton Switch
and EMER CANC Key
Operational Test of the Enhanced 526 001-012, 014-099
GPWS with Stall Warning Test and 101-199, 902-999
Activation of the GPWS/SYS
Pushbutton Switch and EMER CANC
Key
Operational Test of the 533 001-012, 014-099
STATUS/HISTORY
34-CONTENTS Page 26
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CHAPTER 34
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NAVIGATION
TABLE OF CONTENTS
_________________
_______
SUBJECT CH/SE/SU
________ C
_ ____ EFFECTIVITY
PAGE ___________
BITE Test of the GPWS 537 001-012, 014-099
BITE Test of the Enhanced GPWC 540 001-012, 014-099
101-199, 902-999
BITE Test of the Enhanced GPWS 501 901-901,
Operational Test of the Enhanced 504 901-901,
GPWS Ground Self-Test Function
COMPUTER - GROUND PROXIMITY WARNING 34-48-34
(GPWC)
101-199, 902-999
Removal of the GPWC (1WZ) 401 001-012, 014-099
101-199, 902-999
Installation of the GPWC (1WZ) 404 001-012, 014-099
101-199, 902-999
Removal of the GPWC (1WZ) 401 901-901,
Installation of the GPWC (1WZ) 404 901-901,
DME 34-51-00
General 1 ALL
Principle 1 001-012, 014-099
Principle 14 101-199, 902-999
System Architecture 17 901-901,
Utilization Technical Data 18 901-901,
Power Supply 20 ALL
DME Interrogator 21 001-012, 014-099
DME Interrogator 23 901-901,
DME Interrogator 23 101-199, 901-999
DME Antenna 40 ALL
Operation 40 ALL
Control 42 ALL
BITE Function 44 ALL
Access to DME Sub-menu Functions 44 001-012, 014-099
101-199, 902-999
34-CONTENTS Page 27
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CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
SUBJECT
_______ CH/SE/SU
________ C
_ PAGE EFFECTIVITY
____ ___________
101-199, 902-999
Access to DME Sub-menu Functions 47 901-901,
Activation of the Test Function 47 901-901,
BITE Implementation 58 101-199, 902-999
BITE Implementation 59 901-901,
BITE Implementation 60 901-901,
and Cockpit Repercussions 901-901,
DME 34-51-00
BITE Test of the DME 501 ALL
Operational Test of the DME 508 ALL
Functional Test of the DME 512 ALL
ANTENNA - DME 34-51-11
Removal of the DME Antenna (3SD1, 401 ALL
3SD2)
Installation of the DME Antenna 406 ALL
(3SD1, 3SD2)
INTERROGATOR - DME 34-51-33
Removal of the DME Interrogator 401 ALL
(2SD1, 2SD2)
Installation of the DME 404 ALL
Interrogator (2SD1, 2SD2)
ATC/MODE S (SELECT) 34-52-00

General 1 ALL
Principle 7 001-012, 014-099
Principle 7 101-199, 902-999
System Security 12 001-012, 014-099
Warning 17 ALL
Power Supply 17 ALL
Interface 19 101-199, 901-999
34-CONTENTS Page 28
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CHAPTER 34
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NAVIGATION
TABLE OF CONTENTS
_________________
SUBJECT
_______ CH/SE/SU
________ C
_ ____ ___________
PAGE EFFECTIVITY
Transponder Input Data 20 101-199, 901-999
Transponder output buses 22 101-199, 901-999
ATC Transponder 22 001-012, 014-099
ATC Transponder 24 101-199, 902-999
ATC Transponder 30 901-901,
Control Unit 62 001-012, 014-099
Antenna 64 001-012, 014-099
Antenna 67 101-199, 901-999
Remote ATC Control Box 67 001-012, 014-099
Operation 67 ALL
Control 67 001-012, 014-099
Control 70 101-199, 901-999
Hijack Mode Operation 71 001-012, 014-099
Test 72 ALL
CFDIU Interface 78 901-901,
BITE Implementation 89 101-199, 901-999
Remote ATC Control Box Test 90 001-012, 014-099
ATC/MODE S (SELECT) 34-52-00

MAINTENANCE PRACTICES 201 ALL
Change of ICAO Address (after a 201 ALL
Change of Aircraft Registration
Number)
ATC 34-52-00
BITE Test of the ATC 501 ALL
Operational Test of the ATC 505 ALL
Operational Test of the Remote ATC 509 001-012, 014-099
Control Box
Functional Test of the Altitude 513 ALL
Reporting Function
Functional Test of the ATC/Mode S 518 ALL
Transponder
Transponder
34-CONTENTS Page 29
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CHAPTER 34
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NAVIGATION
TABLE OF CONTENTS
_________________
_______
SUBJECT CH/SE/SU
________ C
_ ____ ___________
PAGE EFFECTIVITY
Transponder
Functional Test of the ATC 560 101-199, 901-999
Antennas
Functionnal Test of the Remote ATC 563 001-012, 014-099
Control Box
ANTENNA - ATC 34-52-11
Removal of the ATC Antenna (7SH1, 401 ALL
7SH2, 7SH3, 7SH4)
Installation of the ATC Antenna 407 ALL
(7SH1, 7SH2, 7SH3, 7SH4)
CONTROL UNIT - ATC/TCAS 34-52-12
Removal of the ATC/TCAS Control 401 ALL
Unit (3SH)
Installation of the ATC/TCAS 404 ALL
Control Unit (3SH)
TRANSPONDER - ATC/MODE S 34-52-33
Removal of the ATC/Mode S 401 ALL
Transponder (1SH1, 1SH2)
Installation of the ATC/Mode S 404 ALL
Transponder (1SH1, 1SH2)
CONTROL BOX - REMOTE ATC 34-52-35
Removal of the Remote ATC Control 401 001-012, 014-099
Box (8SH)
Installation of the Remote ATC 405 001-012, 014-099
Control Box (8SH)
ADF 34-53-00
General 1 ALL
Principle 5 ALL
System Architecture 5 ALL
Utilisation Technical Data 13 001-012, 014-099
Utilisation Technical Data 13 101-199, 901-999
Warning 19 001-012, 014-099
Warning 19 101-199, 901-999
Power Supply 20 ALL
ADF Receiver 21 001-012, 014-099
ADF Receiver 23 101-199, 901-999
34-CONTENTS Page 30
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CHAPTER 34
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NAVIGATION
TABLE OF CONTENTS
_________________
SUBJECT
_______ CH/SE/SU
________ C
_ ____ ___________
PAGE EFFECTIVITY
Loop and Sense Antenna 32 ALL
Operation 34 ALL
Test 36 ALL
Maintenance Test 38 901-901,
ADF 34-53-00
BITE Test of the ADF 501 ALL
Operational Test of the ADF 511 ALL
ANTENNA - ADF LOOP AND SENSE 34-53-11
Removal of the ADF Loop and Sense 401 ALL
Antenna
Installation of the ADF Loop and 407 ALL
Sense Antenna
RECEIVER - ADF 34-53-31
Removal of the ADF Receiver (2RP1, 401 ALL
2RP2)
Installation of the ADF Receiver 406 ALL
(2RP1, 2RP2)
VOR/MARKER 34-55-00
General 1 ALL
Foreword 1 001-012, 014-099
VOR System 1 001-012, 014-099
MARKER System 1 001-012, 014-099
Foreword 1 101-199, 901-999
VOR System 2 101-199, 901-999
MARKER System 2 101-199, 901-999
Principle 6 001-012, 014-099
Warning 19 001-012, 014-099
Principle 19 101-199, 902-999
34-CONTENTS Page 31
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CHAPTER 34
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NAVIGATION
TABLE OF CONTENTS
_________________
SUBJECT
_______ CH/SE/SU
________ C
_ ____ ___________
PAGE EFFECTIVITY
System Architecture 24 901-901,
Utilization Technical Data 24 901-901,
Warning 27 901-901,
Power Supply 27 ALL
VOR/MKR Receiver 28 001-012, 014-099
VOR/MKR Receiver 30 101-199, 901-999
Antennas 47 ALL
Operation 50 ALL
Control 50 ALL
BITE Function 52 ALL
Access to the VOR/MKR Sub-menu 52 001-012, 014-099
Functions
Access to the VOR/MKR Sub-menu 54 101-199, 901-999
Functions
BITE Test 54 101-199, 901-999
VOR/MARKER 34-55-00
BITE Test of the VOR/MKR 501 ALL
Operational Test of the VOR/MKR 510 ALL
Functional Test of the VOR/MKR 513 ALL
ANTENNA - VOR 34-55-11
Removal of the VOR Antenna 4RS 401 ALL
Installation of the VOR Antenna 405 ALL
4RS
ANTENNA - MARKER 34-55-18
Removal of the Marker Antenna 401 ALL
(1RS)
Installation of the Marker Antenna 405 ALL
(1RS)
RECEIVER - VOR/MARKER 34-55-31
Removal of the VOR/MKR Receiver 401 ALL
34-CONTENTS Page 32
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CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
_______
SUBJECT CH/SE/SU
________ C
_ PAGE ___________
____ EFFECTIVITY
(3RS1, 3RS2)
Installation of the VOR/MKR 404 ALL
Receiver (3RS1, 3RS2)
RMI - VOR/DME 34-57-22
Removal of the VOR/DME RMI (11FN) 401 001-012, 014-099
Installation of the VOR/DME RMI 404 001-012, 014-099
(11FN)
RMI - VOR/ADF/DME 34-57-22
Removal of the VOR/ADF/DME RMI 401 901-901,
(21FN)
Installation of the VOR/ADF/DME 404 901-901,
RMI (21FN)
RMI - ADF 34-57-25
Removal of the ADF RMI (13FN) 401 001-012, 014-099
Installation of the ADF RMI (13FN) 404 001-012, 014-099
SATELLITE NAVIGATION 34-58-00

DESCRIPTION AND OPERATION 1 101-199, 901-999
General 1 101-199, 901-999
34-CONTENTS Page 33
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NAVIGATION - GENERAL - DESCRIPTION AND OPERATION
________________________________________________
1. _______
General
(Ref. Fig. 001)
The aircraft navigation systems provide the crew with the data required for
flight within the most appropriate safety requirements.
These data can be divided into four groups :
- Air Data/Inertial Reference System (ADIRS)
- Landing and taxing aids
- Independent position determining
- Dependent position determining.
2. __________________
System Description
A. ADIRS
This part of the navigation system comprises :
- three Air Data/Inertial Reference Units (ADIRU)
- standby systems.
Each ADIRU performs :
- the air data function through its Air Data Reference (ADR) portion.
- the attitude, heading and position function through its Inertial
Reference (IR) portion.
(1) Air data function

Air data are provided by four independent sources :
(a) Three main systems

Each of the three main systems includes static probes, pitot
probes and their associated Air Data Modules (ADM), Total Air
Temperature (TAT) sensors and Angle of Attack (AOA) sensors.
They provide the ADR portion of the ADIRU with the necessary data
for the generation of parameters which are transmitted to the
Primary Flight Displays (PFD) and Navigation Displays (ND) and
the Angle of Attack (AOA) indicator (optional) and to the various
aircraft systems.
(b) A standby system
1
_ The standby system includes a standby altimeter, a standby
R airspeed indicator and a metric altimeter (optional) (Ref.
R 34-21) and the optional system ISIS (Ref. 34-22). They are
R provided with pressure by static probes and pitot probe linked
R to the ADIRU 3.
More explanations are given in the ADIRU system (Ref. 34-13).

EFF :

ALL 34-00-00

Page 1
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R Navigation - Systems Overvieww
R Figure 001

EFF :

ALL 34-00-00

Page 2
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R
(2) Attitude, heading and position function

Attitude, heading and position data are provided by four independent
sources:
(a) Three main systems

The three main systems are made up of the following components :
- three IR portions
- a Control and Display Unit (CDU).
They provide inertial reference information, attitude (pitch,
roll and yaw), heading, ground speed and present position.
The primary information of rotation rates and linear acceleration
measured by the IR portions are directly used by the Auto Flight
System (AFS), by the Flight Augmentation Computer (FAC) and the
Flight Management and Guidance Computer (FMGC).
The IR data are transmitted to the indicators (PFD, ND and RMI)
and to the various aircraft systems.
(b) A standby system
1
_ The standby system includes a standby horizon indicator and a
standby compass (Ref. 34-22).
More explanations are given in the ADIRU system (Ref. 34-14).
R
B. Integrated Standby Instrument System (ISIS) (optional system)

The Integrated Standby Instrument System (ISIS) indicator replaces the
three conventional standby instruments i.e.:
- the standby altimeter (and standby altimeter in meters -optional-)
- the standby airspeed indicator
- the standby horizon indicator.
The standby heading is given by a magnetic compass, which is an
independent instrument.
(1) The ISIS indicator, provides the following standby data on a Liquid
Crystal Display (LCD) installed in place of the standby horizon:
- Attitude,
- Standard or baro-corrected altitude and related barometric pressure
- Indicated airspeed and Mach number
- Lateral acceleration
and the following optional parameters:
- ILS deviation
- V-bar aircraft symbol
- Barometric pressure in hPa or in hPa and in.Hg
- Altitude in meters.
In addition, two specific functions are available:

EFF :

ALL 34-00-00

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- Display and adjustment of four airspeed bugs and four airspeed
altitude bugs
- Automatic test procedure.
More explanations are given in the ISIS system (Ref. 34-22).
C. Landing and Taxiing Aids

(1) Paravisual Indicator (PVI) (optional system)

The aircraft is equipped with one PVI installed on the glareshield
panel 131VU, Captains side.
This system provides the Captain with an image which serves as a
piloting aid for take-off and landing in reduced visibility
conditions.
The system receives parameters from the DMC1 which can be switched to
the DMC3, and generates the image.
More explanations are given in the PVI system (Ref. 34-34).
(2) Head Up Display (HUD) (optional system)

The aircraft is equipped with :
- a HUDC (Head Up Display Computer)
- a OHU (Optical Head Unit).
This system provides the Captain with an image superimposed on the
outside world in his field of view. This image gives the guidance
information in take-off, landing or approach configurations.
The HUDC processes the input parameters received from the Display
Management Computer 1 (DMC1), which can be switched to the DMC3, and
sends them to the OHU after transformation.
More explanations are given in the HUD system (Ref. 34-35).
(3) Instrument Landing System (ILS) or Multi-Mode Receiver (MMR)

(optional system)
Both ILS or MMR receivers are controlled from FMGCs and Radio
Management Panels (RMPs) featuring two output channels, one command
output and one dialog output.
All data are shown on the EFIS displays.
More explanations are given in the ILS system (Ref. 34-36).
(a) The ILS system enables to know the aircraft position during the
landing phase with respect to a predetermined descent path.
This system is composed of:
- two ILS receivers
- a Localizer antenna
- a Glide/Slope antenna.

EFF :

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(b) The MMR system is a navigation system with two internal
receivers, the Instrument Landing System (ILS) and the Global
Positioning System (GPS).
1
_ The ILS function is to provide the crew and the airborne
system users with lateral (LOC) and vertical (Glide/Slope)
deviations signals, with respect to the approach ILS radio
beam transmitted by a ground station.
2
_ The GPS function 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, for accurate position fixing.
The MMR system is composed of:
- two MMR receivers
- a Localizer antenna
- a Glide/Slope antenna
- two GPS ACTIVE antennas.
D. Independent Position Determining

This part of the navigation system, which is basically independent of
ground installations, provides data on the position of the aircraft. It
comprises :
(1) Weather radar system

The weather radar system is a X-band system which can be capable of
the Predictive Windshear function. This system enables:
- detection and localization of the atmospheric disturbances in the
area defined by the antenna scanning with visual display of their
intensity
- presentation of terrain mapping information by the combination of
the orientation of the radar beam and of the receiver gain
- detection and presentation of windshear events in the area defined
by the antenna scanning (if the Predictive Windshear function is
operative).
NOTE : The Electronic Flight Instrumental System (EFIS) controls the

____
operation and superimposes the weather picture on the
Navigation Display.
This system is made up of the following components :

- one or two transceivers (transceiver 2 is optional)
- a control unit
- a flat plate antenna and its drive unit.
More explanations are given in the W/R system (Ref. 34-41).

EFF :

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(2) Radio altimeter
The function of the radio altimeter is to determine precisely and
continuously, the height of the aircraft from 0 to 2500 ft above the
terrain independently of the atmospheric pressure.
The Height and Decision Height data are displayed on the PFD. The
selection and reading of Decision Height are performed on the
Multipurpose Control and Display unit (MCDU).
The radio altimeter system is composed of:
- two transceivers
- four identical antennas, one for transmission and one for reception
for each transceiver.
More explanations are given in the RA system (Ref. 34-42).
(3) Traffic Collision Avoidance System (TCAS) (optional system)

The TCAS is designed to protect a volume of airspace around the TCAS
equipped aircraft. The function of the TCAS II is to determine the
range, altitude and bearing of other aircraft equipped with ATC
transponders. The system monitors the trajectory of the other
aircraft for the purpose of determining if any of them constitute a
potential collision hazard. If a potential conflict exists, the
system provides the pilots with aural and visual advisories which
indicate the vertical avoidance maneuvers.
The aircraft is equipped with :
- a TCAS computer unit
- two TCAS antennas.
The system exchanges data with the Air Traffic Control (ATC) System.
Traffic advisories are shown on the EFIS displays.
More explanations are given in the TCAS system (Ref. 34-43).
(4) Gound Proximity Warning System (GPWS)

This system is used to inform the crew if the aircraft is in a
dangerous configuration when approaching the ground in a
non-predetermined manner.
(a) The GPWS generates aural and visual warnings if the aircraft
adopts a potentially hazardous condition with respect to:
- Mode 1 - Excessive rate of descent
- Mode 2 - Excessive closure rate with terrain
- Mode 3 - Descent after takeoff and minimum terrain clearance
- Mode 4 - Unsafe terrain clearance
- Mode 5 - Descent below glide slope.
The system is operative between 30ft and 2450ft radio altitude.
(b) Enhanced Ground Proximity Warning System (Enhanced GPWS)

(optional system)
The purpose of the Enhanced GPWS is to alert the flight crew of
potentially hazardous conditions with respect to the terrain.

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The following Enhanced features have been added to existing basic
Ground Proximity Warning Modes 1 to 5 which are the backbone of
the system:
- Terrain Clearance Floor (TCF) function. It creates an
increasing terrain clearance envelope around the intended
airport runway directly related to the distance from the
runway. The TCF function generates aural and visual alerts.
- Terrain Awareness alerting and Display (TAD) function. This
function uses 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 on the NDs.
The terrain awareness alerting algorithms continuously compute
terrain clearance envelopes ahead of the aircraft.
More explanations are given in the GPWS system (Ref. 34-48).
E. Dependent Position Determining

(1) Distance Measuring Equipment (DME)

The DME enables the distance separating the aircraft from one or two
DME station being received to be known.
The DME is made up of two systems comprising respectively :
- a DME interrogator
- a transmission/reception antenna.
The system receives frequency information from FMGCs or RMPs.
The slant range distance is displayed on NDs and PFDs.
More explanations are given in the DME system (Ref. 34-51).
The slant range distance is displayed also on a VOR/DME Radio
Magnetic Indicator (RMI) or a VOR/ADF/DME RMI (optional) (Ref.
34-57).
(2) Air Traffic Control (ATC)

The ATC allows an operator of the corresponding equipment on the
ground to locate and identify the aircraft in flight without having
to communicate with the crew.
The system is made up of the following components :
- two ATC transponders
- a ATC/TCAS control unit
- four ATC antennas: two bottom antennas and two top antennas
(optional).
More explanations are given in the ATC system (Ref. 34-52).

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(3) Automatic Direction Finder (ADF)
The ADF enables the bearings of one or two ADF ground transmitter
stations to be permanently indicated with respect to the aircraft
heading.
- one or two transceivers (transceiver 2 is optional)
- two ADF loop and sense antennas.
The ADF bearings are displayed on:
- two EFIS Navigation Displays (in Rose mode).
- a Radio Magnetic Indicator (RMI) (optional) (Ref. 34-57).
More explanations are given in the ADF system (Ref. 34-53).
(4) VHF Omni-Range (VOR)

The VOR firstly enables the bearings of one or two VOR ground
transmitter stations to be permanently indicated with respect to the
aircraft heading, and secondly it indicates the aircraft course
deviation with respect to a preselected course.
- two VOR/MKR receivers
- a VOR antenna to supply the two VOR/MKR receivers
- a MARKER antenna to supply the VOR/MKR receiver 1 which is the only
one to ensure the MARKER function.
VOR data are displayed on:
- two EFIS PFDs
- two EFIS NDs
- a VOR/DME Radio magnetic Indicator (RMI) or a VOR/ADF/DME RMI
(optional) (Ref. 34-57).
Marker data are displayed on CAPT and F/O PFDs and NDs.
More explanations are given in the VOR/MARKER system (Ref. 34-55).
(5) Global Positioning System (GPS) (optional system)

The GPS system 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 for accurate position fixing.
To this end, the GPS system uses signals broadcast by a constellation
of 24 satellites at a frequency of 1575.42 MHz.
The GPS system is composed of:
- two GPS Sensor Units (GPSSUs)
- two GPS antennas.
More explanations are given in the GPS system (Ref. 34-58).

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AIR DATA/INERTIAL REFERENCE SYSTEM (ADIRS) - DESCRIPTION AND OPERATION
______________________________________________________________________
1. General
_______
R
(Ref. Fig. 001)
The main air data and heading/attitude data are provided by a three-channel
Air Data Inertial Reference System (ADIRS).
This configuration provides for triple redundant information for all
inertial and air data functions.
Each channel is isolated from the others and provides independent
information as defined by ARINC Characteristic 738.
The ADIRS comprises:
- Three Air Data/Inertial Reference Units (ADIRU) (ATA 34-12)
- A control and Display Unit (CDU) (ATA 34-12)
- Three pitot probes (ATA 34-11)
- Six static probes (ATA 34-11)
- Eight Air Data Modules (ADM) Linked to the pitot and static probes (ATA
34-11)
- Two Total Air Temperature (TAT) sensors (ATA 34-11)
- Three Angle of Attack (AOA) sensors (ATA 34-11)
Each of the ADIRUs contains two portions:
- The Air Data Reference (ADR) portion which supplies air data parameters
(ATA 34-13)
- The Inertial Reference (IR) portion which supplies attitude and navigation
parameters (ATA 34-14).
The parameters are transmitted to the user systems on ARINC 429 buses.
The Built-In Test Equipment (BITE) is included in the ADIRUs and the ADMs.
It detects and identifies a failure related to the ADIRS and reports it to
the Centralized Fault Display System (CFDS) (ATA 34-18).
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ADIRU - Block Diagram
Figure 001

R

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AIR DATA/INERTIAL REFERENCE SYSTEM (ADIRS) - MAINTENANCE PRACTICES
__________________________________________________________________
TASK 34-10-00-860-002
ADIRS Start Procedure
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
Job Set-up Information
A. Fixtures, Tools, Test and Support Equipment
-------------------------------------------------------------------------------
REFERENCE QTY DESIGNATION
-------------------------------------------------------------------------------
No specific access platform 1.6 m (5 ft. 3 in.)
B. Referenced Information
-------------------------------------------------------------------------------
REFERENCE DESIGNATION
-------------------------------------------------------------------------------
24-41-00-861-002 Energize the Aircraft Electrical Circuits from the

External Power
31-60-00-860-001 EIS Start Procedure
3. __________
Job Set-up
Subtask 34-10-00-860-061
A. Aircraft Maintenance Configuration
(1) Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-

002).
(2) Do the EIS start procedure (PFDs and NDs only) (Ref. TASK 31-60-00-
860-001).

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Subtask 34-10-00-010-065
B. Get Access
(1) Put the access platform in position at the access door 822.
(2) Open the access door 822
(3) On the battery power center 105VU:

- loosen the two screws and remove the protective cover
Subtask 34-10-00-865-070
C. Make sure that this(these) circuit breaker(s) is(are) closed:
-------------------------------------------------------------------------------
PANEL DESIGNATION IDENT. LOCATION
-------------------------------------------------------------------------------
49VU NAV PROBES/ADIRU3/PWR/SWTG 8FP F09
49VU NAV PROBES/ADIRU 1/AND AOA 1/26VAC 5FP1 F07
49VU NAV PROBES/ADIRU1/115VAC 4FP1 F06
105VU ADIRS/ADIRU1/28VDC 6FP1 C02
**ON A/C 001-012, 014-099,
121VU ADIRS/ADIRU/2PWR/SHED 10FP N11

121VU ADIRS/ADIRU/3PWR/SWTG 9FP N10
121VU ADIRS/ADIRU/2/26VAC AND AOA 5FP2 N09
121VU ADIRS/ADIRU/2/115VAC 4FP2 N07
121VU ADIRS/ADIRU/2/28VDC 6FP2 N05
**ON A/C 101-199, 901-999,


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**ON A/C ALL
4. Procedure
_________
Subtask 34-10-00-710-065
A. ADIRS Start Procedure.
(1) On the overhead panel, on the ADIRS CDU:
(a) Set the three OFF/NAV/ATT selector switches to NAV.
(b) Make sure that the ON BAT light comes on for 5 seconds and the
ALIGN legend of the IR1, IR2 and IR3 annunciators comes on.
(c) Make sure that the FAULT and OFF legends of the ADR1, ADR2 and
ADR3 pushbutton switches are off.
(2) On the CAPT and F/O main instrument panels, on the PFDs :
- make sure that the CAS, ALT and V/S come into view.
- make sure that the attitude data come into view 40 seconds
approximetaly after the three selector switches are at NAV.
(3) On the ADIRS CDU, set the SYS DISPLAY selector switch to 1 and the
DATA DISPLAY selector switch to PPOS, and make sure that dashes are
shown on the CDU display.
R
5. Close-up
________
Subtask 34-10-00-410-065
A. Close Access
(1) Install the protective cover on the battery power center 105VU.
(2) Tighten the two screws.
(3) Close the access door 822.
(4) Remove the access platform(s).

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TASK 34-10-00-860-004
IR Alignment Procedure
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-10-00-860-057

002).
(2) Do the EIS start procedure (Ref. TASK 31-60-00-860-001).
(3) On the overhead panel:

- on the FLT CTL panels 23VU and 24VU, make sure that the FAC, ELAC
and SEC pushbutton switches are not pushed (the OFF legends are
on).
- on the ADIRS CDU, make sure that the three OFF/NAV/ATT selector
switches are at OFF.

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(4) On the glareshield, on the CAPT and F/O EFIS control sections of the
FCU, set the mode selector switches to ROSE/NAV.
NOTE : (1) During the alignment phase until the NAV mode is got, the
____
aircraft must not move.
NOTE : (2) During the alignment phase necessary to get the NAV mode,
____
the time for alignment is shown:
- in the right part of the display of the ADIRS CDU, if the
DATA DISPLAY selector switch is at HDG. The indication is as
follows: TTN5
- on the upper ECAM display unit, minute after minute (from 6
MN to 1 MN) as follows: IRS IN ALIGN 6 MN.
Subtask 34-10-00-010-062
B. Get Access
(2) Open the access door 822.

- loosen the two screws and remove the protective cover.
Subtask 34-10-00-865-079
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
49VU AUTO FLT/FCU/1 9CA1 B05
49VU AUTO FLT/FMGC/1 10CA1 B02
49VU AUTO FLT/MCDU/1 11CA1 B01
49VU L/G/LGCIU/SYS1/NORM 1GA C09
**ON A/C 001-012, 014-099,

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C ALL
121VU CFDS/CFDIU/SPLY 2TW J18

121VU CFDS/CFDIU/BACK/UP 8TW J17
121VU AUTO FLT/FCU/2 9CA2 M21
121VU AUTO FLT/FMGC/2 10CA2 M17
121VU AUTO FLT/MCDU/2 11CA2 N20
121VU HYDRAULIC/LGCIU/SYS2 2GA Q35
121VU HYDRAULIC/LGCIU/SYS1/GRND SPLY 52GA Q34
**ON A/C 101-199, 901-999,


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**ON A/C ALL
4. Procedure
_________
Subtask 34-10-00-860-058
A. IR Alignment from the ADIRS CDU
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the ADIRS CDU: On the ADIRS CDU:

- set the three OFF/NAV/ATT - the OFF legend of the ADR1, ADR2 and
selector switches to NAV ADR3 pushbutton switches stays off.
- the ON BAT light stays on for 5
seconds.
- the ALIGN legend comes on.
After approximately 40 seconds:
- on the CAPT and F/O PFDs:
. the ATT warning flags go out of
view.
. the attitude data come into view.
- on the upper ECAM display unit, the
memo section shows IRS IN ALIGN > 7
MN.
- set the DATA DISPLAY selector

switch to PPOS
- set the SYS DISPLAY selector
switch to 1
- on the CDU keyboard, enter the The ADIRS CDU shows the coordinates
present position (example for N 43-36-8 (in the left part of the
Toulouse): display) and
N 43⁰ 36 8 then push the ENT E 1-21-9 (in the right part of the
key, display).
E 1⁰ 21 9 then push the ENT
key.
NOTE : If the coordinates are

____
incorrect, push the CLR
key and enter new data as
above.

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
NOTE : If an incorrect longitude
____
is entered two times in
sequence during PPOS
entry, the ADIRUs will
accept this position until
the subsequent alignment.
- set the SYS DISPLAY selector After a time delay of approximately 5

switch to 2, then to 3 and make minutes:
sure that the coordinates shown - on the CAPT and F/O NDs , the HDG
are the same for the three warning flags go out of view and the
ADIRUs. Set the SYS DISPLAY heading dial comes into view.
selector switch to 1. After a time delay of approximately 10
minutes:
- on the ADIRS CDU, the ALIGN legend of
the IR1, IR2 and IR3 annunciators
goes off
IRS IN ALIGN 1 MN indication goes out
of view (the ADIRUs are in the NAV
mode).
-------------------------------------------------------------------------------
MAINTENANCE INDICATION | DESCRIPTION
ON THE CDU |
-------------------------------------------------------------------------------
STS - IRU FAULT | Critical failure. Remove the IRU for
| maintenance.
STS - DELAYED MAINT | Non critical failure. Remove the IRU
| if necessary.
STS - ENTER P POS | Enter the present position.
STS - SELECT ATT | Non critical failure. Set the ATT mode
STS - XCESS MOTION | Excessive movements of the aircraft
| during the alignment.
STS - ADR FAULT | ADR non valid.
STS - CHECK CK/BK | Do the check of the circuit breaker.
STS - CDU FAULT | Remove the CDU for maintenance.
STS - ENT MAG HDG | Enter the magnetic heading in
| attitude mode.
-------------------------------------------------------------------------------
NOTE : These status indications are given to help you. They come into
____
view only when the DATA DISPLAY selector switch on the ADIRS CDU
is at STS, after a fault detection.

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**ON A/C 001-012, 014-099, 901-901,
Subtask 34-10-00-860-059
B. IR Alignment from the MCDU:
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the circuit breaker panel

121VU:
- open the circuit breaker 10CA2.

- set the three OFF/NAV/ATT - The OFF legend of the ADR pushbutton
selector switches to NAV. switches flashes two times, then goes
off.
- The ON BAT light comes on for 5
seconds.
- The ALIGN legend of the IR1, IR2 and
IR3 annunciators comes on.
On the upper ECAM display unit the memo
section shows IRS IN ALIGN > 7 MN (only
if one FMGC (1 or 2) is energized)
On the CAPT and F/O PFDs:
- CAS, V/S and ALT data come into view.
- after approximately 40 seconds the
ATT warning flags go out of view and
the attitude data come into view.

switch to 1 (2 or 3) and the
DATA DISPLAY selector switch to
PPOS.
3. On the MCDU1 or 2: On the MCDU1 or 2:
- turn the BRT knob (or push the

BRT key)
- Push the MCDU MENU mode key. The MCDU MENU page comes into view.
- Push the line key adjacent to

the FMGC indication.

R

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Push the INIT mode key. The INIT A page comes into view.
- Enter an airline code route The code number is shown in the

with the keyboard. scratchpad line (bottom part of the
MCDU).
- Push the line key adjacent to - The code number comes into view below
the CO RTE indication the CO RTE indication.
- The latitude and longitude are shown
below the LAT and LONG indications.
The slew prompts (up and down arrow)
adjacent to the LAT indication are
shown.
- The ALIGN IRS indication is shown on
the line above the LONG coordinates.
NOTE : You can increase or decrease the

____
LAT or/and LONG magnitude as
indicated in para. 4 and 5. If
no LAT or LONG change is
necessary, go to the para. 6.
NOTE : If an incorrect longitude is

____
entered two times in sequence
during PPOS entry, the ADIRU
will accept this position until
4. For the LAT change:
- on the MCDU keyboard, push one The LAT coordinates increase or

of the two slew keys. decrease:
- by 1 minute, each time you push the
slew key
- by 1 minute/second, if you push and
hold the slew key.
5. For the LONG change:
- on the MCDU, push the line key The slew prompts (up and down arrow)
adjacent to the LONG move to the LONG indication.
coordinates.

R

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- on the MCDU keyboard, push one The LONG coordinates increase or
of the two slew keys. decrease as for the LAT.
6. On the MCDU, push the line key On the MCDU, the ALIGN IRS indication
adjacent to the ALIGN IRS goes out of view.
indication.
7. On the ADIRS CDU, set the SYS The coordinates which are in view on
DISPLAY selector switch to 2, the ADIRS CDU are the same as the
then to 3 and make sure that the coordinates shown on the MCDU
coordinates shown are the same After approximately 5 minutes:
for the three ADIRUs. Set the SYS - on the CAPT and F/O NDs, the HDG
DISPLAY selector switch to 1 warning flags go out of view and the
heading dial comes into view.
After approximately 10 minutes:
- on the ADIRS CDU, the ALIGN legend of
the IR1, IR2 and IR3 goes off.
of view.
8. On the related circuit breaker

panel:
- open the circuit breaker 10CA1
(49VU).
- close the circuit breaker 10CA2
(121VU).
9. Do the same test from the para. Same results.

2.

panel, close the circuit breaker
10CA1.

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EFF :

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R **ON A/C 101-199, 902-999,
Subtask 34-10-00-860-059-A
B. IR Alignment from the MCDU:
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

121VU:
- open the circuit breaker 10CA2.

- Set the three OFF/NAV/ATT - The OFF legend of the ADR pushbutton
selector switches to NAV. switches flashes two times, then goes
off.
- The ON BAT light comes on for 5
seconds.
- The ALIGN legend of the IR1, IR2 and
IR3 annunciators comes on.
On the upper ECAM display unit the memo
section shows IRS IN ALIGN > 7 MN (only
if the FMGC 1 and 2 energized)
- CAS, V/S and ALT data come into view.
- after approximately 40 seconds the
ATT warning flags go out of view and
the attitude data come into view.

switch to 1 (2 or 3) and the
DATA DISPLAY selector switch to
PPOS.
3. On the MCDU: On the MCDU:
- Turn the BRT knob. The MCDU MENU page comes into view.
- Push the MCDU MENU mode key.
- Push the line key adjacent to The A/C status page comes into view.
the FMGC indication.
- Push the INIT mode key. The INIT page comes into view.

R

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Enter an airline code route (or The code number is shown in the
FROM/TO destination). scratchpad line (bottom part of the
MCDU).
- Push the line key adjacent to - The code number comes into view below
the CO RTE indication (or the CO RTE indication (or FROM/TO
FROM/TO indication). indication).
- Push the line key adjacent to - The IRS INIT page comes into view.
the IRS INIT indication. - The latitude and longitude are shown
below the LAT and LONG indications.
The slew prompts (up and down arrow)
adjacent to the LAT indication are
shown.
- The ALIGN IRS indication is shown on
the line above the LONG coordinates.
NOTE : You can increase or decrease the

____
LAT or/and LONG magnitude as
indicated in para. 4 and 5. If
no LAT or LONG change is
necessary, go to the para. 6.
NOTE : If an incorrect longitude is

____
entered two times in sequence
during PPOS entry, the ADIRU
will accept this position until
4. For the LAT change:
- on the MCDU keyboard, push one The LAT coordinates increase or

of the two slew keys. decrease:
- by 1 minute, each time you push the
slew key
- by 1 minute/second, if you push and
hold the slew key.
5. For the LONG change:
- on the MCDU, push the line key The slew prompts (up and down arrow)
adjacent to the LONG move to the LONG indication.
coordinates.

R

EFF :

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- On the MCDU keyboard, push one The LONG coordinates increase or
of the two slew keys. decrease as for the LAT.
6. On the MCDU, push the line key On the MCDU, the ALIGN IRS indication
adjacent to the ALIGN IRS goes out of view.
indication.
7. On the ADIRS CDU, set the SYS The coordinates which are in view on
DISPLAY selector switch to 2, the ADIRS CDU are the same as the
then to 3 and make sure that the coordinates shown on the MCDU
coordinates shown are the same After approximately 5 minutes:
for the three ADIRUs. Set the SYS - On the CAPT and F/O NDs, the HDG
DISPLAY selector switch to 1 warning flags go out of view and the
heading dial comes into view.
After approximately 10 minutes:
- On the ADIRS CDU, the ALIGN legend of
the IR1, IR2 and IR3 goes off.
- On the upper ECAM display unit, the
of view.

panel:
- Open the circuit breaker 10CA1.
- Close the circuit breaker
10CA2.
9. Do the same test from the para. Same results.

2.

panel, close the circuit breaker
10CA1.

R

EFF :

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**ON A/C ALL
5. Close-up
________
Subtask 34-10-00-410-062
A. Close Access

R

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TASK 34-10-00-860-005
ADIRS Stop Procedure
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
A. Referenced Information
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
24-41-00-862-002 De-energize the Aircraft Electrical Circuits Supplied

from the External Power
3. __________
Job Set-up
Subtask 34-10-00-860-069
(1) On the center pedestal, on the SWITCHING control panel 8VU:

- set the AIR DATA selector switch to NORM
- set the ATT HDG selector switch to NORM.
4. Procedure
_________
Subtask 34-10-00-860-070
A. ADIRS Stop Procedure
(1) On the ADIRS CDU, set the OFF/NAV/ATT selector switches to OFF.
R

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5. Close-up
________
Subtask 34-10-00-860-071
A. Put the aircraft back to its initial configuration.
(1) On the panels 301VU and 500VU, set the PFD and ND potentiometers to
OFF.
(2) De-energize the aircraft electrical circuits

(Ref. TASK 24-41-00-862-002).

R

EFF :

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AIR DATA/INERTIAL REFERENCE SYSTEM (ADIRS) - SERVICING
______________________________________________________
TASK 34-10-00-170-001
Flushing of the Principal Total Pressure Lines
1. __________________
Reason for the Job
Refer to the MPD TASK: 341300-07
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific dry nitrogen source - 2 bars (29 psi)

No specific WIRE-NYLON, dia. 0.6mm
98D34103002000 1 ADAPTERS-AIR DATA SYSTEM FLUSHING
98D34103003000 1 ADAPTER, PITOT - PNEUMATIC CLEANER
98D34103004001 1 CLEANER-PITOT PROBE
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R
34-10-00-991-001 Fig. 301
**ON A/C ALL
Post SB 34-1127 For A/C 001-012,014-099,

Post SB 34-1354 For A/C 001-012,014-099,
34-10-00-991-003 Fig. 302

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**ON A/C ALL
3. __________
Job Set-up
(Ref. Fig. 301/TASK 34-10-00-991-001)
NOTE : The hose couplings are self-sealing.

____
Subtask 34-10-00-010-059
A. Get access to the Avionics Compartment
(1) Put the access platform in position in the zone 123 at the access
door 812 (in the zone 122 at the access door 822).
(2) Open the access door: for ADM 19FP1 (19FP2): 812 (822).
**ON A/C 001-012, 014-099,
Subtask 34-10-00-860-051
B. Connect the Dry Nitrogen Source
(1) Disconnect the quick-disconnect coupling from the ADM 19FP1 (19FP2).
R (2) Connect a ADAPTERS-AIR DATA SYSTEM FLUSHING 3-pin adapter

(98D34103002100) to the total pressure hose. Then connect it to the
dry nitrogen source - 2 bars (29 psi).
(3) Connect the ADAPTER, PITOT - PNEUMATIC CLEANER (98D34103003000) to

the dry nitrogen source - 2 bars (29 psi).
(4) Attach the hose to prevent movement.

EFF :

ALL 34-10-00

Page 302
Feb 01/08

IAC
Routing of Pressure Lines
Figure 301/TASK 34-10-00-991-001

EFF :

ALL 34-10-00

Page 303
Feb 01/07
R
IAC
**ON A/C ALL
Post SB 34-1127 For A/C 001-012,014-099,

R Post SB 34-1354 For A/C 001-012,014-099,
Subtask 34-10-00-860-051-A
(1) Disconnect the quick-disconnect coupling from the ADM 19FP1 (19FP2).
R (2) Connect an ADAPTERS-AIR DATA SYSTEM FLUSHING 3-pin adapter

(98D34103002100) to the total pressure hose. Then connect it to the
dry nitrogen source - 2 bars (29 psi).
**ON A/C ALL
4. Procedure
_________
**ON A/C 001-012, 014-099,
Subtask 34-10-00-170-050
A. Flushing of the Total Pressure Line
(1) Blow the gas into the hose at a pressure of 2 bars (29 psi) for
approximately 3 minutes.
(2) Put the pneumatic cleaner pitot adapter on the draining hole of the
pitot probe 1(2) and blow the gas for approximately 30 seconds.
(3) Make sure that there is no contamination in the pressurized gas at

the outlet of the pitot probe 1(2).
(4) Stop the flow of gas.
(5) Disconnect the dry nitrogen source.
(6) Remove the 3-pin adapter.
(7) Release the hose.

EFF :

ALL 34-10-00

Page 304
Feb 01/08

IAC
(8) Connect the quick-disconnect coupling to the ADM 19FP1 (19FP2).
(Ref. Fig. 302/TASK 34-10-00-991-003)
(9) Make sure that you can see the blue ring on the quick-disconnect
coupling.
(10) Pull the quick-disconnect coupling to be sure that it is correctly

attached.
R
**ON A/C ALL
Post SB 34-1127 For A/C 001-012,014-099,

Post SB 34-1354 For A/C 001-012,014-099,
Subtask 34-10-00-170-050-A
A. Flushing of the Total Pressure Line
(2) Clean draining hole of the pitot probe 1(2) with CLEANER-PITOT PROBE
and a WIRE-NYLON, dia. 0.6mm.
NOTE : The WIRE-NYLON must have a length of 5mm (0.196in) to prevent

____
contact between the metallic tool element and the pitot probe.

the outlet of the pitot probe 1(2).
(6) Remove the 3-pin adapter.
(8) Connect the quick-disconnect coupling to the ADM 19FP1 (19FP2).

(Ref. Fig. 302/TASK 34-10-00-991-003)
coupling.

EFF :

ALL 34-10-00

Page 305
May 01/08

IAC
R Illustration of the Quick-Disconnect coupling
R Figure 302/TASK 34-10-00-991-003

EFF :

ALL 34-10-00

Page 306
Feb 01/07

IAC
attached.
R
R **ON A/C ALL
R Subtask 34-10-00-170-053
R B. After the flushing.
R WARNING : IF ONE OR MORE QUICK DISCONNECT COUPLINGS ARE DISCONNECTED IN

_______
R ONE SYSTEM, MAKE SURE THAT A SECOND QUALIFIED MECHANIC DOES A
R VISUAL INSPECTION OF THE QUICK-DISCONNECT COUPLING CONNECTION.
R THE TWO MECHANICS MUST SIGN OFF THE JOB.
R IF ONE OR MORE QUICK DISCONNECT COUPLINGS ARE DISCONNECTED IN
R TWO OR MORE SYSTEMS, MAKE SURE THAT A SECOND QUALIFIED MECHANIC
R DOES A VISUAL INSPECTION OF THE QUICK-DISCONNECT COUPLING
R CONNECTIONS AND DOES THE LEAK TEST. THE TWO MECHANICS MUST SIGN
R OFF THE JOB.
5. Close-up
________
Subtask 34-10-00-410-059
A. Close Access
(1) Make sure that the work area is clean and clear of tool(s) and other
items.
(2) Close the access door 812 (822).

EFF :

ALL 34-10-00

Page 307
May 01/08

IAC
TASK 34-10-00-170-002
Flushing of the Principal Static Pressure Lines
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

R 98D34103002000 1 ADAPTERS-AIR DATA SYSTEM FLUSHING
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
52-41-00-410-002 Close the Avionics Compartment Doors after Access

34-10-00-991-001 Fig. 301
34-10-00-991-003 Fig. 302
3. __________
Job Set-up
(Ref. Fig. 301/TASK 34-10-00-991-001)

____
Subtask 34-10-00-010-060
A. Get access to the Avionics Compartment
door 824.

EFF :

ALL 34-10-00

Page 308
Feb 01/08

IAC
Subtask 34-10-00-860-052
(1) Disconnect the quick-disconnect coupling from the ADM 19FP4 or 19FP5
(19FP6 or 19FP7).
(2) Connect a ADAPTERS-AIR DATA SYSTEM FLUSHING (98D34103002000) 3-pin

adapter (98D34103002100) to the static pressure hose. Then connect it
to the dry nitrogen source - 2 bars (29 psi).
4. Procedure
_________
Subtask 34-10-00-170-051
A. Flushing of the Static Pressure Line
approximately 1 minute.

the outlet of the L or R static probe 1 (L or R static probe 2).
(5) Remove the 3-pin adapter .
(7) Connect the quick-disconnect coupling to the ADM 19FP4 or 19FP5

(19FP6 or 19FP7).
(Ref. Fig. 302/TASK 34-10-00-991-003)
coupling.

attached.
R

EFF :

ALL 34-10-00

Page 309
May 01/08

IAC
R Subtask 34-10-00-170-054
R B. After the flushing.
R WARNING : IF ONE OR MORE QUICK DISCONNECT COUPLINGS ARE DISCONNECTED IN

_______
R ONE SYSTEM, MAKE SURE THAT A SECOND QUALIFIED MECHANIC DOES A
R VISUAL INSPECTION OF THE QUICK-DISCONNECT COUPLING CONNECTION.
R THE TWO MECHANICS MUST SIGN OFF THE JOB.
R IF ONE OR MORE QUICK DISCONNECT COUPLINGS ARE DISCONNECTED IN
R TWO OR MORE SYSTEMS, MAKE SURE THAT A SECOND QUALIFIED MECHANIC
R DOES A VISUAL INSPECTION OF THE QUICK-DISCONNECT COUPLING
R CONNECTIONS AND DOES THE LEAK TEST. THE TWO MECHANICS MUST SIGN
R OFF THE JOB.
5. Close-up
________
Subtask 34-10-00-410-060
A. Close Access
items.
(2) Close the access door 824 (Ref. TASK 52-41-00-410-002).

EFF :

ALL 34-10-00

Page 310
May 01/08

IAC
**ON A/C 001-012, 014-099, 901-901,
TASK 34-10-00-170-003
Draining and Flushing of Standby Pneumatic Circuits
1. __________________
Reason for the Job
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific blanking cap

98D34003500000 2 ADAPTER COVER-STATIC PORT
98D34103002000 1 ADAPTERS-AIR DATA SYSTEM FLUSHING
98D34103003000 1 ADAPTER, PITOT - PNEUMATIC CLEANER
98D34103004001 1 CLEANER-PITOT PROBE
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
12-24-34-600-001 Bleeding of the Standby Air Data System

R 34-21-00-790-001 Low-Range Leak Test of the Standby Pneumatic Circuits
34-21-22-000-001 Removal of the Standby Altimeter (3FN)
34-21-22-400-001 Installation of the Standby Altimeter (3FN)
34-21-26-000-001 Removal of the Standby Airspeed Indicator (9FN)
34-21-26-400-001 Installation of the Standby Airspeed Indicator (9FN)
34-10-00-991-002 Fig. 303
34-10-00-991-004 Fig. 304

EFF :

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Page 311
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IAC
3. __________
Job Set-up
(Ref. Fig. 303/TASK 34-10-00-991-002)

____
Subtask 34-10-00-010-061
A. Get Access
door 811.
Subtask 34-10-00-860-053
B. Aircraft Maintenance Configuration
(1) Drain the standby air data system (Ref. TASK 12-24-34-600-001).
(2) Disconnect the quick-disconnect coupling (4) from the ADM 19FP8 and
the quick-disconnect coupling (8) from the ADM 19FP3.
(3) Disconnect the cabin-pressure detection pressure-switch 14WN (3) from

the static pipe. Put a blanking cap on the pressure switch.
(4) Remove the water drain plug (2) from the water drain (1).
(5) In the cockpit, on the center instrument panel:

- remove the standby altimeter 3FN (Ref. TASK 34-21-22-000-001)
- remove the standby airspeed indicator (6) 9FN (Ref. TASK 34-21-26-
000-001).
(6) Disconnect the quick-disconnect coupling (7) from the red 2-pin
coupling of the standby airspeed indicator (6) and disconnect the
quick-disconnect couplings (5) from the yellow 3-pin couplings of the
standby instruments 3FN and 9FN.

(98D34103002100) ) to the hose of the standby altimeter and a
R ADAPTERS-AIR DATA SYSTEM FLUSHING 2-pin adapter (98D34103002102) to
the hose (7). Then connect to the dry nitrogen source - 2 bars (29
psi).
(8) Connect the ADAPTER, PITOT - PNEUMATIC CLEANER to the dry nitrogen
source - 2 bars (29 psi).

EFF :

001-012, 014-099, 901-901, 34-10-00

Page 312
Feb 01/08

IAC
Location of Components Related to the Standby Pressure Lines-Schematic
Figure 303/TASK 34-10-00-991-002

R

EFF :

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Page 313
May 01/07

IAC
(9) Attach the hoses to prevent movement.
4. Procedure
_________
**ON A/C 001-012, 014-099,
Subtask 34-10-00-170-052
A. Draining and Flushing of the Standby Static and the Standby Total
Pressure Lines
(1) Blow the gas into each of the instrument hoses (5) and into the hose
(7), from one to the other, at a pressure of 2 bars (29 psi). Do this
for approximately 5 minutes.
(2) Put the pneumatic cleaner pitot adapter on the draining hole of the
pitot probe 3 and blow the gas for approximately 30 seconds.

these outlets:
- L static probe 3 and R static probe 3
- Pitot probe 3
- Water drain
- Pipe of the cabin-pressure detection pressure-switch.
(4) Put an ADAPTER COVER-STATIC PORT on the L static probe 3 then on the
R static probe 3.
(5) Make sure that the flow of gas is correct at :

- the pipe of the pressure switch
- the water drain.

EFF :

001-012, 014-099, 901-901, 34-10-00

Page 314
Feb 01/08
R
IAC
**ON A/C 001-012, 014-099, 901-901,
Post SB 34-1127 For A/C 001-012,014-099,

R Post SB 34-1354 For A/C 001-012,014-099,
Subtask 34-10-00-170-052-A
Pressure Lines
(1) Blow the gas into each of the instrument hoses (5) and into the hose
(7), from one to the other, at a pressure of 2 bars (29 psi). Do this
for approximately 5 minutes.
R (2) Clean draining hole of the pitot probe 3 with CLEANER-PITOT PROBE and
a WIRE-NYLON, dia. 0.6mm.
NOTE : The WYRE-NYLON must have a length of 5mm (0.196inch) to

____
prevent contact between the metallic tool element and the
pitot probe.

these outlets:
- Pitot probe 3
- Water drain
R static probe 3.

- the water drain.
**ON A/C 001-012, 014-099, 901-901,
Subtask 34-10-00-860-054
B. Put the aircraft back to its initial configuration.
(2) Remove the adapters.

EFF :

001-012, 014-099, 901-901, 34-10-00

Page 315
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IAC
(3) Install the water drain plug (2) on the water drain (1).
(4) Remove the blanking cap from the pressure switch 14WN (3).
(5) Connect the static pipe to the pressure switch 14WN (3).
(6) Connect the quick-disconnect coupling (8) to the ADM 19FP3 and the
quick-disconnect coupling (4) to the ADM 19FP8.
(Ref. Fig. 304/TASK 34-10-00-991-004)
couplings (4) and (8).
(8) Pull the quick-disconnect couplings to be sure that they are

correctly attached.
(9) Install the standby airspeed indicator (Ref. TASK 34-21-26-400-001)

and the standby altimeter (Ref. TASK 34-21-22-400-001) on the center
instrument panel.
(10) Release the hoses.
(11) Do a visual inspection only, of the quick-disconnect fitting

connection, by a second qualified mechanic, with a sign off by both
mechanics.
Subtask 34-10-00-790-052
C. Leak test
(1) Make sure that all the hoses are connected correctly.
(2) Do a leak test of the standby air data system

(Ref. TASK 34-21-00-790-001).
5. Close-up
________
Subtask 34-10-00-410-061
A. Close Access
items.
(2) Remove the ground support and maintenance equipment, the special and
standard tools and all other items.

EFF :

001-012, 014-099, 901-901, 34-10-00

Page 316
Feb 01/08
R
IAC
Illustration of the Quick-Disconnect coupling
Figure 304/TASK 34-10-00-991-004

EFF :

001-012, 014-099, 901-901, 34-10-00

Page 317
Feb 01/08
R
IAC

EFF :

001-012, 014-099, 901-901, 34-10-00

Page 318
Feb 01/08

IAC
AIR DATA/INERTIAL REFERENCE SYSTEM (ADIRS) - DEACTIVATION/REACTIVATION
______________________________________________________________________
TASK 34-10-00-040-002
ADIRS - Check of all Flight Control Accelerometers for Correct Operation
1. __________________
Reason for the Job
Refer to the MMEL TASK: 34-10-01

Air data inertial reference
ADIRS
ADIRS (FAA Only)
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
27-96-00-740-001 BITE Test of the EFCS (Ground Scanning)
31-60-00-860-002 EIS Stop Procedure
3. __________
Job Set-up
Subtask 34-10-00-860-077
(1) Energize the aircraft electrical circuits

(Ref. TASK 24-41-00-861-002).
(2) Do the EIS start procedure (Upper ECAM DU and lower ECAM DU only)
(Ref. TASK 31-60-00-860-001).
(3) On the center pedestal, on the ECAM control panel, push the STS key
(on the lower ECAM DU, the STATUS page comes into view).

EFF :

ALL 34-10-00

Page 401
May 01/04

IAC
4. Procedure
_________
Subtask 34-10-00-040-050
A. Make sure that there is no F/CTL maintenance status on the STATUS page.
If there is the F/CTL maintenance status:
(1) Do the BITE test of the EFCS (Ground Scanning) (Ref. TASK 27-96-00-
740-001).
(2) Make sure that there are no maintenance messages related to the
flight control accelerometers 12CE1, 12CE2, 12CE3 and 12CE4.
5. Close-up
________
Subtask 34-10-00-860-078
(1) Do the EIS stop procedure

(Ref. TASK 31-60-00-860-002).
(2) Make an entry in the logbook.

(Ref. TASK 24-41-00-862-002).

EFF :

ALL 34-10-00

Page 402
May 01/04
R
IAC
AIR DATA/INERTIAL REFERENCE SYSTEM (ADIRS) - ADJUSTMENT/TEST
____________________________________________________________
TASK 34-10-00-710-001
Check of the ADIRS CDU Brightness and Display
WARNING : MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE
_______
YOU SUPPLY ELECTRICAL POWER TO THE AIRCRAFT.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-10-00-860-063
(1) Energize the aircraft electrical circuits. (Ref. TASK 24-41-00-861-

002)
(2) on the panel 20VU, on the ADIRS CDU, make sure that the three
OFF/NAV/ATT selector switches are at OFF.

EFF :

ALL 34-10-00

Page 501
Feb 01/96

IAC
Subtask 34-10-00-010-063
B. Get Access

Subtask 34-10-00-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,

R **ON A/C 101-199, 901-999,


EFF :

ALL 34-10-00

Page 502
Feb 01/07

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R 121VU ADIRS/ADIRU/3/28VDC 6FP3 N03
**ON A/C ALL
4. Procedure
_________
Subtask 34-10-00-710-050
A. Check from the ADIRS CDU:
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the ADIRS CDU:

- set the three OFF/NAV/ATT
selector switches to NAV
- set the DATA DISPLAY selector - the display (LCD) segments come on
switch to TEST and keep it in - the ENT and CLR keys come on green.
this position.
2. Release the DATA DISPLAY selector

switch.
Subtask 34-10-00-710-051
B. Check from the INT LT ANN LT switch:
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the panel 25VU, set the INT LT On the ADIRS CDU:

ANN LT switch to TEST. - the display (LCD) segments come on
- the ENT and CLR keys come on green
- the ON BAT light comes on
- the FAULT/OFF legends of the ADR
pushbutton switches come on. The
FAULT/ALIGN legends of the IR
annunciators come on.

EFF :

ALL 34-10-00

Page 503
Aug 01/06

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
2. Set the INT LT ANN LT switch to
BRT or DIM.
5. Close-up
________
Subtask 34-10-00-860-064
A. De-energize the aircraft electrical circuits. (Ref. TASK 24-41-00-862-

002)
Subtask 34-10-00-410-063
B. Close Access

EFF :

ALL 34-10-00

Page 504
Aug 01/06
R
IAC
TASK 34-10-00-710-007
Test of the Angle of Attack Warning
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific circuit breaker(s) safety clip(s)

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
27-50-00-866-009 Retraction of the Flaps on the Ground
31-32-00-860-010 Procedure to Get Access to the SYSTEM REPORT/TEST NAV
Page

EFF :

ALL 34-10-00

Page 505
Feb 01/96

IAC
3. __________
Job Set-up
R CAUTION : MAKE SURE THAT THE AOA SENSOR CAN MOVE FREELY DURING THE TEST (IT
_______
R WILL MOVE FROM THE STANDBY POSITION TO THE TEST POSITION).
Subtask 34-10-00-860-065

002).

and SEC pushbutton switches are not pushed (in). The OFF legends
are on.
- On the panel 20VU, on the ADIRS CDU, make sure that the three
(3) Fully retract the flaps (Ref. TASK 27-50-00-866-009)
NOTE : This test is for the system 1. For the systems 2 and 3, use
____
the indications between the parentheses.
(4) Do the EIS start procedure (PFD only) (Ref. TASK 31-60-00-860-001).
(5) On the MCDU, get the SYSTEM REPORT/TEST/NAV page

(Ref. TASK 31-32-00-860-010).
Subtask 34-10-00-010-064
B. Get Access


EFF :

ALL 34-10-00

Page 506
May 01/01

IAC
Subtask 34-10-00-865-064
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,

**ON A/C ALL
121VU EIS/HORN/SPLY 2WC P09

R **ON A/C 101-199, 901-999,


EFF :

ALL 34-10-00

Page 507
Feb 01/07

IAC
**ON A/C ALL
Post SB 22-1015 For A/C 001-012,014-021,
Subtask 34-10-00-865-076
D. Open, safety and tag this(these) circuit breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
49VU AUTO FLT/FAC1/28VDC 5CC1 B04
121VU AUTO FLT/FAC2/28VDC 5CC2 M19
**ON A/C ALL
4. Procedure
_________
**ON A/C 001-012, 014-099,
Subtask 34-10-00-710-062-A
A. Test of the Angle of Attack Warning
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the ADIRS CDU: On the CAPT and F/O PFDs:

- set the three OFF/NAV/ATT - make sure that the CAS, ALT, V/S data
selector switches to NAV. are shown.
- make sure that the attitude data is
shown 40 seconds after start up.
2. On one MCDU, on the NAV page: On the MCDU:
- push the line key adjacent to - the ADIRS ADR1 (ADR2) (ADR3) 1/2 page
the ADR1 (ADR2) (ADR3) comes into view.
indication.
- push the NEXT PAGE function - the ADIRS ADR1 (ADR2) (ADR3) 2/2 page
key. comes into view.
- push the line key adjacent to - the ADIRS ADR1 (ADR2) (ADR3) AOA
the AOA SENSOR TEST indication. SENSOR TEST page comes into view with

EFF :

ALL 34-10-00

Page 508
Feb 01/07
R
IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
these indications: AOA SENSOR
COMMANDED TO FIXED POSITION
CHECK STALL WARNING.
- push the line key adjacent to On the L (R) side of the fuselage, in
the TEST START indication. the zone 231 (232) (127), the angle of
attack sensor 3FP1 (3FP2) (3FP3) under
test moves to the test position.
NOTE : Make sure that the related angle

____
of attack sensor is in the test
position.
On the panels 130VU and 131VU, the

MASTER WARN lights flash.
You can hear the cricket aural warning
and the STALL voice.
- push the line key adjacent to The test procedure stops.

the RETURN/TEST STOP The aural warnings stop.
indication.
3. Do the same procedure for the ADR You must get the same results.
2 and the ADR 3.
4. On the MCDU: The CFDS menu page comes into view.

- push the line key adjacent to
the RETURN indication until the
CFDS menu page comes into view.

EFF :

001-012, 014-099, 34-10-00

Page 509
Feb 01/07
R
IAC
R **ON A/C 101-199, 901-999,
Subtask 34-10-00-710-062-B
A. Test of the Angle of Attack Warning
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the ADIRS CDU: On the CAPT and F/O PFDs:

- set the three OFF/NAV/ATT - make sure that the CAS, ALT, V/S data
selector switches to NAV. are shown.
- make sure that the attitude data is
shown 40 seconds after start up.
- push the line key adjacent to - the ADIRS ADR1 (ADR2) (ADR3) page
indication.
- push the line key adjacent to - the OUTPUT TESTS page comes into
the OUTPUT TESTS indication. view.
- push the line key adjacent to - the AOA SENSOR TEST page comes into
the AOA SENSOR TEST indication. view with these indications: AOA
SENSOR COMMANDED TO FIXED POSITION
MAKE SURE THAT THE AURAL STALL
WARNING IS GENERATED.
On the L (R) side of the fuselage, in
the zone 231 (232) (127), the angle of
attack sensor 3FP1 (3FP2) (3FP3) under
test moves to the test position.
You can hear the cricket aural warning
and the STALL voice.
- Push the line key adjacent to On the MCDU:

the YES indication. - the TEST OK indication comes into
view.

the RETURN indication until the The warning goes out of view.
CFDS menu page comes into view. On the MCDU:

R

EFF :

101-199, 901-999, 34-10-00

Page 510
Feb 01/07

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- the CFDS menu page comes into view.
**ON A/C ALL
5. Close-up
________
Subtask 34-10-00-860-066
(1) On the ADIRS CDU, set the three OFF/NAV/ATT selector switches to OFF.

(Ref. TASK 31-60-00-860-002)

(Ref. TASK 24-41-00-862-002).
**ON A/C ALL
Post SB 22-1015 For A/C 001-012,014-021,
Subtask 34-10-00-865-077
B. Remove the safety clip(s) and the tag(s) and close this(these) circuit
breaker(s):
5CC1, 5CC2
**ON A/C ALL
Subtask 34-10-00-410-064
C. Close Access

EFF :

ALL 34-10-00

Page 511
Feb 01/07
R
IAC
TASK 34-10-00-710-009
Operational Test of the 5-minute Time Delay of ADIRU 2 and 3 Power

Disconnection in Emergency Configuration
1. __________________
Reason for the Job
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-10-00-860-067

002).

R

EFF :

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Page 512
May 01/08

IAC
are on.
- on the panel 20VU, on the ADIRS CDU, make sure that the three
- on the ELEC panel 35VU, make sure that the battery voltage is
correct, between 26VDC and 30VDC.
R (4) On the SWICHING panel 8VU, make sure that the AIR DATA and ATT HDG
R selector switches are at NORMAL position.
Subtask 34-10-00-010-057
B. Get Access

Subtask 34-10-00-865-068
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,


EFF :

ALL 34-10-00

Page 513
May 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C ALL

**ON A/C 101-199, 901-999,

**ON A/C ALL
4. Procedure
_________
Subtask 34-10-00-710-064
A. Operational Test of the 5-minute Time Delay of ADIRU 2 and 3 Power

Disconnection in Emergency Configuration
NOTE : Ignore the ECAM warnings that can occur when you open the circuit
____
breakers 9FP, 10FP, 4FP2, 4FP3 and 2WC.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
R
- set the OFF/NAV/ATT selector - the ALIGN legend comes on.
R switches related to the IR 2 - the ON BAT light comes on for 5
R and IR 3 to NAV. seconds.

EFF :

ALL 34-10-00

Page 514
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- push the ADR 2 and ADR 3 - the OFF legend comes on.
pushbutton switches. On the F/O PFD:
- after approximately 35 seconds, the
attitude is shown.
2. On the circuit breaker panel On the ADIRS CDU:

121VU:
R - open the circuit breakers 2WC, - the ON BAT light comes on.
R 4FP2 and 10FP. - the ALIGN legend of the IR 2
annunciator stays on.
- the OFF legend ADR2 p/b sw goes off.
After 5 minutes
- the ALIGN legend of the IR 2
annunciator and the ON BAT light go
off.
On the F/O PFD:
- the ATT warning flag is shown.

121VU:
R - close the circuit breakers 10FP - the ON BAT light can flash for 5
R and 4FP2. seconds,
R - the ALIGN legend of the IR 2
R annunciator comes on,
R - the OFF/FAULT legend ADR 2 p/bsw can
R flash for 3 seconds.

121VU:
- open the circuit breakers 9FP - the ON BAT light comes on.
and 4FP3. After 5 minutes:
- the ALIGN legend of the IR 3
annunciator, the OFF legend ADR3 p/b
sw and the ON BAT light go off.

121VU:
R - close the circuit breakers 2WC, - the ON BAT light stays off,
R 4FP3 and 9FP. - the ALIGN legend of the IR 3
R annunciator comes on,

EFF :

ALL 34-10-00

Page 515
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
R - the OFF/FAULT legend ADR 3 p/bsw can
R flash for 3 seconds.

- set the two OFF/NAV/ATT
selector switches to OFF.
5. Close-up
________
Subtask 34-10-00-860-068

Do the EIS stop procedure
(Ref. TASK 31-60-00-860-002)
(1) De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-

002).
Subtask 34-10-00-410-057
B. Close Access

EFF :

ALL 34-10-00

Page 516
May 01/08

IAC
SENSORS, POWER SUPPLY AND SWITCHING - DESCRIPTION AND OPERATION
_______________________________________________________________
1. _______
General
The aircraft is equipped with three Air Data/Inertial Reference Units
(ADIRUs).
Each ADIRU receives data from the four types of sensors after:
- three pitot probes which provide total pressure data,
- six static probes which provide static pressure data,
- two Total Air Temperature (TAT) sensors which provide air temperature
data,
- tree Angle Of Attack (AOA) sensors which provide angle of attack data of
the aircraft.
The TAT sensors and the angle of attack sensors are directly connected to
the ADIRUs. The pitot probes and the static probes are connected to eight
Air Data Modules (ADM) which convert pressure data before they send them to
the ADIRUs.
The sensors, the probes, the ADMs and the ADIRUs are power supplied as
follows:
-------------------------------------------
| EQUIPMENT | 28VDC | 115VAC | 26VAC |
-------------------------------------------
| ADIRU | X | X | X |
|----------------|-------|--------|-------|
| AOA Sensor | | X | X |
|----------------|-------|--------|-------|
| PITOT Probe | | X | |
|----------------|-------|--------|-------|
| TAT Sensor | | X | |
|----------------|-------|--------|-------|
| STATIC Probe | X | | |
|----------------|-------|--------|-------|
| ADM |13.5VAC from ADIRU |
-------------------------------------------
In normal configuration, the Captain Primary Flight Display (PFD) and

Navigation Display (ND) show the data computed by the ADIRU 1.
The First Officer PFD and ND show the data computed by the ADIRU 2.
The data from the ADIRU 3 can be displayed by action on the AIR DATA
selector switch or on the ATT HDG selector switch located on the SWITCHING
panel.
These selector switches which define a priority order for the ADIRUs are
also used by several other aircraft systems (Ref. Para. 4.F.).

EFF :

001-012, 014-099, 34-11-00

Page 1
Config-1 May 01/06

IAC
2. Component
__________________
Location
(Ref. Fig. 001)
The sensors, probes and ADMs are located on the aircraft as follows:
-------------------------------------------------------------------------------
FIN | FUNCTIONAL DESIGNATION | PANEL|ZONE|ACCESS | ATA
| | | | DOOR | REF.
-------------------------------------------------------------------------------
3FP1 SENSOR-ANGLE OF ATTACK, 1 127 824 34-11-19
11FP1 SENSOR-TAT, 1 121 34-11-18
11FP2 SENSOR-TAT, 2 122 34-11-18
19FP1 ADM-L TOTAL PRESSURE NONE 125 812 34-11-17
19FP2 ADM-R TOTAL PRESSURE 126 822 34-11-17
19FP3 ADM-STBY TOTAL PRESSURE 125 812 34-11-17
19FP4 ADM-R STATIC PRESSURE 128 824 34-11-17
19FP5 ADM-L STATIC PRESSURE 127 824 34-11-17
19FP8 ADM-STBY STATIC PRESSURE 121 811 34-11-17
7DA1 PROBE-L STATIC, 1 127 824 34-11-16
7DA2 PROBE-L STATIC, 2 127 824 34-11-16
7DA3 PROBE-L STATIC, 3 121 811 34-11-16
8DA1 PROBE-R STATIC, 1 128 824 34-11-16
8DA2 PROBE-R STATIC, 2 128 824 34-11-16
8DA3 PROBE-R STATIC, 3 122 811 34-11-16
9DA1 PROBE-PITOT, 1 125 812 34-11-15
9DA2 PROBE-PITOT, 2 126 822 34-11-15
9DA3 PROBE-PITOT, 3 125 812 34-11-15

EFF :

001-012, 014-099, 34-11-00

Page 2
Config-1 May 01/06

IAC
ADIRS - Probe and Sensor Location
Figure 001

EFF :

001-012, 014-099, 34-11-00

Page 3
Config-1 May 01/06

IAC
The different ADIRS switching devices are located on the aircraft as
follows:
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
12FP RELAY-ADIRS ON BAT/GROUND WARN 103VU 126 34-11-00
13FP SEL SW-ATT HDG 8VU 210 34-11-00
14FP RELAY-ADIRS 3 PWR SHEDDING 103VU 126 34-11-00
15FP SEL SW-AIR DATA 8VU 210 34-11-00
16FP RELAY-ADIRS 3 28VDC CONTROL 103VU 126 34-11-00
21FP1 RELAY-AOA1 TEST 103VU 126 34-11-00
22FP SW-L/G DOWN VMO/MMO SELECTION 188VU 128 34-11-00
23FP RELAY-ADIRS LGCIU GND POS 103VU 126 34-11-00
------------------------------------------------------------------------------
NOTE : The function of the switch(22FP)is described in 34-12-00.

____

EFF :

001-012, 014-099, 34-11-00

Page 4
Config-1 May 01/06

IAC
3. ____________
Power Supply
A. General
(Ref. Fig. 002)
The ADIRU is normally supplied with 115VAC, 400 Hz power for the ADR and
IR functions. However its AOA resolver converter module is supplied with
26VAC, 400 Hz.
The 28VDC back-up generation is provided by batteries and is
automatically used when the main power exceeds its normal limits.
At the beginning of each power cycle the ADIRU switches from the main to
the back-up power to test the electrical generation.
The table below gives the power consumption of each unit of the ADIRS:
------------------------------------------------------------------
| |-------------------|-------------------| |
| | Typical | Maximum | Typical | Maximum | |
------------------------------------------------------------------
| ADIRU | 67 W | 84 W | 79 VA | 98 VA | 1 VA |
|----------------|---------|---------|---------|---------|-------|
| AOA Sensor | | | 250 VA | 320 VA |3.5 VA |
|----------------|---------|---------|---------|---------|-------|
| PITOT Probe | | | 281 VA | 360 VA | |
|----------------|---------|---------|---------|---------|-------|
| TAT Sensor | | | 200 VA | 350 VA | |
|----------------|---------|---------|---------|---------|-------|
| STATIC Probe | | 2X75 W | | | |
|----------------|---------|---------|---------|---------|-------|
| PHC | | 14 W | | | |
------------------------------------------------------------------
(1) ADIRU power consumption includes the supply of three ADMs.

With ON BAT annunciator, add 5 W.
With IR FAULT annunciator at I = 250 mA, add 10.5 W.
Other annunciators are open/ground discretes and so they are
energized by a power which is different from the ADIRU power.
When the ADIRU is in the OFF mode, all the circuitry in the ADIRU is
de-energized except for any logic associated with the power off
function. Current does not exceed 10 mA DC.
Each ADIRU supplies the power for the ADM of its side (CAPT, F/O,
STBY).
The ADIRU also supplies the CDU with a 28VDC signal. The consumption
of the CDU is 6 W (typical) and 10 W (maximum).

EFF :

001-012, 014-099, 34-11-00

Page 5
Config-1 May 01/06

IAC
ADIRS - Power Supply Distribution
Figure 002

EFF :

001-012, 014-099, 34-11-00

Page 6
Config-1 May 01/06

IAC
B. ADIRS Power Supply Distribution in Normal Configuration
(1) Captain side

The ADIRU 1 is supplied with 115VAC by the 115VAC SHED ESS BUS
801XP-A. The back-up 28VDC is provided by the 28VDC HOT BUS 701PP.
The resolvers of the AOA sensor 1 and the AOA resolver converter
module of the ADIRU 1 are supplied with 26VAC by the 26VAC ESS BUS
431XP-A.
The sensors and probes (static, TAT, pitot, AOA) are supplied for
heating through the PHC 1:
- the heating element of the AOA sensor 1 receives 115VAC from the
115VAC SHED ESS BUS 801XP
- the heating element of the TAT sensor 1 receives 115VAC from the
115VAC BUS 1 101XP-A
- the heating element of the L and R static probes 1 receives 28VDC
from the 28VDC BUS 1 101PP
- the heating element of the pitot probe 1 receives 115VAC from the
115VAC ESS BUS 401XP.
(Ref. Fig. 003)
NOTE : the ADIRS/PHC Interface figure is a principle diagram and does

____
not show the interface between the PHC and the sensors.
(Ref. 30-31-00 for more details on probe ice protection).
(2) First Officer side

The ADIRU 2 is supplied with 115VAC by the 115VAC BUS 2 204XP-C. The
back-up 28VDC is provided by the 28VDC HOT BUS 702PP. The resolvers
of the AOA sensor 2 and the AOA resolver converter module of the
ADIRU 2 are supplied with 26VAC by the 26VAC BUS 2 231XP-A.
The sensors and probes are supplied for heating through the PHC 2:
115VAC BUS 2 202XP-B
115VAC BUS 2 202XP-C
115VAC BUS 2 202XP-B.
(3) Standby side

115VAC BUS 1 103XP

EFF :

001-012, 014-099, 34-11-00

Page 7
Config-1 May 01/06

IAC
ADIRS/PHC Interface
Figure 003

EFF :

001-012, 014-099, 34-11-00

Page 8
Config-1 May 01/06

IAC
115VAC BUS 1 103XP.
In normal configuration of the aircraft electrical generation, the
distribution described before is independent of the switching
selector switches.
C. ADIRS Power Supply Distribution after Loss of Main Electrical Generation
(1) Loss of the main generation and ATT HDG selector switch in NORM
position
(a) Captain side

The ADIRU 1 is supplied as in normal configuration.
(Ref. Para B.(1)).
(b) First Officer side

The ADIRU 2 is no more supplied with 115VAC and 26VAC. When the
26VAC is lost, the ADR detects a fault and flags the output
parameters. The ADIRU is still powered with 28VDC from the 28VDC
HOT BUS 702PP but the Time Delay Opening (TDO) relay 17FP will
cut this supply after 5 minutes in emergency configuration.
The ADR 2 function is lost immediately.
The IR 2 function is lost after 5 minutes.
(c) Standby side

The ADIRU 3 is no more supplied with 115VAC and 26VAC.
When the 26VAC is lost, the ADR detects a fault and flags the
output parameters. The ADIRU is still powered with 28VDC from the
28VDC HOT BUS 701PP but the Time Delay Opening (TDO) relay 14FP
will cut this supply after 5 minutes in emergency configuration.
The ADR3 function is lost immediately.
(2) Loss of the main generation and ATT HDG selector switch in CAPT/3
position
The CAPT/3 position of the ATT HDG selector switch corresponds to the
selection of the IR 3 in place of the IR 1. The power supply
distribution must then be modified to keep the IR 3 in emergency
configuration.
(a) Captain side

The ADIRU 1 is supplied as in normal configuration
(Ref. Para. B.(1)).

EFF :

001-012, 014-099, 34-11-00

Page 9
Config-1 May 01/06

IAC
ADIRU 2 supply: Ref. Para. (1)(b).
(c) Standby side

The ADIRU 3 is no more supplied with 115VAC. The ADIRU 3 is still
powered with 28VDC from the 28VDC HOT BUS 701PP.
The IR 3 function is available.

EFF :

001-012, 014-099, 34-11-00

Page 10
Config-1 May 01/06

IAC
D. Circuit Breakers
The system is supplied through these circuit breakers:
-----------------------------------------------------------------------------
FIN PANEL/ DESIGNATION BUS ATA. REF. AMM
LOCATION P. BLOCK 001
-----------------------------------------------------------------------------
4FP1 49VU NAV AND PROBES/ADIRU1/115VAC 801XP-A 34-11-00
4FP2 121VU ADIRS/ADIRU/2/115VAC 204XP-C 34-11-00
5FP1 49VU NAV AND PROBES/ADIRU1 & 431XP-A 34-11-00
AOA/26VAC
5FP2 121VU ADIRS/ADIRU/2/26VAC AND AOA 231XP-A 34-11-00
6FP1 105VU ADIRS/ADIRU1/28VDC 704PP 34-11-00
6FP2 121VU ADIRS/ADIRU/2/28VDC 702PP 34-11-00
8FP 49VU NAV AND PROBES/ADIRU 3/ 401PP 34-11-00
SWTG/SPLY
9FP 121VU ADIRS/ADIRU/3 SWTG/SPLY 301PP 34-11-00
10FP 121VU ADIRS/ADIRU/2 PWR/SHED 206PP 34-11-00
1DA1 122VU ANTI ICE/PROBES/1/TAT 101XP-A 30-31-00
1DA2 122VU ANTI ICE/PROBES/2/TAT 202XP-C 30-31-00
2DA1 49VU ANTI ICE/PROBES/PHC/1 401PP 30-31-00
2DA2 122VU ANTI ICE/PROBES/2/PHC 206PP 30-31-00
3DA1 49VU ANTI ICE/PROBES/PITOT/1 401XP-B 30-31-00
3DA2 122VU ANTI ICE/PROBES/2/PITOT 202XP-B 30-31-00
3DA3 122VU ANTI ICE/PROBES/3/PITOT 103XP-C 30-31-00
4DA1 49VU ANTI ICE/PROBES/1/AOA 801XP-C 30-31-00
4DA2 122VU ANTI ICE/PROBES/2/AOA 202XP-B 30-31-00
5DA1 122VU ANTI ICE/PROBES/1/STATIC 101PP 30-31-00

EFF :

001-012, 014-099, 34-11-00

Page 11
Config-1 May 01/06

IAC
4. _____________________
Component Description
A. Static Probes
(Ref. Fig. 004)
Each of the three systems (CAPT (1), F/O (2), STBY (3)) comprises two
static probes which are linked to each ADR portion of the ADIRUs through
five ADMs.
The probe is protected from icing with a 28VDC heater circuit.
The static probes linked to ADIRU 1 and ADIRU 2 are set at 48.64 deg.
below the fuselage datum line (Z=0).
The static probes linked to ADIRU 3 are set at 29.5 deg. below the
fuselage datum line.
B. Pitot Probes
(Ref. Fig. 005)
R **ON A/C 001-012, 014-099,
R Post SB 34-1127 For A/C 001-012,014-099,
(Ref. Fig. 005A)
R **ON A/C 001-012, 014-099,
Each system comprises one pitot probe (CAPT (1), F/O (2), STBY (3)) which
is linked to each ADR portion of the ADIRUs through one ADM.
The probe is protected from icing with a 115VAC - 400 Hz heater circuit.
The pitot probes 1 and 2 are set at 40.08 deg. below the fuselage datum
line (Z=0).
The pitot probe 3 is set at 59.56 deg. below the fuselage datum line
(Z=0).

EFF :

001-012, 014-099, 34-11-00

Page 12
Config-1 May 01/06

IAC
ADIRS - Static Probe
Figure 004

EFF :

001-012, 014-099, 34-11-00

Page 13
Config-1 May 01/06

IAC
ADIRS - Pitot Probe
Figure 005

EFF :

001-012, 014-099, 34-11-00

Page 14
Config-1 May 01/06

IAC
ADIRS - Pitot Probe
Figure 005A

EFF :

001-012, 014-099, 34-11-00

Page 15
Config-1 May 01/06

IAC
C. Air Data Modules (ADM)
(Ref. Fig. 006)
The term Air Data Module (ADM) refers to any remotely located LRU which
senses pressure information and transmits it to the ADIRU in ARINC 429
format.
The ADMs are remotely mounted near and above the level of the pitot and
static probes, this in order to make the ADM pneumatic plumbing self
draining when the aircraft is stationary on the ground.
(1) Internal description

The ADM comprises the following components
(Ref. Fig. 007)
(a) Transducer board

This device provides two signals (Pressure Time Pulse (PTP) and
Temperature Time Pulse (TTP)) used by the processor board.
(b) Processor board

The microcomputer comprises the following circuits:
- a micro-controller 80C31
- two memories: ROM (storage of software program) and RAM
(temporary storage of data)
- a Non Volatile Memory (NVM) (Storage of transducer modelling
coefficients and failure information)
- a RS-232C Serial Digital Input/Output (used for bench test and
calibration purposes)
- an ARINC 429 transmitter.
The processor board uses the PTP and TTP signals sent by the
transducer board and the transducer modelling coefficients stored
in the NVM to compute the pressure.
(c) EMI/lightning board

This board comprises the following devices:
- power supply: the ADM is supplied by the associated ADIRU with
+/- 13.5VAC. Power consumption is less than 200 mA on the
+13.5VDC input and less than 50 mA on the -13.5VDC input.
- EMI filters
- lightning protection
- input discretes filtering.
(2) Modes of operation

The ADM has three modes of operation:
- initialization
- normal operation
- Memory Access/Calibration (MA/C).

EFF :

001-012, 014-099, 34-11-00

Page 16
Config-1 May 01/06

IAC
Air Data Module
Figure 006

EFF :

001-012, 014-099, 34-11-00

Page 17
Config-1 May 01/06

IAC
ADM - Block Diagram
Figure 007

EFF :

001-012, 014-099, 34-11-00

Page 18
Config-1 May 01/06

IAC
(a) Initialization mode
The ADM automatically enters the initialization mode immediately
after power is applied to the device or after a Watchdog Timer is
activated due to an ADM failure.
The ADM performs several tasks while in the initialization mode.
It:
- initializes software variables and hardware interfaces
- performs various self-monitoring tests to determine if the ADM
operates properly
- reads the fixed Program Pin discretes.
The ARINC 429 bus is disabled during the initialization mode. The
ADM does not output any data on the ARINC 429 bus.
The initialization mode is completed within 900 ms (maximum)
after valid power is applied to the ADM. Upon completion of the
initialization mode, the ADM automatically enters the Normal
Operation Mode.
(b) Normal operation mode

The ADM enters the normal operation mode after the completion of
the initialization mode. It remains in the normal operation mode
until either power is removed from the ADM, or an internal
failure activates the Watchdog Timer, or an internal BITE detects
an unsafe condition at which time a failure warning is
annunciated or ARINC 429 transmissions cease.
The ADM performs the following functions in the normal operation
mode:
- measures the pressure and temperature outputs from the
transducer
- uses filtering or averaging techniques consistent with the
noise, resolution, and dynamic frequency response requirements
- computes the Applied Pressure based upon the pressure and
temperature signals
- filters the Computed Pressure
- formats the ARINC 429 word to be transmitted
- transmits the ARINC 429 Computed Pressure word
- formats and transmits two ADM discrete words (labels 270, 271)
- reads and debounces the MA/C discretes
- performs the BITE functions
- formats and transmits ADM software and equipment I.D. words
(labels 040,377).
(c) Memory access/calibration mode

The Memory access/calibration (MA/C) Mode is used for purposes of
transducer calibration and fault analysis. The MA/C mode requires
external test equipment which interfaces to the ADM via a RS-232C
bus. This mode can be considered as an auxiliary mode which is
accessible in a repair shop environment only.

EFF :

001-012, 014-099, 34-11-00

Page 19
Config-1 May 01/06

IAC
(3) Discrete inputs
Table 1 gives the identification of the ADM discrete inputs:
--------------------------------------------
| ADM Pin | Identification |
--------------------------------------------
| K | SDI 1 (LSB) (2) |
| L | SDI 2 (MSB) (2) |
| M | Configuration code 1 (3) |
| N | Configuration code 2 (3) |
| P | Parity (1) |
| a | Memory Access/Calibration 1 |
| b | NVM reset discrete |
| c | Memory Access/Calibration 2 |
--------------------------------------------
Table 1 = Discrete Inputs
NOTE : (1) An odd number of pins K, L, M, N and P must be grounded to

____
signify a valid installation. After the desired Source Data
Identifier (SDI) and the configuration pins have been
selected, the parity pin P must be selectively left open or
grounded to ensure that an odd number of pins K through P
inclusive have been grounded.
NOTE : (2) Program pins used for identification of the installation

____
position on the aircraft and the corresponding SDI code to be
transmitted. The code definition is provided in table 2.
NOTE : (3) The ADM transmits the measured pressure with a label
____
depending on the configuration code input discretes. The
configuration code definition is provided in table 3.
------------------------------------------------------------------------
|Input discrete SDI output |Input discrete SDI output |Installation|
| pin L Bit 10 state| pin K Bit 09 state| |
|----------------------------------------------------------------------|
| open 0 | open 0 | Invalid |
| open 0 | ground 1 | 1 |
| ground 1 | open 0 | 2 |
| ground 1 | ground 1 | 3 |
------------------------------------------------------------------------
Table 2 = SDI Code

EFF :

001-012, 014-099, 34-11-00

Page 20
Config-1 May 01/06

IAC
---------------------------------------------------------------------
| Installation function | Config. code 1 | Config. code 2 | Label |
| | Pin N | Pin M | |
|-------------------------------------------------------------------|
| Total pressure | open | open | 242 |
| Left static pressure | open | ground | 176 |
| Right static pressure | ground | open | 177 |
| Averaged static | ground | ground | 245 |
| pressure (uncorrected)| | | |
---------------------------------------------------------------------
Table 3 = Configuration Code
(4) Output bus

All data are transmitted via a single ARINC 429 low-speed serial
digital output bus. The outputs from the ADM are a single pressure
word having an installation selectable label, two discrete data words
and two identification words.
The following table gives:
- EQ.SYS.LAB.SDI: (SDAC, FWC, DMC...) output label for which the
parameter is available
- PARAMETER DEFINITION: parameter name
- WORD RANGE/OPER RANGE/RESOLUTION ACCURACY: measurement range.
Maximum value transmitted. When the digital value changes, the
change step is equal to the accuracy
- UNIT: unit in which the digital value is transmitted
- SIG BIT: indicates whether a sign bit is available
- BITS: number of bits used by the parameter in the label
- XMSN/INTV: output transmission interval. The refresh rate is given
in milliseconds
- CODE :
BNR: binary data word
BCD: binary coded decimal data word
ISO: data word coded in ISO5 code
DIS: discrete data word
HEX: hexadecimal coded
HYB: mixed code parameters are given in the table 4 below:
- ALPHA CODE: indicates the parameter mnemonic code
- SOURCE ORIGIN: parameter source computer or system.
All these parameters are given in the table 4 below:

EFF :

001-012, 014-099, 34-11-00

Page 21
Config-1 May 01/06

IAC
-------------------------------------------------------------------------------
| PARAMETER LIST PARAMETER CHARACTERISTICS (NUMERIC) |
-------------------------------------------------------------------------------
|EQ.SYS.LAB.SDI|PARAMETER | WORD RANGE |UNIT|SIG |BITS|XMSN|CODE|ALPHA|SOURCE |
| |DEFINITION| OPER RANGE | |BIT | |INTV| |CODE |ORIGIN |
| |(*=REMARK)| RESOLUTION | | | | | | |BUS No.|
| |(X=NOTE) | ACCURACY | | | | | | |ATA REF|
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 242 |TOTAL |100-1400 |hPa | | 18 |29- |BNR | | |
| |PRESSURE |+/- 0.25 | | | |31 | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 176 |LEFT STAT |100-1100 |hPa | | 18 |29- |BNR | | |
| |PRESSURE |+/- 0.25 | | | |31 | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 177 |RIGHT STAT|100-1100 |hPa | | 18 |29- |BNR | | |
| |PRESSURE |+/- 0.25 | | | |31 | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 245 |AVERAGED |100-1100 |hPa | | 18 |29- |BNR | | |
| |STATIC |+/- 0.25 | | | |31 | | | |
| |PRESSURE | | | | | | | | |
| |(UNCORRTD)| | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 270 |DISCRETE |Table 5 | | | |460-|BCD | | |
| |WORD 1 | | | | |500 | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| |WORD 2 | | | | |500 | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 377 |EQUIPMENT |Table 7 | | | |460-|BCD | | |
| |IDENT | | | | |500 | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 040 |SOFTWARE |Table 8 | | | |460-|BCD | | |
| |IDENT | | | | |500 | | | |
-------------------------------------------------------------------------------
Table 4 = Digital Outputs
NOTE : - the survival range of the ADM is 0 - 1900 hPa

____
- accuracy = three sigma tolerance at time of delivery over
-15 deg. C to +85 deg. C range at thermal steady state. (It
does not include long term drift).

EFF :

001-012, 014-099, 34-11-00

Page 22
Config-1 May 01/06

IAC
---------------------------------------------------------------------
| Bit |Data |
| Position | |
|-------------------------------------------------------------------|
| 1-8 |Octal Label 270 |
| 9-10 |SDI |
| 11-12 |Logic 0 |
| 13-16 |LSD device revision number (currently 4H) |
| 17-20 |MSD device revision number (currently 0H) |
| 21-24 |LS device revision letter (currently CH) |
| 25-28 |MS device revision letter (currently AH) |
| 29 |Logic 0 |
| 30-31 |Logic 0. Set the SSM to Normal Operation for a discrete |
| |maintenance word |
| 32 |Odd parity |
---------------------------------------------------------------------
Table 5 = Discrete Word 1 (Label 270)
---------------------------------------------------------------------
| Bit |Data |
| Position | |
|-------------------------------------------------------------------|
| 9-10 |SDI |
| 11-13 |Logic 0 |
| 14 |ADM LRU Status |
| 15 |Pin configuration status |
| 16 |Environment status |
| 17-24 |Current fault byte matrix |
| 25-28 |Word counter |
| 29 |Logic 0 |
| 32 |Odd parity |
---------------------------------------------------------------------

EFF :

001-012, 014-099, 34-11-00

Page 23
Config-1 May 01/06

IAC
---------------------------------------------------------------------
| Bit |Data |
| Position | |
|-------------------------------------------------------------------|
| 9-10 |SDI |
| 11-14 |LSD equipment identification (8H) |
| 15-18 |MSD equipment identification (3H) |
| 19-29 |Logic 0 |
| 32 |Odd parity |
---------------------------------------------------------------------
Table 7 = Equipment Ident (Label 377)
---------------------------------------------------------------------
| Bit |Data |
| Position | |
|-------------------------------------------------------------------|
| 9-10 |SDI |
| 11-12 |Logic 0 |
| 13-16 |LSD software revision number |
| 17-20 |MSD software revision number |
| 21-24 |LSD manufacturer ident number (1H) |
| 25-28 |MSD manufacturer ident number (0H) |
| 29 |Logic 0 |
| 32 |Odd parity |
---------------------------------------------------------------------
Table 8 = Software Ident (Label 040)

EFF :

001-012, 014-099, 34-11-00

Page 24
Config-1 May 01/06

IAC
D. Total Air Temperature (TAT) Sensor
(Ref. Fig. 008)
The aircraft is equipped with two TAT sensors with two sensing elements
each. The sensing elements of the sensor have variable resistances. The
TAT sensor 1 is linked to the ADR portion of ADIRUs 1 and 3, the TAT
sensor 2 is linked to the ADR portion of ADIRU 2.
The TAT sensors are set at 2.33 m from the nose and at 0.60 m of the
aircraft axis below the fuselage. The TAT sensor 1 is located on the left
side and the TAT sensor 2 on the right side.
The air flow enters the scoop of the sensor, goes through a calibrated
choke and flows over the hermetically sealed platinum resistance sensing
element where the temperature is measured. The speed of the flow over the
element is controlled by the choke in the element tube.
The ADR portion is designed to operate with 500 ohms (at 0 deg. C)
temperature sensor unit corresponding to the basic Callender - Van Dusen
equation. To improve the accuracy of the sensor, a network of precision
resistors is used. This technique is identified by the term Precision
Calibration Interchangeability (PCI).
These sensors are heated with 115VAC through the probe heating system.
The heating element must not be energized on the ground.
The heating element is implanted in the scoop and strut and keeps the
probe free of ice under the most severe icing conditions.
NOTE : Probe ice protection is described in 30-31-00.

____

EFF :

001-012, 014-099, 34-11-00

Page 25
Config-1 May 01/06

IAC
ADIRS - TAT Sensor
Figure 008

EFF :

001-012, 014-099, 34-11-00

Page 26
Config-1 May 01/06

IAC
E. Angle Of Attack (AOA) Sensor
(Ref. Fig. 009)
The aircraft is equipped with three AOA sensors. Two are located on the
left side and one on the right side of the fuselage. Each of these AOA
sensors is respectively linked to each ADR portion of the ADIRUs. The AOA
sensors 1 and 3 are set at 6.08 deg. and 31 deg. below the fuselage datum
line (Z = 0) on the left side. The AOA sensor 2 is set at 6.08 deg. below
the fuselage datum line (Z = 0) on the right side.
The angle of attack sensor is of the wind vane type. Its sensing element
is a small wing which is positioned in the direction of airflow. The
small wing is mechanically linked to a free turn-shaft which drives the
devices transmitting the local angle of attack signal. These transmitting
devices are made up of resolver transformers which convert the angular
information into proportional electrical information (angle sine and
cosine). The resolvers are supplied with a 26VAC signal. The same signal
is also received by the ADIRU as a reference for the decoding of AOA
values. Each sensor has three resolver outputs but only two are wired to
the ADIRU.
The whole mechanism is stabilized around the rotation axis. In addition,
a damping device enables a satisfactory dynamic response to be obtained
(filtering of mechanical oscillation).
A self regulated heating element (CTP resistances: positive coefficient
of temperature) inserted into the vane eliminates or avoids icing. It is
supplied with 115VAC through the PHC (Ref. 30-31-00).
The AOA sensor is equipped with a self-test device which is activated by
a 28VDC signal, from the ADR (through the relay 21FP1, 21FP2 or 21FP3)
when the test is entered via the maintenance system (CFDIU and MCDU). The
self test positions the vane at a resolver angle of +15 deg. (left side
test) or -15 deg. (left side test).
The mounting and wing of AOA resolvers determine the relationship between
the measured resolver angle and indicated angle of attack. This
relationship for each resolver input is as follows:
(Ref. Fig. 010)
------------------------------------------------------------------------
| | Indicated AOA: | +85 | +60 | +25 | 0 | -35 |
| AOA 1 and AOA 3 |----------------------------------------------------|
| in degrees | Resolver angle: | -60 | -35 | 0 | +25 | +60 |
------------------------------------------------------------------------
| | Indicated AOA: | +85 | +60 | +25 | 0 | -35 |
| AOA 2 |-----------------------------------------------------
| in degrees | Resolver angle: | +60 | +35 | 0 | -25 | -60 |
------------------------------------------------------------------------
The ADRs receive the same 26VAC, 400 Hz reference as the AOA resolvers.
This reference is common to both AOA resolver inputs 1 and 2.
Characteristics:

EFF :

001-012, 014-099, 34-11-00

Page 27
Config-1 May 01/06

IAC
ADIRS - AOA Sensor
Figure 009

EFF :

001-012, 014-099, 34-11-00

Page 28
Config-1 May 01/06

IAC
AOA Sensor - Installation Definition
Figure 010

EFF :

001-012, 014-099, 34-11-00

Page 29
Config-1 May 01/06

IAC
Excitation : 26 V 400 Hz
Phase shift : 18 deg. to 30 deg.
Resolver transformer : 0.4029 to 0.4629
ratio RT
Rotor impedance : Zro = 125 + j175 ohms +/-20%
Stator impedance : Zso = 115 + j90 ohms +/-30%
Range : +/-60 deg.
Scale factor : 1 deg. resolver/1 deg. local AOA
The accuracy of the AOA sensor, at 100 knots, is +/-0.3 deg.

EFF :

001-012, 014-099, 34-11-00

Page 30
Config-1 May 01/06

IAC
F. Selector Switches
(Ref. Fig. 011)
The two selector switches AIR DATA and ATT HDG are rotary selector
switches with 3 positions: CAPT/3, NORM and F/O/3.
These selector switches are used for the functions listed below (Ref. the
respective section for more details):
- AIR DATA SEL SW (15FP):
34-14-00 Selection of the ADR used by the IR3
34-52-00 ATC mode S
31-68-00 DMC
22-85-00 FMGC
- ATT HDG SEL SW (13FP):
34-11-00 Power Supply
34-41-00 Weather Radar
R
31-68-00 DMC
22-85-00 FMGC.

EFF :

001-012, 014-099, 34-11-00

Page 31
Config-1 Aug 01/07

IAC
ADIRS Switching
Figure 011

EFF :

001-012, 014-099, 34-11-00

Page 32
Config-1 May 01/06

IAC
SENSORS, POWER SUPPLY AND SWITCHING - DESCRIPTION AND OPERATION
_______________________________________________________________
1. _______
General
The aircraft is equipped with three Air Data/Inertial Reference Units
(ADIRUs).
Each ADIRU receives data from the four types of sensors after:
- three pitot probes which provide total pressure data,
- six static probes which provide static pressure data,
- two Total Air Temperature (TAT) sensors which provide air temperature
data,
- three Angle Of Attack (AOA) sensors which provide angle of attack data of
the aircraft.
The TAT sensors and the angle of attack sensors are directly connected to
the ADIRUs. The pitot probes and the static probes are connected to eight
Air Data Modules (ADM) which convert pressure data before they send them to
the ADIRUs.
The sensors, the probes, the ADMs and the ADIRUs are power supplied as
follows:
-------------------------------------------
-------------------------------------------
| ADIRU | X | X | X |
|----------------|-------|--------|-------|
| AOA Sensor | | X | X |
|----------------|-------|--------|-------|
| PITOT Probe | | X | |
|----------------|-------|--------|-------|
| TAT Sensor | | X | |
|----------------|-------|--------|-------|
| STATIC Probe | X | | |
|----------------|-------|--------|-------|
| ADM |13.5VAC from ADIRU |
-------------------------------------------
In normal configuration, the Captain Primary Flight Display (PFD) and

Navigation Display (ND) show the data computed by the ADIRU 1.
The First Officer PFD and ND show the data computed by the ADIRU 2.
The data from the ADIRU 3 can be displayed by action on the AIR DATA
selector switch or on the ATT HDG selector switch located on the SWITCHING
panel.
These selector switches which define a priority order for the ADIRUs are
also used by several other aircraft systems (Ref. Para. 4.F.).

R

EFF :

101-199, 901-999, 34-11-00

Page 1
Config-3 Feb 01/07

IAC
2. Component
__________________
Location
(Ref. Fig. 001)
The sensors, probes and ADMs are located on the aircraft as follows:
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
11FP1 SENSOR-TAT, 1 121 34-11-18
11FP2 SENSOR-TAT, 2 122 34-11-18
7DA1 PROBE-L STATIC, 1 127 824 34-11-16
7DA2 PROBE-L STATIC, 2 127 824 34-11-16
7DA3 PROBE-L STATIC, 3 121 811 34-11-16
8DA1 PROBE-R STATIC, 1 128 824 34-11-16
8DA2 PROBE-R STATIC, 2 128 824 34-11-16
8DA3 PROBE-R STATIC, 3 122 811 34-11-16
9DA1 PROBE-PITOT, 1 125 812 34-11-15
9DA2 PROBE-PITOT, 2 126 822 34-11-15
9DA3 PROBE-PITOT, 3 125 812 34-11-15

R

EFF :

101-199, 901-999, 34-11-00

Page 2
Config-3 Feb 01/07

IAC
ADIRS - Probe and Sensor Location
Figure 001

R

EFF :

101-199, 901-999, 34-11-00

Page 3
Config-3 Feb 01/07

IAC
The different ADIRS switching devices are located on the aircraft as
follows:
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
12FP RELAY-ADIRS ON BAT/GROUND WARN 103VU 126 34-11-00
13FP SEL SW-ATT HDG 8VU 210 34-11-00
15FP SEL SW-AIR DATA 8VU 210 34-11-00
16FP RELAY-ADIRS 3 28VDC CONTROL 103VU 126 34-11-00
22FP SW-L/G DOWN VMO/MMO SELECTION 188VU 128 34-11-00
23FP RELAY-ADIRS LGCIU GND POS 103VU 126 34-11-00
------------------------------------------------------------------------------
NOTE : The function of the switch (22FP) is described in 34-12-00.

____

R

EFF :

101-199, 901-999, 34-11-00

Page 4
Config-3 Feb 01/07

IAC
3. ____________
Power Supply
A. General
(Ref. Fig. 002)
The ADIRU is normally supplied with 115VAC, 400 Hz power for the ADR and
IR functions. However its AOA resolver converter module is supplied with
26VAC, 400 Hz.
The 28VDC back-up generation is provided by batteries and is
automatically used when the main power exceeds its normal limits.
At the beginning of each power cycle the ADIRU switches from the main to
the back-up power to test the electrical generation.
R
The table below gives the power consumption of each unit of the ADIRS:
------------------------------------------------------------------
| |-------------------|-------------------| |
| | Typical | Maximum | Typical | Maximum | |
------------------------------------------------------------------
| ADIRU (1) | 67 W | 84 W | 79 VA | 98 VA | 1 VA |
|----------------|---------|---------|---------|---------|-------|
| AOA Sensor | | | 250 VA | 320 VA |3.5 VA |
|----------------|---------|---------|---------|---------|-------|
| PITOT Probe | | | 281 VA | 360 VA | |
|----------------|---------|---------|---------|---------|-------|
| TAT Sensor | | | 200 VA | 350 VA | |
|----------------|---------|---------|---------|---------|-------|
| STATIC Probe | | 2X75 W | | | |
|----------------|---------|---------|---------|---------|-------|
| PHC | | 14 W | | | |
------------------------------------------------------------------
(1) ADIRU power consumption includes the supply of three ADMs.

With ON BAT annunciator, add 5 W.
With IR FAULT annunciator at I = 250 mA, add 10.5 W.
Other annunciators are open/ground discretes and so they are
energized by a power which is different from the ADIRU power.
When the ADIRU is in the OFF mode, all the circuitry in the ADIRU is
de-energized except for any logic associated with the power off
function. Current does not exceed 10 mA DC.
Each ADIRU supplies the power for the ADM of its side (CAPT, F/O,
STBY).
The ADIRU also supplies the CDU with a 28VDC signal. The consumption
of the CDU is 6 W (typical) and 10 W (maximum).
R

EFF :

101-199, 901-999, 34-11-00

Page 5
Config-3 May 01/08

IAC
ADIRS - Power Supply Distribution
Figure 002

R

EFF :

101-199, 901-999, 34-11-00

Page 6
Config-3 Feb 01/07

IAC
B. ADIRS Power Supply Distribution in Normal Configuration
(1) Captain side

The ADIRU 1 is supplied with 115VAC by the 115VAC SHED ESS BUS
801XP-A. The back-up 28VDC is provided by the 28VDC HOT BUS 701PP.
The resolvers of the AOA sensor 1 and the AOA resolver converter
module of the ADIRU 1 are supplied with 26VAC by the 26VAC ESS BUS
431XP-A.
The sensors and probes (static, TAT, pitot, AOA) are supplied for
heating through the Probe Heat Computer 1:
115VAC SHED ESS BUS 801XP
115VAC BUS 1 101XP-A
115VAC ESS BUS 401XP.
(Ref. Fig. 003)
NOTE : Figure ADIRS/PHC Interface, is a principle diagram which does

____
not show the interface between the PHC and the sensors.
(Ref. 30-31-00 for more details on probe ice protection).
(2) First Officer side

The ADIRU 2 is supplied with 115VAC by the 115VAC BUS 2 204XP. The
115VAC BUS 2 202XP-B
115VAC BUS 2 202XP-C
115VAC BUS 2 202XP-B.
(3) Standby side

115VAC BUS 1 103XP

EFF :

101-199, 901-999, 34-11-00

Page 7
Config-3 May 01/08
R
IAC
ADIRS/PHC Interface
Figure 003

EFF :

101-199, 901-999, 34-11-00

Page 8
Config-3 May 01/08
R
IAC
115VAC BUS 1 103XP.
In normal configuration of the aircraft electrical generation, the
distribution described before is independent of the switching
selector switches.
C. ADIRS Power Supply Distribution after Loss of Main Electrical Generation
(1) Loss of the main generation and ATT HDG selector switch in NORM
position
(a) Captain side

The ADIRU 1 is supplied as in normal configuration.
(Ref.Para B.(1)).

The ADIRU 2 is no more supplied with 115VAC and 26VAC. When the
26VAC is lost, the ADR detects a fault and flags the output
parameters. The ADIRU is still powered with 28VDC from the 28VDC
HOT BUS 702PP but the Time Delay Opening (TDO) relay 17FP will
cut this supply after 5 minutes in emergency configuration.
(c) Standby side

The ADIRU 3 is no more supplied with 115VAC and 26VAC.
When the 26VAC is lost, the ADR detects a fault and flags the
output parameters. The ADIRU is still powered with 28VDC from the
28VDC HOT BUS 701PP but the Time Delay Opening (TDO) relay 14FP
will cut this supply after 5 minutes in emergency configuration.
The ADR3 function is lost immediately.
(2) Loss of the main generation and ATT HDG selector switch in CAPT/3
position
The CAPT/3 position of the ATT HDG selector switch corresponds to the
selection of the IR 3 in place of the IR 1. The power supply
distribution must then be modified to keep the IR 3 in emergency
configuration.
(a) Captain side

The ADIRU 1 is supplied as in normal configuration
(Ref. Para. B.(1)).

EFF :

101-199, 901-999, 34-11-00

Page 9
Config-3 May 01/08
R
IAC
ADIRU 2 supply: Ref. Para. (1)(b).
(c) Standby side

The ADIRU 3 is no more supplied with 115VAC. The ADIRU 3 is still
powered with 28VDC from the 28VDC HOT BUS 701PP.
The IR 3 function is available.

EFF :

101-199, 901-999, 34-11-00

Page 10
Config-3 May 01/08
R
IAC
D. Circuit Breakers
-----------------------------------------------------------------------------
FIN PANEL/ DESIGNATION BUS ATA. REF. AMM
LOCATION P. BLOCK 001
-----------------------------------------------------------------------------
4FP1 49VU NAV AND PROBES/ADIRU1/115VAC 801XP-A 34-11-00
5FP1 49VU NAV AND PROBES/ADIRU1 & 431XP-A 34-11-00
AOA/26VAC
6FP1 105VU ADIRS/ADIRU1/28VDC 704PP 34-11-00
8FP 49VU NAV AND PROBES/ADIRU 3/ 401PP 34-11-00
SWTG/SPLY
9FP 121VU ADIRS/ADIRU/3 SWTG/SPLY 301PP 34-11-00
10FP 121VU ADIRS/ADIRU/2 PWR/SHED 206PP 34-11-00
1DA1 122VU ANTI ICE/PROBES/1/TAT 101XP-A 30-31-00
1DA2 122VU ANTI ICE/PROBES/2/TAT 202XP-C 30-31-00
2DA2 122VU ANTI ICE/PROBES/2/PHC 206PP 30-31-00
3DA1 49VU ANTI ICE/PROBES/PITOT/1 401XP-B 30-31-00
3DA2 122VU ANTI ICE/PROBES/2/PITOT 202XP-B 30-31-00
3DA3 122VU ANTI ICE/PROBES/3/PITOT 103XP-C 30-31-00
4DA2 122VU ANTI ICE/PROBES/2/AOA 202XP-B 30-31-00

R

EFF :

101-199, 901-999, 34-11-00

Page 11
Config-3 Feb 01/07

IAC
4. _____________________
A. Static Probes
(Ref. Fig. 004)
Each of the three systems (CAPT (1), F/O (2), STBY (3)) comprises two
static probes which are linked to each ADR portion of the ADIRUs through
five ADMs.
The probe is protected from icing with a 28VDC heater circuit.
The static probes linked to ADIRU 1 and ADIRU 2 are set at 48.64 deg.
below the fuselage datum line (Z=0).
The static probes linked to ADIRU 3 are set at 29.5 deg. below the
fuselage datum line.
B. Pitot Probes
(Ref. Fig. 005)
Each system comprises one pitot probe (CAPT (1), F/O (2), STBY (3)) which
is linked to each ADR portion of the ADIRUs through one ADM.
The probe is protected from icing with a 115VAC - 400 Hz heater circuit.
The pitot probes 1 and 2 are set at 40.08 deg. below the fuselage datum
line (Z=0).
The pitot probe 3 is set at 59.56 deg. below the fuselage datum line
(Z=0).

R

EFF :

101-199, 901-999, 34-11-00

Page 12
Config-3 Feb 01/07

IAC
ADIRS - Static Probe
Figure 004

R

EFF :

101-199, 901-999, 34-11-00

Page 13
Config-3 Feb 01/07

IAC
ADIRS - Pitot Probe
Figure 005

R

EFF :

101-199, 901-999, 34-11-00

Page 14
Config-3 Feb 01/07

IAC
C. Air Data Modules (ADM)
(Ref. Fig. 006)
The term Air Data Module (ADM) refers to any remotely located LRU which
senses pressure information and transmits it to the ADIRU in ARINC 429
format.
The ADMs are remotely mounted near and above the level of the pitot and
static probes, this in order to make the ADM pneumatic plumbing self
draining when the aircraft is stationary on the ground.

The ADM comprises the following components
(Ref. Fig. 007)
(a) Transducer board

This device provides two signals (Pressure Time Pulse (PTP) and
Temperature Time Pulse (TTP)) used by the processor board.
(b) Processor board

The microcomputer comprises the following circuits:
- a micro-controller 80C31
- two memories: ROM (storage of software program) and RAM
(temporary storage of data)
- a Non Volatile Memory (NVM) (Storage of transducer modelling
coefficients and failure information)
- a RS-232C Serial Digital Input/Output (used for bench test and
calibration purposes)
- an ARINC 429 transmitter.
The processor board uses the PTP and TTP signals sent by the
transducer board and the transducer modelling coefficients stored
in the NVM to compute the pressure.
(c) EMI/lightning board

This board comprises the following devices:
- power supply: the ADM is supplied by the associated ADIRU with
+/- 13.5VAC. Power consumption is less than 200 mA on the
+13.5VDC input and less than 50 mA on the -13.5VDC input.
- EMI filters
- lightning protection
- input discretes filtering.

The ADM has three modes of operation:
- initialization
- normal operation
- Memory Access/Calibration (MA/C).

R

EFF :

101-199, 901-999, 34-11-00

Page 15
Config-3 Feb 01/07

IAC
Air Data Module
Figure 006

R

EFF :

101-199, 901-999, 34-11-00

Page 16
Config-3 Feb 01/07

IAC
ADM - Block Diagram
Figure 007

R

EFF :

101-199, 901-999, 34-11-00

Page 17
Config-3 Feb 01/07

IAC
(a) Initialization mode
The ADM automatically enters the initialization mode immediately
after power is applied to the device or after a Watchdog Timer is
activated due to an ADM failure.
The ADM performs several tasks while in the initialization mode.
It:
- initializes software variables and hardware interfaces
- performs various self-monitoring tests to determine if the ADM
operates properly
- reads the fixed Program Pin discretes.
The ARINC 429 bus is disabled during the initialization mode. The
ADM does not output any data on the ARINC 429 bus.
The initialization mode is completed within 900 ms (maximum)
after valid power is applied to the ADM. Upon completion of the
initialization mode, the ADM automatically enters the normal
operation mode.
(b) Normal operation mode

The ADM enters the normal operation mode after the completion of
the initialization mode. It remains in the normal operation mode
until either power is removed from the ADM, or an internal
failure activates the Watchdog Timer, or an internal BITE detects
an unsafe condition at which time a failure warning is
annunciated or ARINC 429 transmissions cease.
The ADM performs the following functions in the normal operation
mode.
It:
- measures the pressure and temperature outputs from the
transducer
- uses filtering or averaging techniques consistent with the
noise, resolution, and dynamic frequency response requirements
- computes the Applied Pressure based upon the pressure and
temperature signals
- filters the Computed Pressure
- formats the ARINC 429 word to be transmitted
- transmits the ARINC 429 Computed Pressure word
- formats and transmits two ADM discrete words (labels 270, 271)
- reads and debounces the MA/C discretes
- performs the BITE functions
- formats and transmits ADM software and equipment I.D. words
(labels 040,377).
(c) Memory Access/Calibration mode

The Memory Access/Calibration (MA/C) mode is used for purposes of
transducer calibration and fault analysis. The MA/C mode requires
external test equipment which interfaces to the ADM via a RS-232C

R

EFF :

101-199, 901-999, 34-11-00

Page 18
Config-3 Feb 01/07

IAC
bus. This mode can be considered as an auxiliary mode which is
accessible in a repair shop environment only.

R

EFF :

101-199, 901-999, 34-11-00

Page 19
Config-3 Feb 01/07

IAC
(3) Discrete inputs
Table 1 gives the identification of the ADM discrete inputs:
--------------------------------------------
| ADM Pin | Identification |
--------------------------------------------
| K | SDI 1 (LSB) (2) |
| L | SDI 2 (MSB) (2) |
| M | Configuration code 1 (3) |
| N | Configuration code 2 (3) |
| P | Parity (1) |
| a | Memory Access/Calibration 1 |
| b | NVM reset discrete |
| c | Memory Access/Calibration 2 |
--------------------------------------------
Table 1 = Discrete Inputs
NOTE : (1) An odd number of pins K, L, M, N and P must be grounded to

____
signify a valid installation. After the desired Source Data
Identifier (SDI) and the configuration pins have been
selected, the parity pin P must be selectively left open or
grounded to ensure that an odd number of pins K through P
inclusive have been grounded.
NOTE : (2) Program pins used for identification of the installation

____
position on the aircraft and the corresponding SDI code to be
transmitted. The code definition is provided in table 2.
NOTE : (3) The ADM transmits the measured pressure with a label
____
depending on the configuration code input discretes. The
configuration code definition is provided in table 3.
------------------------------------------------------------------------
|Input discrete SDI output |Input discrete SDI output |Installation|
| pin L Bit 10 state| pin K Bit 09 state| |
|----------------------------------------------------------------------|
| open 0 | open 0 | Invalid |
| open 0 | ground 1 | 1 |
| ground 1 | open 0 | 2 |
| ground 1 | ground 1 | 3 |
------------------------------------------------------------------------
Table 2 = SDI Code

R

EFF :

101-199, 901-999, 34-11-00

Page 20
Config-3 Feb 01/07

IAC
---------------------------------------------------------------------
| Installation function | Config. code 1 | Config. code 2 | Label |
| | Pin N | Pin M | |
|-------------------------------------------------------------------|
| Total pressure | open | open | 242 |
| Left static pressure | open | ground | 176 |
| Right static pressure | ground | open | 177 |
| Averaged static | ground | ground | 245 |
| pressure (uncorrected)| | | |
---------------------------------------------------------------------
Table 3 = Configuration Code
(4) Output bus

All data are transmitted via a single ARINC 429 low-speed serial
digital output bus. The outputs from the ADM are a single pressure
word having an installation selectable label, two discrete data
words, and two identification words.
- WORD RANGE/OPER RANGE/RESOLUTION ACCURACY: measurement range.
in milliseconds
- CODE :
HYB: mixed code parameters are given in the table 4 below:
All these parameters are given in the table 4 below:

R

EFF :

101-199, 901-999, 34-11-00

Page 21
Config-3 Feb 01/07

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 242 |TOTAL |100-1400 |hPa | | 18 |29- |BNR | | |
| |PRESSURE |+/- 0.25 | | | |31 | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 176 |LEFT STAT |100-1100 |hPa | | 18 |29- |BNR | | |
| |PRESSURE |+/- 0.25 | | | |31 | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 177 |RIGHT STAT|100-1100 |hPa | | 18 |29- |BNR | | |
| |PRESSURE |+/- 0.25 | | | |31 | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 245 |AVERAGED |100-1100 |hPa | | 18 |29- |BNR | | |
| |STATIC |+/- 0.25 | | | |31 | | | |
| |PRESSURE | | | | | | | | |
| |(UNCORRTD)| | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| |WORD 1 | | | | |500 | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| |WORD 2 | | | | |500 | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 377 |EQUIPMENT |Table 7 | | | |460-|BCD | | |
| |IDENT | | | | |500 | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 040 |SOFTWARE |Table 8 | | | |460-|BCD | | |
| |IDENT | | | | |500 | | | |
-------------------------------------------------------------------------------
Table 4 = Digital Outputs

R

EFF :

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IAC
---------------------------------------------------------------------
| Bit |Data |
| Position | |
|-------------------------------------------------------------------|
| 9-10 |SDI |
| 11-12 |Logic 0 |
| 13-16 |LSD device revision number (currently 4H) |
| 17-20 |MSD device revision number (currently 0H) |
| 21-24 |LS device revision letter (currently CH) |
| 25-28 |MS device revision letter (currently AH) |
| 29 |Logic 0 |
| 32 |Odd parity |
---------------------------------------------------------------------
---------------------------------------------------------------------
| Bit |Data |
| Position | |
|-------------------------------------------------------------------|
| 9-10 |SDI |
| 11-13 |Logic 0 |
| 14 |ADM LRU Status |
| 15 |Pin configuration status |
| 16 |Environment status |
| 17-24 |Current fault byte matrix |
| 25-28 |Word counter |
| 29 |Logic 0 |
| 32 |Odd parity |
---------------------------------------------------------------------

R

EFF :

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Page 23
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IAC
---------------------------------------------------------------------
| Bit |Data |
| Position | |
|-------------------------------------------------------------------|
| 9-10 |SDI |
| 11-14 |LSD equipment identification (8H) |
| 15-18 |MSD equipment identification (3H) |
| 19-29 |Logic 0 |
| 32 |Odd parity |
---------------------------------------------------------------------
Table 7 = Equipment Ident (Label 377)
---------------------------------------------------------------------
| Bit |Data |
| Position | |
|-------------------------------------------------------------------|
| 9-10 |SDI |
| 11-12 |Logic 0 |
| 13-16 |LSD software revision number |
| 17-20 |MSD software revision number |
| 21-24 |LSD manufacturer ident number (1H) |
| 25-28 |MSD manufacturer ident number (0H) |
| 29 |Logic 0 |
| 32 |Odd parity |
---------------------------------------------------------------------
Table 8 = Software Ident (Label 040)

R

EFF :

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IAC
D. Total Air Temperature (TAT) Sensor
R **ON A/C 101-106, 901-906,
(Ref. Fig. 008)
R **ON A/C 107-199, 907-999,
(Ref. Fig. 008A)
**ON A/C 101-199, 901-999,
The aircraft is equipped with two TAT sensors with two sensing elements
each. The sensing elements of the sensor have variable resistances. The
TAT sensor 1 is linked to the ADR portion of ADIRUs 1 and 3, the TAT
sensor 2 is linked to the ADR portion of ADIRU 2.
The TAT sensors are set at 2.33 m from the nose and at 0.60 m of the
aircraft axis below the fuselage. The TAT sensor 1 is located on the left
side and the TAT sensor 2 on the right side.
The air flow enters the scoop of the sensor, goes through a calibrated
choke and flows over the hermetically sealed platinum resistance sensing
element where the temperature is measured. The speed of the flow over the
element is controlled by the choke in the element tube.
The ADR portion is designed to operate with 500 ohms (at 0 deg. C )
temperature sensor unit corresponding to the basic Callender - Van Dusen
equation. To improve the accuracy of the sensor, a network of precision
resistors is used. This technique is identified by the term Precision
Calibration Interchangeability (PCI).
These sensors are heated with 115VAC through the probe heating system.
The heating element must not be energized on the ground.
The heating element is implanted in the scoop and strut and keeps the
probe free of ice under the most severe icing conditions.
NOTE : Probe ice protection is described in 30-31-00.

____

EFF :

101-199, 901-999, 34-11-00

Page 25
Config-3 Feb 01/08

IAC
ADIRS - TAT Sensor
Figure 008

R

EFF :

101-106, 901-906, 34-11-00

Page 26
Config-3 Feb 01/08

IAC
ADIRS - TAT Sensor
Figure 008A

R

EFF :

107-199, 907-999, 34-11-00

Page 27
Config-3 Feb 01/08

IAC
E. Angle Of Attack (AOA) Sensor
(Ref. Fig. 009)
The aircraft is equipped with three AOA sensors. Two are located on the
left side and one on the right side of the fuselage. Each of these AOA
sensors is respectively linked to each ADR portion of the ADIRUs. The AOA
sensors 1 and 3 are set at 6.08 deg. and 31 deg. below the fuselage datum
line (Z = 0) on the left side. The AOA sensor 2 is set at 6.08 deg. below
the fuselage datum line (Z = 0) on the right side.
The angle of attack sensor is of the wind vane type. Its sensing element
is a small wing which is positioned in the direction of airflow. The
small wing is mechanically linked to a free turn-shaft which drives the
devices transmitting the local angle of attack signal. These transmitting
devices are made up of resolver transformers which convert the angular
information into proportional electrical information (angle sine and
cosine). The resolvers are supplied with a 26VAC signal. The same signal
is also received by the ADIRU as a reference for the decoding of AOA
values. Each sensor has three resolver outputs but only two are wired to
the ADIRU.
The whole mechanism is stabilized around the rotation axis. In addition,
a damping device enables a satisfactory dynamic response to be obtained
(filtering of mechanical oscillation).
A self-regulated heating element (CTP resistances: positive coefficient
of temperature) inserted into the vane eliminates or avoids icing. It is
supplied with 115VAC through the PHC (Ref. 30-31-00).
The AOA sensor is equipped with a self-test device which is activated by
a 28VDC signal, from the ADR (through the relay 21FP1, 21FP2 or 21FP3)
when the test is entered via the maintenance system (CFDIU and MCDU). The
self-test positions the vane at a resolver angle of +15 deg. (left side
test) or -15 deg. (right side test).
The mounting and wing of AOA resolvers determine the relationship between
the measured resolver angle and indicated angle of attack. This
relationship for each resolver input is as follows:
(Ref. Fig. 010)
------------------------------------------------------------------------
| | Indicated AOA: | +85 | +60 | +25 | 0 | -35 |
| AOA 1 and AOA 3 |----------------------------------------------------|
| in degrees | Resolver angle: | -60 | -35 | 0 | +25 | +60 |
------------------------------------------------------------------------
| | Indicated AOA: | +85 | +60 | +25 | 0 | -35 |
| AOA 2 |----------------------------------------------------|
| in degrees | Resolver angle: | +60 | +35 | 0 | -25 | -60 |
------------------------------------------------------------------------
The ADRs receive the same 26VAC, 400 Hz reference as the AOA resolvers.
This reference is common to both AOA resolver inputs 1 and 2.
Characteristics:

EFF :

101-199, 901-999, 34-11-00

Page 28
Config-3 Nov 01/07
R
IAC
ADIRS - AOA Sensor
Figure 009

EFF :

101-199, 901-999, 34-11-00

Page 29
Config-3 Nov 01/07
R
IAC
AOA Sensor - Installation Definition
Figure 010

EFF :

101-199, 901-999, 34-11-00

Page 30
Config-3 Nov 01/07
R
IAC
Excitation : 26 V 400 Hz
Phase shift : 18 deg. to 30 deg.
Resolver transformer
ratio RT : 0.4029 to 0.4629
Rotor impedance : Zro = 125 + j175 ohms +/-20%
Stator impedance : Zso = 115 + j90 ohms +/-30%
Range : +/-60 deg.
Scale factor : 1 deg. resolver/1 deg. local AOA
The accuracy of the AOA sensor, at 100 knots, is +/-0.3 deg.

EFF :

101-199, 901-999, 34-11-00

Page 31
Config-3 Nov 01/07
R
IAC
F. Selector Switches
(Ref. Fig. 011)
The two selector switches AIR DATA and ATT HDG are rotary selector
switches with 3 positions: CAPT/3, NORM and F/O/3.
These selector switches are used for the functions listed below (Ref. the
respective section for more details):
- AIR DATA SEL SW (15FP):
34-52-00 ATC mode S
31-68-00 DMC
22-85-00 FMGC
- ATT HDG SEL SW (13FP):
34-11-00 Power Supply
34-41-00 Weather Radar
31-68-00 DMC
22-85-00 FMGC.

EFF :

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Page 32
Config-3 Nov 01/07
R
IAC
ADIRS Switching
Figure 011

EFF :

101-199, 901-999, 34-11-00

Page 33
Config-3 Nov 01/07

IAC
SENSORS, POWER SUPPLY AND SWITCHING - ADJUSTMENT/TEST
_____________________________________________________
TASK 34-11-00-720-001
Functional Test of the ADM
CAUTION : OBEY THESE PRECAUTIONS WHEN YOU DO THE TEST TO PREVENT DAMAGE TO
_______
INSTRUMENTS:
R - THE PRESSURES SET MUST NOT BE MORE THAN 1050 hPa (31 in Hg) OR LESS
THAN 115 hPa (3.39 in Hg)
R - CHANGES IN STATIC PRESSURE MUST NOT BE MORE THAN 6000 FEET/MINUTE
- DO NOT SUDDENLY OPEN LINES TO AMBIENT AIR WHILE THE PRESSURE
GENERATOR IS CONNECTED.
CAUTION : THE TOTAL PRESSURE IN THE PITOT SYSTEM MUST NEVER BE LESS THAN THE
_______
STATIC PRESSURE. THE DIFFERENCE BETWEEN THE PITOT AND THE STATIC
PRESSURE CIRCUITS MUST NEVER BE MORE THAN 368 hPa (10.86 in Hg).
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

No specific colored adhesive tape
No specific ARINC reader
No specific 1 GENERATOR - GROUND PRESSURE MINI. 100 MB (1.45 PSI)
TO 1400 MB (20.3 PSI)
36122 1 ADAPTOR-CHARGING,PITOT PROBE

EFF :

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Page 501
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IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
34-10-00-860-002 ADIRS Start Procedure
34-10-00-860-005 ADIRS Stop Procedure
R 52-41-00-410-002 Close the Avionics Compartment Doors after Access
3. __________
Job Set-up
Subtask 34-11-00-010-050
A. Get Access to the Avionics Compartment
(1) Put the access platform in position and open the access door 824.
Subtask 34-11-00-860-056

(Ref. TASK 24-41-00-861-002).
(2) Do the EIS start procedure (PFDs only) (Ref. TASK 31-60-00-860-001).
(3) Do the ADIRS start procedure (Ref. TASK 34-10-00-860-002).
(4) On the center pedestral, on the SWITCHING panel 8VU, make sure that
the AIR DATA selector switch is at NORM.

EFF :

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IAC
Subtask 34-11-00-865-050
C. Open, safety and tag this(these) circuit breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
49VU ANTI ICE/PROBES/PITOT/1 3DA1 D02
122VU ANTI ICE/PROBES/2/PITOT 3DA2 Y14
122VU ANTI ICE/PROBES/2/STATIC 5DA2 Y11
122VU ANTI ICE/PROBES/3/PITOT 3DA3 Z16
122VU ANTI ICE/PROBES/3/STATIC 5DA3 Z14
Subtask 34-11-00-480-050
D. Install the Ground Pressure Generator and the ARINC Reader.
(1) Remove the slip on covers from the static probes and the pitot
probes.
(2) Connect the static port of the GENERATOR - GROUND PRESSURE MINI. 100
MB (1.45 PSI) TO 1400 MB (20.3 PSI) to the static and/or total probes
on which you do the test :
(a) the static probes with the ADAPTER COVER-STATIC PORT

(98D34003500102)
For CAPT circuit (ADIRU 1) and F/O circuit (ADIRU 2):
- 7DA1 ZONE 127 STA 8750 for the LH static pressure ADM (19FP5)
- 7DA2 ZONE 127 STA 8700 for the LH static pressure ADM (19FP7)
and
- 8DA1 ZONE 128 STA 9300 for the RH static pressure ADM (19FP4)
- 8DA2 ZONE 128 STA 9350 for the RH static pressure ADM (19FP6)
(b) the static probes with the ADAPTER COVER-STATIC PORT

(98D34003500100)
For the standby circuit (ADIRU 3) :
- 7DA3 ZONE 121 STA 4250 for the static pressure ADM (19FP8) or
- 8DA3 ZONE 122 STA 4250 for the static pressure ADM (19FP8)
(c) the pitot probes with the ADAPTOR-CHARGING,PITOT PROBE or

equivalent
For CAPT circuit (ADIRU 1) :
- 9DA1 ZONE 125 STA 5500 for the total pressure ADM (19FP1)
For F/O circuit (ADIRU 2) :
For the standby circuit (ADIRU 3) :

EFF :

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Page 503
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R
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(3) seal the Stby probes:
CAUTION : WHEN YOU SEAL THE DRAIN HOLE IN THE PITOT PROBE, DO NOT
_______
SEAL THE HOLE DIRECTLY WITH THE COLORED ADHESIVE TAPE.
R ALWAYS PUT A PIECE OF PLASTIC ON THE HOLE FIRST AND USE THE
R COLORED ADHESIVE TAPE TO ATTACH THE PLASTIC.
IF YOU SEAL THE DRAIN HOLE DIRECTLY WITH THE ADHESIVE TAPE,
THERE IS A RISK THAT SOME OF THE ADHESIVE WILL STAY ON THE
HOLE AND COLLECT PARTICLES. THIS CAN SUBSEQUENTLY CAUSE
BLOCKAGE OF THE HOLE AND THUS INCORRECT OPERATION OF THE
PROBE.
(a) Seal the drain holes of the pitot probes with a piece of plastic
and colored adhesive tape of very bright color.
(b) Seal the opposite static probe of the standby ADM with the
ADAPTER COVER-STATIC PORT (98D34003500103).
(4) Start the ground pressure generator.
(5) Connect the ARINC reader to :

- the connector 199VC (pins GG/HH) for the CAPT circuit (ADIRU 1)
- the connector 198VC (pins GG/HH) for the F/O circuit (ADIRU 2)
- the connector 199VC (pins <Y/<Z) for the standby circuit (ADIRU 3)
(6) Start the ARINC reader.
4. Procedure
_________
Subtask 34-11-00-720-050
A. Functional Test of the ADM
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the ground pressure generator, On the ARINC reader, compare the

set a static pressure as given in pressure values of the static and total
the table below. ADM read on the following labels :
ADIRU 1
NOTE : You can also set an other
____ - Label 242 (ADM 19FP1)
pressure value. The - Label 176 (ADM 19FP5)
tolerance for the values - Label 177 (ADM 19FP4)
read on the ARINC reader ADIRU 2

EFF :

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Page 504
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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
is the same as these - Label 242 (ADM 19FP2)
indicated in the table - Label 176 (ADM 19FP7)
below. - Label 177 (ADM 19FP6)
ADIRU 3
- Label 242 (ADM 19FP3)
- Label 245 (ADM 19FP8)
2. On the ground pressure generator, The rate of descent must not be more
slowly decrease the pressure. than 6000 ft/mn.
3. Stop the ground pressure The test procedure stops.

generator.
-----------------------------------------------------
| PT | Altitude | Pressure value from |
| | (approx.) | the ADM |
|----------|--------------|-------------------------|
| 836 hpa | 5000 ft | 836 +/- 0.3 hpa |
|----------|--------------|-------------------------|
| 690 hpa | 10000 ft | 690 +/- 0.3 hpa |
|----------|--------------|-------------------------|
| 460 hpa | 20000 ft | 460 +/- 0.3 hpa |
|----------|--------------|-------------------------|
| 300 hpa | 30000 ft | 300 +/- 0.3 hpa |
|----------|--------------|-------------------------|
| 196 hpa | 39000 ft | 196 +/- 0.3 hpa |
-----------------------------------------------------
5. Close-up
________
Subtask 34-11-00-080-050
A. Remove the Ground Pressure Generator
(2) Make sure that there is no remaining piece of plastic and/or adhesive
tape on the pitot probes. Make sure that the pitot drain holes are
serviceable.

EFF :

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Page 505
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R
IAC
Subtask 34-11-00-865-052
breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-11-00-410-050
C. Close Access
Subtask 34-11-00-860-051
D. Put the aircraft back to its initial configuration.
(1) Install the slip on covers on the static probes and on the pitot
probes.
(2) Do the ADIRS Stop Procedure(Ref. TASK 34-10-00-860-005).
(3) Do the EIS stop procedure (Ref. TASK 31-60-00-860-002).

(Ref. TASK 24-41-00-862-002).

EFF :

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Page 506
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R
IAC
TASK 34-11-00-710-001
Test of the Monitoring of the ADR/AOA 26VAC Power Supply
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-11-00-010-051
A. Get Access
(1) Put the access platform in position in zone 126 at the access door
822.


EFF :

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Page 507
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R
Subtask 34-11-00-860-052

002).

are on.
- on the ADIRS CDU, make sure that the 3 OFF/NAV/ATT selector
____
Subtask 34-11-00-865-053
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,


EFF :

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Page 508
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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C ALL

**ON A/C 101-199, 901-999,

**ON A/C ALL
4. Procedure
_________
Subtask 34-11-00-710-050
A. Test of the Monitoring of the ADR/AOA 26VAC Power Supply
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- set the OFF/NAV/ATT selector - the CAPT and F/O PFDs show the speed
switch related to the IR1, IR2 and altitude indications.
and IR3 to NAV.
2. On the panel 49VU (121VU):

EFF :

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Page 509
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IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- open the circuit breaker 5FP1 - on the ADIRS CDU, the FAULT legend of
(5FP2). the ADR1 (ADR2) pushbutton switch
comes on.
- on the CAPT (F/O) PFD, the SPD and
ALT warning flags come into view.
- on the lower ECAM DU, on the status
page, in the INOP SYST section, the
ADR1 indication comes into view.
3. On the panel 8VU:
- set the AIR DATA selector - on the CAPT (F/O) PFD, the speed and
switch to CAPT/3 (F/O/3). altitude indications come into view.
- open the circuit breaker 5PF3. - on the CAPT (F/O) PFD, the SPD and
ALT warning flags come into view.
- on the lower ECAM display unit, in
the INOP SYST section, the ADR 1 + 3
(ADR 2 + 3) indication comes into
view.
- on the ADIRS CDU, the FAULT legend of
the ADR3 pushbutton switch comes on.
- close the circuit breaker 5FP1 - on the lower ECAM display unit, in
(5FP2). the INOP SYST section, the ADR3
indication comes into view.
the ADR1 (ADR2) pushbutton switch
goes off.
- set the AIR DATA selector - on the CAPT (F/O) PFD, the speed and
switch to NORM. altitude indications come into view.
- close the circuit breaker 5FP3. - on the lower ECAM display unit, in
the INOP SYST section, the ADR3
indication goes out of view.

EFF :

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Page 510
May 01/08
R
IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
the ADR3 pushbutton switch goes off.
8. Refer to the indications in the You must get the same results on the
parentheses specified in the F/O side.
para. 1 to 5 and do the ADR2
test.
5. Close-up
________
Subtask 34-11-00-860-053
(2) On the ADIRS CDU, set the 3 OFF/NAV/ATT selector switches to OFF.

(Ref. TASK 24-41-00-862-002).
R
Subtask 34-11-00-410-051
B. Close Access
(1) Install the protective cover of the 105VU with two bolts.

R

EFF :

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Page 511
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TASK 34-11-00-710-002
Test of the Monitoring of the ADIRS Power Supply (115VAC-28VDC)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-11-00-010-052
A. Get Access
(1) Put the access platform in position in zone 126 at the access door
822.


R

EFF :

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Page 512
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IAC
R
Subtask 34-11-00-860-054

002).

- On the FLT CTL panels 23VU and 24VU, make sure that the FAC, ELAC
are on.
- On the ADIRS CDU, on the panel 20VU, make sure that the 3
- On the ELEC panel 35VU, make sure that the battery voltage is
____
Subtask 34-11-00-865-054
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,


EFF :

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Page 513
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IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C ALL

**ON A/C 101-199, 901-999,


EFF :

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Page 514
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R
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**ON A/C ALL
4. Procedure
_________
Subtask 34-11-00-710-051
A. Test of the Monitoring of the ADIRS Power Supply (115VAC-28VDC)
NOTE : Ignore all warnings / indications which are not related to this
____
test.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

- open the circuit breaker 4FP1
(4FP2).

- set the OFF/NAV/ATT selector
switch related to the IR 1 (IR
2) to NAV.
- set the SYS DISPLAY selector - on the ADIRS CDU:

switch to 1 (2). * the related ALIGN legend is on,
* the ON BAT light is on,
* the related FAULT legend flashes.
- On the upper ECAM display unit, the
IR 1 FAULT (IR 2 FAULT) warning comes
into view.
- on the panels 130VU and 131VU, the
MASTER CAUT lights are on.
- you can hear the single chime.
- after a time delay of 15 s, you can
hear the horn.
3. On the panel 49VU (121VU), close - on the ADIRS CDU,

the circuit breaker 4FP1 (4FP2). The related FAULT legend continues to
flash.
The ON BAT light goes off.
The ALIGN legend stays on.
- The horn stops.

EFF :

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Page 515
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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
4. On the ADIRS CDU: - on the ADIRS CDU, the related FAULT
- set the OFF/NAV/ATT selector legend continues to flash then goes
switch related to the IR 1 (IR off after a short time,
2) to OFF. - on the upper ECAM display unit, the
IR1 FAULT (IR2 FAULT) warning goes
out of view.
- on the panels 130VU and 131VU the
MASTER CAUT lights go off,
- on the ADIRS CDU, the related ALIGN
legend goes off.
5. Do the IR 2 test as specified in You must get the same results on the
para. 1 to 4. F/O side.

- set the OFF/NAV/ATT selector - the related ALIGN legend comes on,
switch related to the IR 1 (IR - then, the ON BAT light comes on
2) to NAV. during 5 s.
- open the circuit breaker 4FP1 - on the ADIRS CDU, the ON BAT light
(4FP2). comes on.
- in the nose gear wheel:
* after a time delay of 15 s approx
you can hear the horn.
* on the door 121AL, on the panel
108VU, the ADIRU & AVNCS VENT light
comes on.
- on the CAPT (F/O) PFD and ND, the
attitude indications are shown.
- close the circuit breaker 4FP1 - on the ADIRS CDU, the ON BAT light
(4FP2). goes off.
- the horn stops.

set the OFF/NAV/ATT selector the ALIGN legend goes off.
switch related to the IR1 (IR2)
to OFF.

EFF :

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Page 516
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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
10. Do the IR 2 test as specified in You must get the same results on the
para. 6 to 8. F/O side.

- open the circuit breaker 4FP3.
- set the ATT HDG selector - on the CAPT PFD and ND the attitude
switch to CAPT/3. and heading indications from the IR 1
are not shown.

switch related to the IR 3 to
NAV.
- set the SYS DISPLAY selector - on the ADIRS CDU:

switch to 3. * the related ALIGN legend is on,
* the ON BAT light is on.
* the related FAULT legend flashes.
IR 3 FAULT warning comes into view.
MASTER CAUT lights are on.
- after a time delay of 15 s, you can
hear the horn.
- close the circuit breaker - on the ADIRS CDU:

4FP3. * the related FAULT legend goes off.
* the ON BAT light goes off.
* the ALIGN legend stays on.
- set the OFF/NAV/ATT selector - on the ADIRS CDU:

switch related to the IR 3 to * the related FAULT legend continues
OFF. to flash then goes off after a short
time,
* the ALIGN legend goes off.

EFF :

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Page 517
May 01/08
R
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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- set the OFF/NAV/ATT selector - on the ADIRS CDU:

switch related to the IR 3 to * the ON BAT light comes on during 5
NAV. s.
* then, the ALIGN legend comes on.
- open the circuit breaker 4FP3. - on the ADIRS CDU, the ON BAT light
comes on.
- in the nose gear well:
* after a time delay of 15 s approx
you can hear the horn.
* on the door 121AL, on the panel
108VU, the ADIRU & AVNCS VENT light
comes on.
- on the CAPT (F/O) PFD , the attitude
indications stay in view.
18. On the panel 121VU: - on the ADIRS CDU, the ON BAT light
- close the circuit breaker goes off.
4FP3. - the horn stops.
- set the 3 OFF/NAV/ATT selector - The related ALIGN legend goes off.
switches to OFF.

- set the ATT HDG selector
switch to NORM.

EFF :

ALL 34-11-00

Page 518
May 01/08

IAC
5. Close-up
________
Subtask 34-11-00-860-055

- On the FLT CTL panels 23VU and 24VU, make sure that the FAC, ELAC
and SEC pushbutton switches are pushed. The off legends are off.

(Ref. TASK 24-41-00-862-002).
Subtask 34-11-00-410-052
B. Close Access

R

EFF :

ALL 34-11-00

Page 519
May 01/08

IAC
PROBE - PITOT (9DA1,9DA2,9DA3) - REMOVAL/INSTALLATION
_____________________________________________________
TASK 34-11-15-000-001
Removal of the Pitot Probe (9DA1, 9DA2, 9DA3)
WARNING : MAKE SURE THAT THE CIRCUIT BREAKERS RELATED TO THE WEATHER RADAR ARE
_______
OPENED, SAFETIED AND TAGGED.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

No specific blanking plug
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R **ON A/C 001-012, 014-099,
34-11-15-991-001 Fig. 401
**ON A/C ALL
R Post SB 34-1127 For A/C 001-012,014-099,
34-11-15-991-001-A Fig. 401A

EFF :

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Page 401
May 01/06

IAC
**ON A/C ALL
3. __________
Job Set-up
Subtask 34-11-15-865-050
A. Open, safety and tag this(these) circuit breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
121VU COM NAV/RADAR/2 5SQ2 K14

R
R **ON A/C ALL
R 121VU COM NAV/RADAR/1 5SQ1 K13

R
FOR 9DA1
R
49VU ANTI ICE/PROBES/AOA/1 4DA1 D04
49VU ANTI ICE/PROBES/PHC/1 2DA1 D03
122VU ANTI ICE/PROBES/1/TAT 1DA1 Z12
R
FOR 9DA2
R
**ON A/C 001-012, 014-014,
122VU ANTI ICE 2DA2 Y12
R **ON A/C ALL
R 122VU ANTI ICE/PROBES/2/TAT 1DA2 Y15

R 122VU ANTI ICE/PROBES/2/PITOT 3DA2 Y14
R 122VU ANTI ICE/PROBES/2/AOA 4DA2 Y13

EFF :

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Page 402
Aug 01/06

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R **ON A/C 015-099, 101-199, 901-999,
122VU ANTI ICE/PROBES/2/PHC 2DA2 Y12
**ON A/C ALL
FOR 9DA3
122VU ANTI ICE/PROBES/PHC/3 2DA3 Y16
122VU ANTI ICE/PROBES/3/AOA 4DA3 Z15
Subtask 34-11-15-010-050
B. Get Access
(1) Put the access platform in position at zone 125 to get access to
pitot probes 1 and 3 and at zone 126 to get access to pitot probe 2.
(2) Open the access door:

FOR 9DA1, 9DA3
812
FOR 9DA2
822
4. Procedure
_________
**ON A/C 001-012, 014-099,
(Ref. Fig. 401/TASK 34-11-15-991-001)
**ON A/C ALL
Post SB 34-1127 For A/C 001-012,014-099,
(Ref. Fig. 401A/TASK 34-11-15-991-001-A)

EFF :

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Page 403
Feb 01/07

IAC
Pitot Probe
Figure 401/TASK 34-11-15-991-001

R

EFF :

001-012, 014-099, 34-11-15

Page 404
Aug 01/06

IAC
Pitot Probe
Figure 401A/TASK 34-11-15-991-001-A

R

EFF :

ALL 34-11-15

Page 405
Aug 01/06

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**ON A/C ALL
Subtask 34-11-15-020-050
A. Removal of the Pitot Probe (9DA1, 9DA2, 9DA3)
CAUTION : BE VERY CAREFUL WITH THE PITOT PROBES:

_______
- DO NOT LET THEM FALL
- DO NOT BEND THEM
- DO NOT CAUSE SCRATCHES.
(1) Disconnect the electrical connector (2).
(2) Disconnect the quick-disconnect coupling (1).
(3) Put a blanking cap on the disconnected electrical connector (2).
(4) Put a blanking plug on the quick-disconnect coupling (1).
(5) Loosen the two nuts (3) from the inner side of the aircraft.
NOTE : A second person is necessary to hold the pitot probe from the
____
outer side of the aircraft.
(6) Carefully remove the pitot probe (5) from the fuselage.
(7) Remove and discard the gasket (4).

EFF :

ALL 34-11-15

Page 406
Aug 01/06
R
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TASK 34-11-15-400-001
Installation of the Pitot Probe (9DA1, 9DA2, 9DA3)
_______
CAUTION : MAKE SURE THAT:

_______
- THERE IS NO SIGN OF CORROSION OR DAMAGE ON THE EQUIPMENT
- THERE IS NO FOREIGN OBJECT IN THE EQUIPMENT
TO PREVENT ANY DAMAGE IN THE SYSTEM.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
B. Expendable Parts
-------------------------------------------------------------------------------
FIG.ITEM |DESIGNATION |IPC-CSN
-------------------------------------------------------------------------------
4 gasket 34-11-01 03 -040

R 4 gasket 34-11-01 03 -040A

EFF :

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Page 407
May 01/02

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C. Referenced Information
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
20-28-00-720-005 Check of the Electrical Bonding of the Different

Components (But not the Fluid Systems and the
Components Installed on Composite materials)
30-31-00-710-001 Operational Test of the Probe Ice Protection
34-11-15-200-001 Inspection/Check of the Pitot Probe (9DA1,9DA2,9DA3)
34-11-15-710-001 Test of the Pitot Probe (9DA1, 9DA2, 9DA3) without
the CFDS
R 52-41-00-010-002 Open the Avionics Compartment Doors for Access
**ON A/C 001-012, 014-099,
34-11-15-991-001 Fig. 401
**ON A/C ALL
Post SB 34-1127 For A/C 001-012,014-099,
34-11-15-991-001-A Fig. 401A
**ON A/C ALL
34-11-15-991-003 Fig. 402
3. __________
Job Set-up
Subtask 34-11-15-860-050
(1) Make sure that the access platform is in position at zone 125 to get
access to pitot probes 1 and 3 and at zone 126 to get access to pitot
probe 2.
R (2) Make sure that the access door are open (Ref. TASK 52-41-00-010-002):
FOR 9DA1, 9DA3
812
FOR 9DA2
822

EFF :

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Page 408
Aug 01/07

IAC
Subtask 34-11-15-865-051
B. Make sure that this(these) circuit breaker(s) is(are) open, safetied and
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
**ON A/C ALL

FOR 9DA1
FOR 9DA2
**ON A/C 001-012, 014-014,
**ON A/C ALL
122VU ANTI ICE/PROBES/2/TAT 1DA2 Y15

122VU ANTI ICE/PROBES/2/AOA 4DA2 Y13
R **ON A/C 015-099, 101-199, 901-999,

EFF :

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Page 409
Feb 01/07

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C ALL
FOR 9DA3
4. Procedure
_________
**ON A/C 001-012, 014-099,
(Ref. Fig. 401/TASK 34-11-15-991-001)
**ON A/C ALL
Post SB 34-1127 For A/C 001-012,014-099,
(Ref. Fig. 401A/TASK 34-11-15-991-001-A)
**ON A/C ALL
Subtask 34-11-15-420-050
A. Installation of the Pitot Probe (9DA1, 9DA2, 9DA3)
(1) Clean the component interface and/or the adjacent area.
(2) Do an inspection of the component interface and/or the adjacent area.
R (3) Install the new gasket (4).
NOTE : A second person is necessary to hold the pitot probe from the
____
outer side of the aircraft.
(4) Carefully install the pitot probe (5).
NOTE : You must turn the sensor element (6) to the front of the
____
aircraft.
(5) Tighten the two nuts (3) from the inner side of the fuselage.

EFF :

ALL 34-11-15

Page 410
Feb 01/07

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(6) Remove the blanking cap from the electrical connector (2).
(7) Make sure that the electrical connectors are clean and in the correct
condition.
(8) Connect the electrical connector (2) to the pitot probe (5).
(9) Remove the blanking plug from the quick-disconnect coupling (1).
(10) Connect the quick-disconnect coupling (1) to the pitot probe (5).
(Ref. Fig. 402/TASK 34-11-15-991-003)
coupling.

attached.
R WARNING : IF YOU REPLACE PITOT PROBE 3 (9DA3), OR IF YOU REPLACE MORE

_______
R THAN ONE PITOT PROBE, MAKE SURE THAT A SECOND QUALIFIED
R MECHANIC DOES A VISUAL INSPECTION OF THE QUICK-DISCONNECT
R COUPLING CONNECTION. THE TWO MECHANICS MUST SIGN OFF THE
R JOB.
(13) Check the bonding contact resistance between the pitot probe (5) and
the fuselage structure (Ref. TASK 20-28-00-720-005).
Subtask 34-11-15-865-052
breaker(s):
5SQ1, 5SQ2
FOR 9DA1
1DA1, 2DA1, 3DA1, 4DA1, 5DA1
FOR 9DA2
1DA2, 2DA2, 3DA2, 4DA2, 5DA2
FOR 9DA3
2DA3, 3DA3, 4DA3, 5DA3
Subtask 34-11-15-710-050
C. Do the tests that follow:
(1) Do the operational test of the Probe Ice Protection.

(Ref. TASK 30-31-00-710-001).
NOTE : As an alternative procedure, you can do this operational test

____
without the CFDS
(Ref. TASK 34-11-15-710-001).

EFF :

ALL 34-11-15

Page 411
May 01/08

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R Figure 402/TASK 34-11-15-991-003

EFF :

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Page 412
Feb 01/07

IAC
5. Close-up
________
Subtask 34-11-15-410-050
A. Close Access
items.
(2) Make sure that the drain holes on the pitot probes are not blocked by
unwanted materials. (Ref. TASK 34-11-15-200-001)
R (3) Close the access door (Ref. TASK 52-41-00-410-002) :

FOR 9DA1, 9DA3
812
FOR 9DA2
822

EFF :

ALL 34-11-15

Page 413
Aug 01/07

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PROBE - PITOT (9DA1,9DA2,9DA3) - ADJUSTMENT/TEST
________________________________________________
TASK 34-11-15-710-001
Test of the Pitot Probe (9DA1, 9DA2, 9DA3) without the CFDS
WARNING : DO NOT TOUCH THE PROBES IMMEDIATELY AFTER THE TEST.

_______
THEY ARE HOT AND CAN BURN YOU.
CAUTION : REMOVE THE PROTECTIVE COVERS FROM THE PROBES BEFORE YOU DO THE TEST.
_______
CAUTION : DO NOT CONTINUE THE TEST FOR MORE THAN ONE MINUTE TO PREVENT DAMAGE
_______
TO THE PROBES.
1. __________________
Reason for the Job
Do this test after the removal/installation of the Pitot Probe

(9DA1,9DA2,9DA3) when the CFDS is unserviceable.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-11-15-860-051

002).
(2) Do the EIS start procedure ECAM only(Ref. TASK 31-60-00-860-001).

EFF :

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Page 501
May 01/06
R
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(3) Do the ADIRS start procedure for the related system:
For 9DA1
ADIRU1
For 9DA2
ADIRU2
For 9DA3
ADIRU3
(Ref. TASK 34-10-00-860-002).
Subtask 34-11-15-865-056
B. Make sure that this(these) circuit breaker(s) is(are) closed:
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 9DA1
R
R
FOR 9DA2
R
R
FOR 9DA3
R
4. Procedure
_________
Subtask 34-11-15-710-051
A. Heating Test
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the overhead panel on the

PROBE/WINDOW HEAT section of the
panel 25VU:
- push the AUTO pushbutton switch the ON legend comes on.
2. On the circuit breaker panel :

EFF :

ALL 34-11-15

Page 502
Aug 01/06

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- on the panel 49VU, open the - on the panels 131VU and 132VU, the
circuit breaker 3DA1 MASTER CAUT lights come on
- you can hear the single chime
- on the upper ECAM display unit the
ANTI ICE CAPT PITOT indication comes
into view.
- or on the panel 122VU, open the - on the panels 131VU and 132VU, the
circuit breaker 3DA2 MASTER CAUT lights come on
ANTI ICE F/O PITOT indication comes
into view.
- or on the panel 122VU, open the - on the panels 131VU and 132VU, the
circuit breaker 3DA3. MASTER CAUT lights come on
ANTI ICE STBY PITOT indication comes
into view.
3. Close the circuit breaker(s) that - on the panels 131VU and 132VU, the
you opened before. MASTER CAUT lights go off.
indication given above goes out of
view.
MEMO page comes into view.
4. On the overhead panel, on the

panel 25VU:
- release the AUTO pushbutton The ON legend goes off.

switch

EFF :

ALL 34-11-15

Page 503
Aug 01/06
R
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5. Close-up
________
Subtask 34-11-15-860-052
(1) On the center pedestal, on the ECAM control panel, set the UPPER
DISPLAY and LOWER DISPLAY potentiometers to OFF.

(Ref. TASK 24-41-00-862-002).

EFF :

ALL 34-11-15

Page 504
Aug 01/06
R
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PROBE - PITOT (9DA1,9DA2,9DA3) - INSPECTION/CHECK
_________________________________________________
TASK 34-11-15-200-001
Inspection/Check of the Pitot Probe (9DA1,9DA2,9DA3)
1. __________________
Reason for the Job
R The purpose of this Task is to do a Visual inspection of the Pitot probe.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R 34-10-00-170-001 Flushing of the Principal Total Pressure Lines (for

R corrective action)
R 34-10-00-170-003 Draining and Flushing of Standby Pneumatic Circuits
R (for corrective action)
34-11-15-000-001 Removal of the Pitot Probe (9DA1, 9DA2, 9DA3) (for
corrective action)
34-11-15-400-001 Installation of the Pitot Probe (9DA1, 9DA2, 9DA3)
(for corrective action)
R 34-22-25-170-001 Draining and Flushing of the Standby Static and
R Standby Total Pressure lines (ISIS) (for corrective
R action)
**ON A/C 001-012, 014-099,
34-11-15-991-002 Fig. 601

EFF :

ALL 34-11-15

Page 601
Feb 01/08

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C ALL
Post SB 34-1127 For A/C 001-012,014-099,
34-11-15-991-002-A Fig. 601A
**ON A/C ALL
3. __________
Job Set-up
Subtask 34-11-15-865-053
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 9DA1
FOR 9DA2
FOR 9DA3
Subtask 34-11-15-860-054
(1) Put the access platform in position in Zone 125 to get access to the
pitot probes 1 and 3 and in Zone 126 to get access to the pitot probe
2.
(2) Remove the cover of the pitot probe.
4. Procedure
_________
**ON A/C 001-012, 014-099,
(Ref. Fig. 601/TASK 34-11-15-991-002)

EFF :

ALL 34-11-15

Page 602
Feb 01/08
R
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Pitot Probe Tip Configuration
Figure 601/TASK 34-11-15-991-002

R

EFF :

001-012, 014-099, 34-11-15

Page 603
Aug 01/06

IAC
**ON A/C ALL
Post SB 34-1127 For A/C 001-012,014-099,
(Ref. Fig. 601A/TASK 34-11-15-991-002-A)
R **ON A/C 001-012, 014-099, 901-901,
Subtask 34-11-15-220-050
A. Inspection/Check of the Pitot Probe (9DA1,9DA2,9DA3)
(1) Do a general visual inspection of the Pitot Probe.
(a) Color
During the ageing of the probe, the color of the tube becomes
brownish and/or blackish.
This coloration has no effect on the operation of the probe.
R (b) Internal Obstruction
CAUTION : DO NOT USE SHARP AND/OR METAL TOOLS OR OBJECTS TO CLEAN

_______
THE PITOT PROBE. SUCH TOOLS OR OBJECTS CAN CAUSE DAMAGE
TO THE PITOT PROBE.
R Make sure that pitot probe is clean, without obstruction.

R
R If not, remove the pitot probe (Ref. TASK 34-11-15-000-001), blow
R compressed air into the pitot tube at the pneumatic connector and
R out of the tube entrance.
Maximum air pressure: 57 psi (3.9300 bar).
NOTE : The compressed air line must have an oil trap to make sure
____
that no oil gets into the pitot probe.
Install the pitot probe (Ref. TASK 34-11-15-400-001).
(c) Make sure that the drain holes are not blocked.
R If not, do the flushing of the Total pressure lines:
R - for pitot 1 and/or 2 (Ref. TASK 34-10-00-170-001)
R - for pitot 3 (Ref. TASK 34-10-00-170-003) (only standby total
R pressure line part).

EFF :

ALL 34-11-15

Page 604
Feb 01/08

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Pitot Probe Tip Configuration
Figure 601A/TASK 34-11-15-991-002-A

EFF :

ALL 34-11-15

Page 605
May 01/06
R
IAC
R (d) If the inspection/check is not satisfactory, you must reject the
R pitot probe (Ref. TASK 34-11-15-000-001) and (Ref. TASK 34-11-15-
400-001).
R If the protective cover melted on the probe and the other
R criteria are correct, you must reject the pitot probe.
R (2) Workshop maintenance

R If the pitot probe is not in correct condition, refer to the
R inspection part of the CMM 341153.
R
R **ON A/C 101-199, 902-999,
R Subtask 34-11-15-220-050-A
R A. Inspection/Check of the Pitot Probe (9DA1,9DA2,9DA3)
R (1) Do a general visual inspection of the Pitot Probe.
R (a) Color
R During the ageing of the probe, the color of the tube becomes
R brownish and/or blackish.
R This coloration has no effect on the operation of the probe.
R (b) Internal Obstruction
R CAUTION : DO NOT USE SHARP AND/OR METAL TOOLS OR OBJECTS TO CLEAN

_______
R THE PITOT PROBE. SUCH TOOLS OR OBJECTS CAN CAUSE DAMAGE
R TO THE PITOT PROBE.
R Make sure that pitot probe is clean, without obstruction.

R If not, remove the pitot probe (Ref. TASK 34-11-15-000-001), blow
R compressed air into the pitot tube at the pneumatic connector and
R out of the tube entrance.
R Maximum air pressure: 57 psi (3.9300 bar).
R NOTE : The compressed air line must have an oil trap to make sure
____
R that no oil gets into the pitot probe.
R Install the pitot probe (Ref. TASK 34-11-15-400-001).
R (c) Make sure that the drain holes are not blocked.
R If not, do the flushing of the Total pressure lines:
R - for pitot 1 and/or 2 (Ref. TASK 34-10-00-170-001)
R - for pitot 3 (Ref. TASK 34-22-25-170-001) (only standby total
R pressure line part).

EFF :

ALL 34-11-15

Page 606
Feb 01/08

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R (d) If the inspection/check is not satisfactory, you must reject the
R pitot probe (Ref. TASK 34-11-15-000-001) and (Ref. TASK 34-11-15-
R 400-001).
R If the protective cover melted on the probe and the other
R criteria are correct, you must reject the pitot probe.
R (2) Workshop maintenance

R If the pitot probe is not in correct condition, refer to the
R inspection part of the CMM 341153.
R **ON A/C ALL
5. Close-up
________
Subtask 34-11-15-860-053
(1) Install the cover on the pitot probe.
items.
(3) Remove the access platform.
Subtask 34-11-15-865-054
breaker(s):
FOR 9DA1
3DA1
FOR 9DA2
3DA2
FOR 9DA3
3DA3

EFF :

ALL 34-11-15

Page 607
Feb 01/08

IAC
PROBE - STATIC (7DA1,7DA2,7DA3,8DA1,8DA2,8DA3) - REMOVAL/INSTALLATION
_____________________________________________________________________
TASK 34-11-16-000-001
Removal of the Static Probe (7DA1,7DA2,7DA3,8DA1,8DA2,8DA3)
_______
WARNING : MAKE SURE THAT:

_______
- THE STATIC PROBE IS NOT HOT
- THE ELECTRICAL SUPPLY TO THE HEATING ELEMENT OF THE PROBE IS
ISOLATED
BEFORE YOU START THE TASK.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific blanking plug

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R **ON A/C 001-012, 014-099,
34-11-16-991-001 Fig. 401
R **ON A/C 101-199, 901-999,
34-11-16-991-001-A Fig. 401A

EFF :

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Page 401
Aug 01/07

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**ON A/C ALL
3. __________
Job Set-up
Subtask 34-11-16-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
**ON A/C ALL

FOR 7DA1, 8DA1
FOR 7DA2, 8DA2
**ON A/C 001-012, 014-014,
**ON A/C ALL

R **ON A/C 015-099, 101-199, 901-999,

EFF :

ALL 34-11-16

Page 402
Feb 01/07

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C ALL
FOR 7DA3, 8DA3

Subtask 34-11-16-010-050
B. Get Access
(1) Put the access platform in position at the zone 128 for the static
probes 7DA1, 8DA1, 7DA2 and 8DA2.
(2) Put the access platform in position at the zone 120 for static probes
7DA3 and 8DA3.
(3) Open the access door :

FOR 7DA1, 8DA1, 7DA2, 8DA2
824
FOR 7DA3, 8DA3
811
4. Procedure
_________
R **ON A/C 001-012, 014-099,
(Ref. Fig. 401/TASK 34-11-16-991-001)
R **ON A/C 101-199, 901-999,
(Ref. Fig. 401A/TASK 34-11-16-991-001-A)

EFF :

ALL 34-11-16

Page 403
Aug 01/07

IAC
Static Probe
Figure 401/TASK 34-11-16-991-001

R

EFF :

001-012, 014-099, 34-11-16

Page 404
Aug 01/07

IAC
Static Probe
Figure 401A/TASK 34-11-16-991-001-A

R

EFF :

101-199, 901-999, 34-11-16

Page 405
Aug 01/07

IAC
R **ON A/C 001-012, 014-099,
Subtask 34-11-16-020-050
A. Removal of the Static Probe
NOTE : This procedure is the same for the six static probes.
____
(1) Remove the covers (12).
(2) Remove the two nuts (8), the washers (10) and the bolts (11).
(3) Disconnect the nut (1) and remove the static line (13).
(4) Put a blanking plug on the nut (1).
(5) Remove the union (2).
(6) Remove the packing (4) and discard it.
(7) Remove the four nuts (3).
(8) Remove the static probe (5).
(10) Keep the bolts (7).
R **ON A/C 101-199, 901-999,
Subtask 34-11-16-020-050-A
A. Removal of the Static Probe
____
(1) Remove the covers (12).
(2) Remove the two nuts (8), the washers (10) and the bolts (11).
(3) Disconnect the nut (1) and remove the static line (13).
(4) Put a blanking plug on the nut (1).
(5) Remove the union (2).

EFF :

ALL 34-11-16

Page 406
Aug 01/07

IAC
(7) Remove the four nuts (3).
(8) Remove the washer (16) and the bonding strip (15).
(9) Remove the static probe (5).
(11) Keep the bolts (7).

R

EFF :

101-199, 901-999, 34-11-16

Page 407
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R **ON A/C ALL
TASK 34-11-16-400-002
Installation of the Static Probe (7DA1,7DA2,7DA3,8DA1,8DA2,8DA3)
_______

_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

No specific Torque Wrench : range 0.00 to 1.20 m.daN
(0.00 to 9.00 lbf.ft)
B. Expendable Parts
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4 packing 34-11-01 02 -060

R 4 packing 34-11-01 02A-060
6 packing 34-11-01 02 -030
R 6 packing 34-11-01 02A-030

EFF :

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Page 408
May 01/06

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
20-28-00-912-004 Electrical Bonding of Components With Conductive

Bolts and Screws and Bonding Straps in the Fuselage
and in the Wings (this does not include the tanks)-
34-11-16-710-001 Test of the Static Probe
(7DA1,8DA1,7DA2,8DA2,7DA3,8DA3) without the CFDS.
34-13-00-790-002 Leak Test of the Principal Static and Total Air Data
System
R 34-21-00-790-001 Low-Range Leak Test of the Standby Pneumatic Circuits
R 34-22-25-790-001 Low range Leak Test of the Standby Pneumatic circuits
FOR FIN 7DA1, 8DA1, 7DA2, 8DA2
3. __________
Job Set-up
Subtask 34-11-16-860-052
(1) Make sure that the access platform is in position at the zone 128 for
the static probes 7DA1, 8DA1, 7DA2 and 8DA2.
(2) Make sure that the access platform is in position at the zone 120 for
the static probes 7DA3 and 8DA3.
(3) Open the access door:

824
FOR 7DA3, 8DA3
811

EFF :

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Page 409
May 01/08

IAC
Subtask 34-11-16-865-055
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
**ON A/C ALL

FOR 7DA1, 8DA1
FOR 7DA2, 8DA2
**ON A/C 001-012, 014-014,
**ON A/C ALL

**ON A/C 015-099, 101-199, 901-999,

EFF :

ALL 34-11-16

Page 410
May 01/08
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C ALL
FOR 7DA3, 8DA3

4. Procedure
_________
**ON A/C 001-012, 014-099,
Subtask 34-11-16-420-051
A. Installation of the Static Probe
R WARNING : IF YOU REPLACE STATIC PROBE 3 (7DA3 OR 8DA3), OR IF YOU REPLACE

_______
R MORE THAN ONE STATIC PROBE, YOU MUST DO A LEAK TEST ON THE
R RELATED CIRCUITS.
____
(3) Install a new packing (6).
(4) Carefully engage the static probe (5) on the bolts (7).
NOTE : The heating element must point to the nose of the aircraft for
____
static probes 7DA1, 8DA1, 7DA2 and 8DA2. It must point down
for static probes 7DA3 and 8DA3.
(5) Install the four nuts (3).
(6) Tighten the nuts which are diagonally opposite (X sequence) and
TORQUE them to 0.1 m.daN (8.84 lbf.in).
(8) Install the union (2).

EFF :

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Page 411
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IAC
(9) Remove the blanking plug from the nut (1).
(10) Install the static line (13).
(11) Connect the nut (1).
(12) Install the lugs (9) on the terminals (14) with the bolts (11), the
washers (10) and the nuts (8).
NOTE : The covers (12) of the static probe (8DA2) must not touch the
____
static line. Thus, make sure that the lugs (9) connected to
the terminals (14) are correctly installed as shown in the
figure given in this procedure.
(13) Install the covers (12).
**ON A/C 101-199, 901-999,
Subtask 34-11-16-420-051-A
A. Installation of the Static Probe
R WARNING : IF YOU REPLACE STATIC PROBE 3 (7DA3 OR 8DA3), OR IF YOU REPLACE

_______
R MORE THAN ONE STATIC PROBE, YOU MUST DO A LEAK TEST ON THE
R RELATED CIRCUITS.
____
(4) Carefully engage the static probe (5) on the bolts (7).
NOTE : The heating element must point to the nose of the aircraft for
____
static probes 7DA1, 8DA1, 7DA2 and 8DA2. It must point down
for static probes 7DA3 and 8DA3.
(5) Install the bonding strip (15) and the washer (16) (Ref. TASK 20-28-
00-912-004).
(6) Install the four nuts (3).

EFF :

ALL 34-11-16

Page 412
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(7) Tighten the nuts which are diagonally opposite (X sequence) and
TORQUE them to 0.1 m.daN (8.84 lbf.in).
(9) Install the union (2).
(10) Remove the blanking plug from the nut (1).
(11) Install the static line (13).
(12) Connect the nut (1).
(13) Install the lugs (9) on the terminals (14) with the bolts (11), the
washers (10) and the nuts (8).
NOTE : The covers (12) of the static probe (8DA2) must not touch the
____
static line. Thus, make sure that the lugs (9) connected to
the terminals (14) are correctly installed as shown in the
figure given in this procedure.
(14) Install the covers (12).
**ON A/C ALL
Subtask 34-11-16-865-056
breaker(s):
5SQ1, 5SQ2
FOR 7DA1, 8DA1
1DA1, 2DA1, 3DA1, 4DA1, 5DA1
FOR 7DA2, 8DA2
1DA2, 2DA2, 3DA2, 4DA2, 5DA2
FOR 7DA3, 8DA3
2DA3, 3DA3, 4DA3, 5DA3

EFF :

ALL 34-11-16

Page 413
May 01/08
R
IAC
R **ON A/C 001-012, 014-099, 901-901,
Subtask 34-11-16-790-051
C. Leak Test
NOTE : The leak test is mandatory if you disconnect/connect components of

____
two static systems.
(1) Do a leak test of the main static system (Ref. TASK 34-13-00-790-
002).
(2) Do a leak test of the standby static system

(Ref. TASK 34-21-00-790-001).
R **ON A/C 101-199, 902-999,
R Subtask 34-11-16-790-051-A
R C. Leak Test
R NOTE : The leak test is mandatory if you disconnect/connect components of

____
R two static systems.
R (1) Do a leak test of the main static system (Ref. TASK 34-13-00-790-
R 002).
R (2) Do a leak test of the standby air data system

R (Ref. TASK 34-22-25-790-001).
R **ON A/C ALL
Subtask 34-11-16-710-052
D. Do an operational test of the Static Probe with the CFDS:

Do the operational test of the Probe Ice Protection
(Ref. TASK 30-31-00-710-001).

____
without the CFDS
(Ref. TASK 34-11-16-710-001).

EFF :

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Page 414
May 01/08

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5. Close-up
________
Subtask 34-11-16-410-051
A. Close Access
items.
(2) Close the access door :

824 (Ref. TASK 52-41-00-410-002).
FOR 7DA3, 8DA3
811

EFF :

ALL 34-11-16

Page 415
May 01/08

IAC
PROBE - STATIC (7DA1,7DA2,7DA3,8DA1,8DA2,8DA3) - ADJUSTMENT/TEST
________________________________________________________________
TASK 34-11-16-710-001
Test of the Static Probe (7DA1,8DA1,7DA2,8DA2,7DA3,8DA3) without the CFDS.
CAUTION : REMOVE THE PROTECTIVE COVERS FROM THE PROBES BEFORE YOU DO THE TEST.
_______
CAUTION : DO NOT CONTINUE THE TEST FOR MORE THAN ONE MINUTE TO PREVENT DAMAGE
_______
TO THE PROBES.
WARNING : DO NOT TOUCH THE PROBES IMMEDIATELY AFTER THE TEST.

_______
THEY ARE HOT AND CAN BURN YOU.
1. __________________
Reason for the Job
Do this test after the removal/installation of the Static Probe

(7DA1,8DA1,7DA2,8DA2,7DA3,8DA3) when the CFDS is unserviceable.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-11-16-860-050
R (1) Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-

002).
(2) Do the EIS start procedure (ECAM only) (Ref. TASK 31-60-00-860-001).

EFF :

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(3) Do the ADIRS start procedure for the related system:
For 7DA1,8DA1
ADIRU1
For 7DA2,8DA2
ADIRU2
For 7DA3,8DA3
ADIRU3
(Ref. TASK 34-10-00-860-002).
Subtask 34-11-16-865-054
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 7DA1, 8DA1
R
R
FOR 7DA2, 8DA2
R
R
FOR 7DA3, 8DA3
R
4. Procedure
_________
Subtask 34-11-16-710-051
A. Heating test
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

panel 25VU :
- push the AUTO pushbutton - the ON legend comes on.

switch.

EFF :

ALL 34-11-16

Page 502
Aug 01/06

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
122VU :
- Open the circuit breaker - on the panels 131VU and 132VU, the
ANTI-ICE PROBES 1 STATIC-5DA1 MASTER CAUT lights come on.
or - you can hear the single chime.
ANTI-ICE PROBES 2 STATIC-5DA2 - on the upper ECAM display unit, this
or indication comes into view:
ANTI-ICE PROBES 3 STATIC-5DA3. ANTI ICE CAPT L STAT (R STAT) or,
ANTI ICE F/O L STAT (R STAT) or,
ANTI ICE STBY L STAT (R STAT).
3. Close the circuit breaker(s) that - on the panels 131VU and 132VU, the
you opened before. MASTER CAUT lights go off.
MEMO page comes into view.

panel 25VU :
- release the AUTO pushbutton - the ON legend goes off.

switch.
5. Close-up
________
Subtask 34-11-16-860-051
(1) On the center pedestal, on the ECAM control panel, set the UPPER
DISPLAY and LOWER DISPLAY potentiometers to OFF.

(Ref. TASK 24-41-00-862-002).

EFF :

ALL 34-11-16

Page 503
Aug 01/06
R
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PROBE - STATIC (7DA1,7DA2,7DA3,8DA1,8DA2,8DA3) - INSPECTION/CHECK
_________________________________________________________________
TASK 34-11-16-200-001
Inspection of the Static Probe (7DA1,7DA2,7DA3,8DA1,8DA2,8DA3)
_______

_______
- THE STATIC PROBE IS NOT HOT
- THE ELECTRICAL SUPPLY TO THE HEATING ELEMENT OF THE PROBE IS
ISOLATED
BEFORE YOU START THE TASK.
1. __________________
Reason for the Job
To do a visual inspection of the static probe.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

FOR FIN 7DA3, 8DA3
FOR FIN 7DA1, 7DA2, 8DA1, 8DA2
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-11-16-000-001 Removal of the Static Probe

(7DA1,7DA2,7DA3,8DA1,8DA2,8DA3)
34-11-16-400-002 Installation of the Static Probe
(7DA1,7DA2,7DA3,8DA1,8DA2,8DA3)

EFF :

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Page 601
Nov 01/07

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3. __________
Job Set-up
Subtask 34-11-16-865-059
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 7DA1, 8DA1
FOR 7DA2, 8DA2
FOR 7DA3, 8DA3
Subtask 34-11-16-010-051
B. Get Access
(1) FOR 7DA1, 7DA2, 8DA1, 8DA2

- Put an access platform in position at the zone 128.
(2) FOR 7DA3, 8DA3

- Put an access platform in position at the zone 120.
4. Procedure
_________
Subtask 34-11-16-220-050
A. Inspection of the Static Probe
-------------------------------------------------------------------------------
INSPECT/CHECK MAXIMUM REMARKS
SERVICEABLE LIMITS
-------------------------------------------------------------------------------
1. Do the inspection of the static probes.
A. For lightning Two marks are permitted. If there are more than two
strike damage. marks, replace the static
probe (Ref. TASK 34-11-16-
000-001) and (Ref. TASK
34-11-16-400-002).
A damage diameter or If the diameter or length

length of 1.5 mm (0.06 of damage is more than 1.5

EFF :

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Page 602
Nov 01/07

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-------------------------------------------------------------------------------
INSPECT/CHECK MAXIMUM REMARKS
SERVICEABLE LIMITS
-------------------------------------------------------------------------------
in.) is permitted. mm (0.06 in.), replace the
static probe (Ref. TASK
34-11-16-000-001) and
(Ref. TASK 34-11-16-400-
002).
A damage depth of 0.15 If the depth of damage is

mm (0.006 in.) is more than 0.15 mm (0.006
permitted. in.), replace the static
34-11-16-400-002).
The surface of the If the surface of the

static probe is smooth. static probe is not
smooth, replace the static
34-11-16-400-002).
5. Close-up
________
Subtask 34-11-16-410-053
A. Close Access
items.
Subtask 34-11-16-865-060
breaker(s):
FOR 7DA1, 8DA1
5DA1.
FOR 7DA2, 8DA2
5DA2.
FOR 7DA3, 8DA3
5DA3.

EFF :

ALL 34-11-16

Page 603
Nov 01/07

IAC
___________________________________________________________________
MODULE - AIR DATA (19FP1,19FP2,19FP3,19FP4,19FP5,19FP6,19FP7,19FP8)
____________________
REMOVAL/INSTALLATION
TASK 34-11-17-000-001
Removal of the Air Data Module (19FP1,19FP2,19FP3,19FP4,19FP5,19FP6,

19FP7,19FP8)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific blanking caps

No specific blanking plugs
No specific warning notice
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
34-11-17-991-001 Fig. 401
R **ON A/C 101-199, 901-999,
34-11-17-991-001-A Fig. 401A

EFF :

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Page 401
Feb 01/07

IAC
R **ON A/C ALL
3. __________
Job Set-up
Subtask 34-11-17-010-050
A. Get Access
(1) Put the access platform in position :
(a) In the zone 123 for the Total Pressure ADM 19FP1 and 19FP3.
(b) In the zone 122 for the Total Pressure ADM 19FP2.
(c) In the zone 128 for the Static Pressure ADM 19FP4, 19FP5, 19FP6
and 19FP7.
(d) In zone 110 for the Static Pressure ADM 19FP8.
(e) At the access door 822.
(2) Open the access door :

FOR 19FP1, 19FP3
812
FOR 19FP2
822
FOR 19FP5, 19FP7
824
FOR 19FP8
811
FOR 19FP4, 19FP6
824

-loosen the two screws and remove the protective cover.

EFF :

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Page 402
Aug 01/06

IAC
Subtask 34-11-17-865-050
B. Open, safety and tag this(these) circuit breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 19FP1, 19FP4, 19FP5
FOR 19FP2, 19FP6, 19FP7
**ON A/C 001-012, 014-099,

R **ON A/C 101-199, 901-999,

**ON A/C ALL
FOR 19FP3, 19FP8
**ON A/C 001-012, 014-099,

R **ON A/C 101-199, 901-999,


EFF :

ALL 34-11-17

Page 403
Feb 01/07

IAC
**ON A/C ALL
4. Procedure
_________
**ON A/C 001-012, 014-099,
(Ref. Fig. 401/TASK 34-11-17-991-001)
R **ON A/C 101-199, 901-999,
(Ref. Fig. 401A/TASK 34-11-17-991-001-A)
**ON A/C ALL
Subtask 34-11-17-020-050
A. Removal of the ADM
(1) Precaution :
NOTE : During the removal of the Static Pressure ADM 19FP4 and 19FP6,
____
you must close the door 824. Before you close, put a warning
notice in position to tell persons not to open the door.
(3) Disconnect the quick-disconnect coupling (6).
(4) Put blanking caps on the disconnected electrical connectors (7) and
(8).
(5) Put blanking plugs on the disconnected quick-disconnect couplings (5)

and (6).
(6) Remove the four screws (3) and the washers (4); when you do this,
hold the ADM (2).
(7) Remove the ADM (2).

EFF :

ALL 34-11-17

Page 404
Feb 01/07

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INTENTIONALLY BLANK

R

34-11-17

Page 405
Aug 01/06

IAC
Pressure ADM
Figure 401/TASK 34-11-17-991-001- 12 (SHEET 1)

R

EFF :

001-012, 014-099, 34-11-17

Page 406
Aug 01/06

IAC
Pressure ADM
Figure 401/TASK 34-11-17-991-001- 22 (SHEET 2)

R

EFF :

001-012, 014-099, 34-11-17

Page 407
Aug 01/06

IAC
Pressure ADM
Figure 401A/TASK 34-11-17-991-001-A12 (SHEET 1)

R

EFF :

101-199, 901-999, 34-11-17

Page 408
Feb 01/07

IAC
Pressure ADM
Figure 401A/TASK 34-11-17-991-001-A22 (SHEET 2)

R

EFF :

101-199, 901-999, 34-11-17

Page 409
Feb 01/07

IAC
TASK 34-11-17-400-001
Installation of the Air Data Module (19FP1,19FP2,19FP3,19FP4,19FP5,19FP6,

19FP7,19FP8)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-11-17-710-001 Test of the Air Data Module without the CFDS

34-13-00-740-003 SYSTEM TEST of the ADR
34-13-00-740-004 Read the CFDIU for the ADR CURRENT STATUS
R 52-41-00-010-002 Open the Avionics Compartment Doors for Access
**ON A/C 001-012, 014-099,
34-11-17-991-001 Fig. 401
**ON A/C 101-199, 901-999,
34-11-17-991-001-A Fig. 401A
**ON A/C ALL
34-11-17-991-002 Fig. 402

FOR FIN 19FP4, 19FP5, 19FP6, 19FP7

EFF :

ALL 34-11-17

Page 410
Aug 01/07

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
3. __________
Job Set-up
Subtask 34-11-17-860-050
A. Get Access
NOTE : During the installation of the Static Pressure ADM 19FP4 and
____
R 19FP6, you must close the door 824. Before you close it, put a
R warning notice in position to tell persons not to open the door.
(1) Make sure that the access platform are in position:
(a) In the zone 123 for the Total Pressure ADM 19FP1 and 19FP3.
(b) In the zone 122 for the Total Pressure ADM 19FP2.
(c) In the zone 128 for the Static Pressure ADM 19FP4, 19FP5, 19FP6
and 19FP7.
(d) In zone 110 for the Static Pressure ADM 19FP8.
(e) At the access door 822.
R (2) Make sure that the access door are open (Ref. TASK 52-41-00-010-002):
FOR 19FP1, 19FP3
812
FOR 19FP2
822
FOR 19FP5, 19FP7
824
FOR 19FP8
811
FOR 19FP4, 19FP6
824
(3) Make sure that the protective cover is removed from the battery power
center 105VU.

EFF :

ALL 34-11-17

Page 411
Aug 01/07

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Subtask 34-11-17-865-051
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 19FP1, 19FP4, 19FP5
FOR 19FP2, 19FP6, 19FP7
**ON A/C 001-012, 014-099,

R **ON A/C 101-199, 901-999,

**ON A/C ALL
FOR 19FP3, 19FP8
**ON A/C 001-012, 014-099,

R **ON A/C 101-199, 901-999,


EFF :

ALL 34-11-17

Page 412
Feb 01/07

IAC
**ON A/C ALL
4. Procedure
_________
**ON A/C 001-012, 014-099,
(Ref. Fig. 401/TASK 34-11-17-991-001)
**ON A/C 101-199, 901-999,
(Ref. Fig. 401A/TASK 34-11-17-991-001-A)
**ON A/C ALL
Subtask 34-11-17-420-050
A. Installation of the ADM
(1) Put the ADM (2) in position on its support and hold it in this
position.
(2) Attach the ADM (2) with the four screws (3) and the washers (4).
(3) Remove the blanking caps from the disconnected electrical connectors
(7) and (8).
(4) Make sure that the electrical connectors are in the correct
condition.
(5) Connect the electrical connector (7).
(6) Remove the blanking plugs from the disconnected quick-disconnect

(7) Make sure that the quick-disconnect coupling are in the correct
condition.
(8) Connect the quick-disconnect coupling (6).

(Ref. Fig. 402/TASK 34-11-17-991-002)
coupling.

EFF :

ALL 34-11-17

Page 413
Feb 01/08
R
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R Figure 402/TASK 34-11-17-991-002

EFF :

ALL 34-11-17

Page 414
Feb 01/07

IAC
attached.
R WARNING : IF YOU REPLACE AN ADM ON SYSTEM 3 (19FP3 OR 19FP8), OR IF

_______
R YOU REPLACE MORE THAN ONE ADM, MAKE SURE THAT A SECOND
R QUALIFIED MECHANIC DOES A VISUAL INSPECTION OF THE
R QUICK-DISCONNECT COUPLING CONNECTION. THE TWO MECHANICS
R MUST SIGN OFF THE JOB.
**ON A/C 001-012, 014-099,
Subtask 34-11-17-710-050
B. Do an ADR CURRENT STATUS test with the CFDS

(Ref. TASK 34-13-00-740-004).

____
without the CFDS (Ref. TASK 34-11-17-710-001).
**ON A/C 101-199, 901-999,
Subtask 34-11-17-710-050-A
B. Do the SYSTEM TEST of the ADR with the CFDS

(Ref. TASK 34-13-00-740-003).

____
without the CFDS (Ref. TASK 34-11-17-710-001).

EFF :

ALL 34-11-17

Page 415
May 01/08

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**ON A/C ALL
5. Close-up
________
Subtask 34-11-17-410-050
A. Close Access
items.
(2) Close the access door (Ref. TASK 52-41-00-410-002):

FOR 19FP1, 19FP3
812
FOR 19FP2
822
FOR 19FP4, 19FP5, 19FP6, 19FP7
824 (Ref. TASK 52-41-00-410-002)
FOR 19FP8
811
(3) Remove the warning notice(s).

EFF :

ALL 34-11-17

Page 416
May 01/08
R
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___________________________________________________________________
MODULE - AIR DATA (19FP1,19FP2,19FP3,19FP4,19FP5,19FP6,19FP7,19FP8)
_______________
ADJUSTMENT/TEST
TASK 34-11-17-710-001
Test of the Air Data Module without the CFDS
1. __________________
Reason for the Job
Do this test after the removal/installation of the Air Data Module when the
CFDS is unserviceable.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power

EFF :

ALL 34-11-17

Page 501
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3. __________
Job Set-up
Subtask 34-11-17-860-051

002).
(2) Do the ADIRS start procedure (ADIRU related to the installed ADM
only)
(Ref. TASK 34-10-00-860-002)
(3) Do the EIS start procedure (PFD only).

(Ref. TASK 31-60-00-860-001)
Subtask 34-11-17-010-051
B. Get Access

Subtask 34-11-17-865-053
C. Remove the safety clip(s) and the tag(s) and close this(these) circuit
breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R
R
R **ON A/C 001-012, 014-099,
R 121VU ADIRS/ADIRU/2/115VAC 4FP2 N07


EFF :

ALL 34-11-17

Page 502
Aug 01/06

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R **ON A/C 101-199, 901-999,

**ON A/C ALL
4. Procedure
_________
Subtask 34-11-17-710-051
A. Make sure that the PFD of the onside ADIRU related to the installed ADM
shows the correct altitude (the ALT flag goes out of view and the SPD
flag goes out of view on the speed scale).
NOTE : To do the check of the altitude display with the ADIRU3 set the
____
AIR DATA selector switch to CAPT/3 (F/O/3) on the SWITCHING panel
8VU.
5. Close-up
________
Subtask 34-11-17-860-052

(Ref. TASK 24-41-00-862-002).
Subtask 34-11-17-410-051
B. Close Access

EFF :

ALL 34-11-17

Page 503
Feb 01/07

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EFF :

ALL 34-11-17

Page 504
Aug 01/06

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SENSOR - TOTAL AIR TEMPERATURE (11FP1,11FP2) - REMOVAL/INSTALLATION
___________________________________________________________________
TASK 34-11-18-000-001
Removal of the TAT Sensor (11FP1, 11FP2)
_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

No specific access platform 1 m (3 ft. 3 in.)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R **ON A/C 001-012, 014-099, 101-106, 901-906,
34-11-18-991-001 Fig. 401
R **ON A/C 107-199, 907-999,
34-11-18-991-001-A Fig. 401A

EFF :

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Page 401
Feb 01/08

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R **ON A/C ALL
3. __________
Job Set-up
Subtask 34-11-18-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
**ON A/C ALL

FOR 11FP1
**ON A/C 001-012, 014-099,
**ON A/C 101-199, 901-999,
**ON A/C ALL

FOR 11FP2

EFF :

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
**ON A/C 101-199, 901-999,
**ON A/C 001-012, 014-014,
**ON A/C ALL

**ON A/C 015-099, 101-199, 901-999,
**ON A/C ALL
Subtask 34-11-18-860-052
B. Put the access platform in position at zone 120.
4. Procedure
_________
R **ON A/C 001-012, 014-099, 101-106, 901-906,
(Ref. Fig. 401/TASK 34-11-18-991-001)

EFF :

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Page 403
Feb 01/08

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Total Air Temperature (TAT) Sensor
Figure 401/TASK 34-11-18-991-001

R

EFF :

001-012, 014-099, 101-106, 901-906, 34-11-18

Page 404
Feb 01/08

IAC
R **ON A/C 107-199, 907-999,
(Ref. Fig. 401A/TASK 34-11-18-991-001-A)
**ON A/C ALL
Subtask 34-11-18-020-051
A. Removal of the TAT Sensor (11FP1, 11FP2)
(1) Loosen the six screws (6).
(2) Pull the sensor (5) from its housing (2).
(3) Hold the sensor (5) and disconnect the connector (1).
(4).
(5) Remove the sensor (5).
(6) Remove and discard the seal (3).

EFF :

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Page 405
Feb 01/08

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Total Air Temperature (TAT) Sensor
Figure 401A/TASK 34-11-18-991-001-A

R

EFF :

107-199, 907-999, 34-11-18

Page 406
Feb 01/08

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TASK 34-11-18-400-001
Installation of the TAT Sensor (11FP1, 11FP2)
_______

_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
B. Expendable Parts
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
3 seal 34-11-01 01 -040

EFF :

ALL 34-11-18

Page 407
Nov 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
34-11-18-710-001 Test of the TAT Sensor (11FP1, 11FP2) without the
CFDS
R **ON A/C 001-012, 014-099, 101-106, 901-906,
34-11-18-991-001 Fig. 401
R **ON A/C 107-199, 907-999,
34-11-18-991-001-A Fig. 401A
**ON A/C ALL
3. __________
Job Set-up
Subtask 34-11-18-860-054
(1) Make sure that the access platform is in position at zone 120.

EFF :

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Subtask 34-11-18-865-051
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
**ON A/C ALL

FOR 11FP1
**ON A/C 001-012, 014-099,
**ON A/C 101-199, 901-999,
**ON A/C ALL

FOR 11FP2
**ON A/C 001-012, 014-099,

EFF :

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Nov 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 101-199, 901-999,
**ON A/C 001-012, 014-014,
**ON A/C ALL

**ON A/C 015-099, 101-199, 901-999,
**ON A/C ALL
4. Procedure
_________
R **ON A/C 001-012, 014-099, 101-106, 901-906,
(Ref. Fig. 401/TASK 34-11-18-991-001)
R **ON A/C 107-199, 907-999,
(Ref. Fig. 401A/TASK 34-11-18-991-001-A)

EFF :

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Feb 01/08

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R **ON A/C ALL
Subtask 34-11-18-420-051
A. Installation of the TAT Sensor (11FP1, 11FP2)
(3) Install the new seal (3) on the sensor (5).
(4) Remove the blanking caps from the connectors (1) and (4).
condition.
(6) Connect the connector (1) to the sensor (5) out of the housing (2).
(7) Install the sensor (5) in its housing (2) and hold it.
NOTE : Make sure that the seal (3) is in the correct position.
____
(8) Tighten the six screws (6).
(9) Check the bonding contact resistance between the TAT Sensor (5) and
the fuselage structure (2) (Ref. TASK 20-28-00-720-005).
Subtask 34-11-18-860-053
B. Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-002).
Subtask 34-11-18-865-052
breaker(s):
5SQ1, 5SQ2
FOR 11FP1
4FP1, 4FP3, 1DA1, 2DA1, 3DA1, 4DA1, 5DA1
FOR 11FP2
4FP2, 1DA2, 2DA2, 3DA2, 4DA2, 5DA2

EFF :

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**ON A/C 001-012, 014-099,
Subtask 34-11-18-710-050
D. Do the operational test of the TAT sensor with the CFDS.

(Ref. TASK 30-31-00-710-001)
(2) Do the operational test of the CURRENT STATUS:
NOTE : The TAT sensor 1 is related to the ADIRU 1 and 3. The TAT
____
sensor 2 is related to the ADIRU 2.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the center pedestal, on one On the MCDU:

MCDU:
- push the MCDU MENU mode key. - the MCDU MENU page comes into view.
- push the line key adjacent to - the CFDS MENU page comes into view.
the CFDS indication.
- push the line key adjacent to - the SYSTEM REPORT/TEST page comes
the SYSTEM REPORT/TEST into view.
indication.
- push the line key adjacent to - the SYSTEM REPORT/TEST NAV page comes
the NAV indication. into view.
indication (related to the
removed TAT sensor).
- push the line key adjacent to - the CURRENT STATUS page comes into
the CURRENT STATUS indication. view.
- if you found no defect after the
installation of the new sensor, the
NO FAULTS indication comes into view.

____
without the CFDS

R

EFF :

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IAC
(Ref. TASK 34-11-18-710-001).
**ON A/C 101-199, 901-999,
Subtask 34-11-18-710-050-B
D. Do the operational test of the TAT sensor with the CFDS.

(Ref. TASK 30-31-00-710-001)
(2) Do the operational test of the INPUT STATUS:
NOTE : The TAT sensor 1 is related to the ADIRU 1 and 3. The TAT
____
sensor 2 is related to the ADIRU 2.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the center pedestal, on one On the MCDU:

MCDU:
- push the MCDU MENU mode key. - the MCDU MENU page comes into view.
- push the line key adjacent to - the CFDS MENU page comes into view.
the CFDS indication.
- push the line key adjacent to - the SYSTEM REPORT/TEST page comes
the SYSTEM REPORT/TEST into view.
indication.
- push the line key adjacent to - the SYSTEM REPORT/TEST NAV page comes
the NAV indication. into view.
- push the line key adjacent to - the ADR1 (ADR2) (ADR3) page comes
the ADR1 (ADR2) (ADR3) into view.
removed TAT sensor).
- push the line key adjacent to - the INPUT STATUS page comes into
the INPUT STATUS indication. view.
- push NEXT PAGE key until you - INPUT STATUS pages 3/8 and 7/8 come
get ADR1 (ADR2) (ADR3)/INPUT into view:

EFF :

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
STATUS pages 3/8 and 7/8. do a check of the TAT data (OPEN, XXX
⁰ C).

____
without the CFDS
(Ref. TASK 34-11-18-710-001).
**ON A/C ALL
5. Close-up
________
Subtask 34-11-18-860-055
(1) On the MCDU , push the MCDU MENU mode key.

002).
items.

EFF :

ALL 34-11-18

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IAC
R SENSOR - TOTAL AIR TEMPERATURE (11FP1,11FP2) - ADJUSTMENT/TEST
______________________________________________________________
TASK 34-11-18-710-001
Test of the TAT Sensor (11FP1, 11FP2) without the CFDS
1. __________________
Reason for the Job
Do this test after the removal/installation of the TAT Sensor (11FP1,11FP2)

when the CFDS is unserviceable.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
FOR FIN 11FP2
3. __________
Job Set-up
Subtask 34-11-18-860-051

(Ref. TASK 24-41-00-861-002).
(2) Do the EIS start procedure

FOR 11FP1
Lower ECAM DU and CAPT ND only
FOR 11FP2
Lower ECAM DU only
(Ref. TASK 31-60-00-860-001).

EFF :

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(3) Do the ADIRS start procedure
FOR 11FP1
ADIRU 1 and 3 only
FOR 11FP2
ADIRU 2 only
(Ref. TASK 34-10-00-860-002).
Subtask 34-11-18-865-053
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 11FP1
**ON A/C 001-012, 014-099,
R **ON A/C 101-199, 901-999,
**ON A/C ALL

FOR 11FP2
**ON A/C 001-012, 014-099,
R **ON A/C 101-199, 901-999,
**ON A/C ALL

EFF :

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IAC
R **ON A/C ALL
4. Procedure
_________
Subtask 34-11-18-710-051
A. Test of the TAT Sensor
(1) Operational test of the TAT sensor 11FP1:
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
On the SWITCHING panel 8VU:
- set the ECAM/ND XFR selector - the display of the lower ECAM DU
switch to CAPT. moves to the CAPT ND.
- make sure that the SAT and TAT
indications are shown at the bottom
of the CAPT ND, on the left side.
- set the AIR DATA selector switch - make sure that the SAT and TAT
to CAPT/3. indications stay in view on the CAPT
ND.
- set the ECAM/ND XFR and AIR DATA

selector switches to NORM.
(2) Operational test of the TAT sensor 11FP2:

- Make sure that the SAT and TAT indications are shown at the bottom
section of the lower ECAM DU, on the left side.
5. Close-up
________
Subtask 34-11-18-860-050
(2) On the center pedestal,on the ECAM control panel, set the LOWER
DISPLAY potentiometer to OFF.

(Ref. TASK 24-41-00-862-002).

EFF :

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items.

EFF :

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SENSOR - TOTAL AIR TEMPERATURE (11FP1,11FP2) - INSPECTION/CHECK
_______________________________________________________________
TASK 34-11-18-200-002
Inspection/Check of the TAT Sensor (11FP1, 11FP2)
1. __________________
Reason for the Job
The purpose of this Task is to do a Visual Inspection of the TAT sensor
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

No specific access platform 0.30 m (12 in.)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-11-18-000-001 Removal of the TAT Sensor (11FP1, 11FP2) (for

corrective action)
34-11-18-400-001 Installation of the TAT Sensor (11FP1, 11FP2) (for
corrective action)

EFF :

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3. __________
Job Set-up
Subtask 34-11-18-865-054
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
**ON A/C ALL

FOR 11FP1
**ON A/C 001-012, 014-099,
R **ON A/C 101-199, 901-999,
**ON A/C ALL

FOR 11FP2
**ON A/C 001-012, 014-099,

EFF :

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Feb 01/07

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R **ON A/C 101-199, 901-999,
**ON A/C 001-012, 014-014,
**ON A/C ALL

R **ON A/C 015-099, 101-199, 901-999,
**ON A/C ALL
Subtask 34-11-18-860-056
B. Get Access
(1) Put an access platform in position in zone 120.
(2) Remove the TAT sensor slip-on cover.

EFF :

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IAC
4. Procedure
_________
**ON A/C 001-010,
Subtask 34-11-18-220-050
A. Inspection/Check of the TAT sensors (11FP1, 11FP2)
(1) Do a general visual inspection of the TAT sensors.
(a) Color
During the ageing of the sensor, the color of the sensor becomes
This coloration has no effect on the operation of the sensor.
(b) Internal Obstruction

_______
THE TAT SENSOR. SUCH TOOLS OR OBJECTS CAN CAUSE DAMAGE
TO THE TAT SENSOR.
Make sure that the TAT sensor is not clogged.

If not, remove the TAT sensor (Ref. TASK 34-11-18-000-001).
- Clean the TAT sensor as described in CMM 341217.
- Reinstall the TAT sensor (Ref. TASK 34-11-18-400-001).
NOTE : If the TAT sensor is not in correct condition, refer to

____
the visual inspection part of the CMM 341217.
R **ON A/C 011-012, 014-099, 101-199, 901-999,
Subtask 34-11-18-220-050-A
A. Inspection/Check of the TAT sensors (11FP1, 11FP2)
(1) Do a general visual inspection of the TAT sensors.
(a) Color
During the ageing of the sensor, the color of the sensor becomes
This coloration has no effect on the operation of the sensor.

EFF :

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IAC
(b) Internal Obstruction

_______
THE TAT SENSOR. SUCH TOOLS OR OBJECTS CAN CAUSE DAMAGE
TO THE TAT SENSOR.
Make sure that the TAT sensor is not clogged.

If not, remove the TAT sensor (Ref. TASK 34-11-18-000-001).
- Clean the TAT sensor as described in CMM 341863.
- Reinstall the TAT sensor (Ref. TASK 34-11-18-400-001).
NOTE : If the TAT sensor is not in correct condition, refer to

____
the visual inspection part of the CMM 341863.
**ON A/C ALL
5. Close-up
________
Subtask 34-11-18-865-055
A. Remove the safety clip(s) and the tag(s) and close this(these) circuit
breaker(s):
5SQ1, 5SQ2
FOR 11FP1
4FP1, 4FP3, 1DA1, 2DA1, 3DA1, 4DA1, 5DA1
FOR 11FP2
4FP2, 1DA2, 2DA2, 3DA2, 4DA2, 5DA2
Subtask 34-11-18-860-057
(1) Install the TAT sensor slip-on cover.
items.

EFF :

ALL 34-11-18

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SENSOR - ANGLE OF ATTACK (3FP1,3FP2,3FP3) - REMOVAL/INSTALLATION
________________________________________________________________
TASK 34-11-19-000-001
Removal of the Angle of Attack Sensor (3FP1, 3FP2, 3FP3)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

3. __________
Job Set-up
Subtask 34-11-19-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 3FP1
**ON A/C 001-012, 014-099,
R **ON A/C 101-199, 901-999,

EFF :

ALL 34-11-19

Page 401
Feb 01/07

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C ALL

FOR 3FP2
**ON A/C 001-012, 014-099,

R **ON A/C 101-199, 901-999,

**ON A/C 001-012, 014-014,
**ON A/C ALL

R **ON A/C 015-099, 101-199, 901-999,
**ON A/C ALL
FOR 3FP3

EFF :

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Page 402
Feb 01/07

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,

R **ON A/C 101-199, 901-999,

**ON A/C ALL

Subtask 34-11-19-860-050
B. Put an access platform in position in zone 231 for 3FP1 (232 for 3FP2)
(127 for 3FP3).
4. Procedure
_________
Subtask 34-11-19-020-050
A. Removal of the Angle of Attack Sensor (3FP1, 3FP2, 3FP3)
CAUTION : DO NOT HOLD THE AOA SENSOR BY THE VANE WHEN YOU MOVE IT. IF YOU
_______
DO, YOU CAN CAUSE DAMAGE TO THE AOA SENSOR.
NOTE : The procedure is the same for angle of attack sensors 3FP1, 3FP2
____
and 3FP3.
(1) Remove the potting compound from the screw (6).
(2) Loosen the seven screws (8).
(3) Remove the blanking plate (7).

EFF :

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(4) Remove the screw (6).
NOTE : Carefully remove the plate so as not to cause damage to the

____
sensor (5).
(5) Disengage and hold the sensor (5).
(6) Disconnect the connector (1).
(7) Remove the angle of attack sensor (5).
(8) Remove and discard the seal (3).
(9).

EFF :

ALL 34-11-19

Page 404
Feb 01/07
R
IAC
TASK 34-11-19-400-001
Installation of the Angle of Attack Sensor (3FP1, 3FP2, 3FP3)
CAUTION : DO NOT HOLD THE AOA SENSOR BY THE VANE WHEN YOU MOVE IT. IF YOU DO,
_______
YOU CAN CAUSE DAMAGE TO THE AOA SENSOR.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
B. Consumable Materials
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R Material No. 09-008 USA MIL-S-8802 CLASS A

R EARLY QUICK REPAIR FUEL TANK SEALANT (Ref. 20-31-00)
Material No. 09-016 USA MIL-PRF-81733D TYPE II CLASS B
CORROSION INHIBITING FILLET CONSISTENCY
(Ref. 20-31-00)
C. Expendable Parts
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
3 seal 34-11-02 01 -070

EFF :

ALL 34-11-19

Page 405
Feb 01/08

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D. Referenced Information
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

34-10-00-710-007 Test of the Angle of Attack Warning
34-11-00-710-001 Test of the Monitoring of the ADR/AOA 26VAC Power
Supply
34-11-19-991-002 Fig. 401
3. __________
Job Set-up
Subtask 34-11-19-860-051
(1) Make sure that the access platform is in position in zone 231 for
3FP1 (232 for 3FP2) (127 for 3FP3).
Subtask 34-11-19-865-051
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 3FP1
**ON A/C 001-012, 014-099,

EFF :

ALL 34-11-19

Page 406
Feb 01/08
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R **ON A/C 101-199, 901-999,
**ON A/C ALL

FOR 3FP2
**ON A/C 001-012, 014-099,

R **ON A/C 101-199, 901-999,

**ON A/C 001-012, 014-014,
**ON A/C ALL

R **ON A/C 015-099, 101-199, 901-999,

EFF :

ALL 34-11-19

Page 407
Feb 01/07

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C ALL
FOR 3FP3
**ON A/C 001-012, 014-099,

R **ON A/C 101-199, 901-999,

**ON A/C ALL

4. Procedure
_________
Subtask 34-11-19-420-050
A. Installation of the Angle of Attack Sensor (3FP1, 3FP2, 3FP3)
(1) Angle of Attack Sensor without drain hole.
NOTE : The procedure is the same for angle of attack sensors 3FP1,
____
3FP2 and 3FP3.
(a) Clean the component interface and/or the adjacent area.
(b) Do an inspection of the component interface and/or the adjacent

area.
(c) Remove the blanking caps from the connectors (1) and (9).

EFF :

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(d) Make sure that the connectors (1) and (9) are clean and in the
correct condition.
(e) Put the seal (3) in its housing (2).
(f) Connect the connector (1).
(g) Push the connector (1) into the fuselage.
(h) Put the angle of attack sensor (5) in position with the stud (4)
and hold it.
(i) Tighten the screw (6).
NOTE : During installation, the screw (6) must be inserted in the

____
only c-sink hole of the AOA sensor (5).As the other holes
have no c-sink, mounting the screw (6) in one of them may
create non-flush surface.
(j) Install and hold the blanking plate (7).
NOTE : The AOA blanking plate (7) is manufactured with a radius

____
that corresponds to the fuselage curve.The rotation of
this plate around the AOA sensor may also create non-flush
surface.
The blanking plate (7) contains 8 attaching holes.Out of
these 8 holes, 7 have a c-sink, 1 has not.Whilst mounting
the blanking plate (7), it must be ensured that the only
hole without the c-sink is aligned with the screw (6).
NOTE : The 7 remaining screws (8) must all be inserted in each of

____
the 7 c-sink holes of the blanking plate (7).
NOTE : Carefully install plate so as not to cause damage to the

____
sensor (5).
(k) Tighten the seven screws (8).
(l) Check the bonding contact resistance between the AOA Sensor (7)
and the fuselage struture (2) (Ref. TASK 20-28-00-720-005).
(m) Apply SEALANTS (Material No. 09-016) or SEALANTS (Material No.

09-008) (better curing time) on the screw (6) head and around the
blanking plate (7).

EFF :

ALL 34-11-19

Page 409
May 01/08
R
IAC
NOTE : If the cure time of the sealant will cause a flight delay,
____
R the aircraft can operate without the sealant for a maximum
R period of 24 hours from installation of the sensor.
Before application of the sealant, it is necessary to make
sure that the surfaces are clean and in the correct
condition (no moisture, dust, etc.).
(2) Angle of Attack Sensor with drain hole.
NOTE : The procedure is the same for angle of attack sensors 3FP1,
____
3FP2 and 3FP3.
(a) Clean the component interface and/or the adjacent area.
(b) Do an inspection of the component interface and/or the adjacent

area.
(c) Remove the blanking caps from the connectors (1) and (9).
(d) Make sure that the connectors (1) and (9) are clean and in the
correct condition.
(e) Put the seal (3) in its housing (2).
(f) Connect the connector (1).
(g) Push the connector (1) into the fuselage.
(h) Put the angle of attack sensor (5) in position with the stud (4)
and hold it.
(i) Tighten the screw (6).
NOTE : During installation, the screw (6) must be inserted in the

____
only c-sink hole of the AOA sensor (5).As the other holes
have no c-sink, mounting the screw (6) in one of them may
create non-flush surface. illustration.
(Ref. Fig. 401/TASK 34-11-19-991-002)
(j) Install and hold the blanking plate (7).
NOTE : The AOA blanking plate (7) is manufactured with a radius

____
that corresponds to the fuselage curve.The rotation of
this plate around the AOA sensor may also create non-flush
surface.

EFF :

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May 01/08

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Angle of Attack Sensor.
Figure 401/TASK 34-11-19-991-002

EFF :

ALL 34-11-19

Page 411
Feb 01/07
R
IAC
The blanking plate (7) contains 8 attaching holes. Out of
these 8 holes, 7 have a c-sink, 1 has not. Whilst mounting
the blanking plate (7), it must be ensured that the only
hole without the c-sink is aligned with the screw (6).
Make sure that the drain hole is at 6 Oclock position.
NOTE : The 7 remaining screws (8) must all be inserted in each of

____
the 7 c-sink holes of the blanking plate (7).
NOTE : Carefully install plate so as not to cause damage to the

____
sensor (5).
(k) Tighten the seven screws (8).
(l) Check the bonding contact resistance between the AOA Sensor (7)
and the fuselage struture (2) (Ref. TASK 20-28-00-720-005).
R (m) Apply SEALANTS (Material No. 09-016) or SEALANTS (Material No.

R 09-008) (better curing time) on the screw (6) head and around the
R blanking plate (7).
NOTE : If the cure time of the sealant will cause a flight delay,
____
the aircraft can operate without the sealant for a maximum
period of 24 hours from installation of the sensor.
Before application of the sealant, it is necessary to make
sure that the surfaces are clean and in the correct
condition (no moisture, dust, etc.).
Subtask 34-11-19-865-052
breaker(s):
FOR 3FP1
4FP1, 5FP1, 9FP, 1DA1, 2DA1, 3DA1, 4DA1, 5DA1
FOR 3FP2
4FP2, 5FP2, 10FP, 1DA2, 2DA2, 3DA2, 4DA2, 5DA2
FOR 3FP3
4FP3, 5FP3, 9FP, 2DA3, 3DA3, 4DA3, 5DA3
Subtask 34-11-19-710-050
C. Test
(1) Do the operational test of the Probe Ice Protection

(Ref. TASK 30-31-00-710-001).
(2) Do the test of the angle of attack warning.

(Ref. TASK 34-10-00-710-007).
NOTE : As an alternative procedure, you can do an operational test

____
without the CFDS.
(Ref. TASK 34-11-00-710-001).

EFF :

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Page 412
May 01/08

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5. Close-up
________
Subtask 34-11-19-860-052
items.

EFF :

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Page 413
Feb 01/07
R
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SENSOR - ANGLE OF ATTACK (3FP1,3FP2,3FP3) - INSPECTION/CHECK
____________________________________________________________
TASK 34-11-19-200-001
Inspection Sensor Angle of Attack (3FP1, 3FP2, 3FP3)
1. __________________
Reason for the Job
Make sure that there is no paint on the vane and on the movable part of the
three AOA sensors.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

No specific lint-free cloth
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Material No. 12-005B USA MIL-R-25134

CHLORINATED,NON PHENOLIC STRIPPERS (Ref. 20-31-00)
3. __________
Job Set-up
R **ON A/C 001-012, 014-099,
R Post SB 34-1222 For A/C 001-012,014-099,
Subtask 34-11-19-860-053
A. Get Access
(1) Put an access platform in position in zone 231 for AOA sensor 3FP1
(232 for 3FP2) (127 for 3FP3).
(2) Remove the AOA senso slip-on cover.

R

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Subtask 34-11-19-865-053
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 3FP1
FOR 3FP2
FOR 3FP3
R **ON A/C 001-012, 014-099,
4. Procedure
_________
CAUTION : DO NOT TOUCH THE AOA VANE IMMEDIATELY AFTER POWER-OFF BECAUSE IT
_______
IS VERY HOT AND CAN BURN YOU. LET THE TEMPERATURE OF THE AOA VANE
DECREASE FOR A FEW MINUTES BEFORE YOU TOUCH IT.
R **ON A/C 001-012, 014-099,
R Post SB 34-1222 For A/C 001-012,014-099,
Subtask 34-11-19-210-051
A. Make sure that there is no paint on the vane and mounting base of the
three AOA sensors.

R

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Subtask 34-11-19-210-052
B. If there is paint, remove it very carefully with STRIPPERS (Material No.

12-005B) and a lint-free cloth.
CAUTION : MAKE SURE THAT NO LIQUID GOES INTO THE BEARING THROUGH THE
_______
SPACE BETWEEN THE AOA VANE AND BODY. LIQUID IN THE AOA SENSOR
CAN CAUSE CORROSION AND DAMAGE.
Subtask 34-11-19-210-053
C. Manually turn the AOA sensor from the maximum to the minimum mechanical
stops (+ 85⁰ to - 35⁰) and make sure that there is no hard point.
R **ON A/C 001-012, 014-099,
5. Close-up
________
R **ON A/C 001-012, 014-099,
R Post SB 34-1222 For A/C 001-012,014-099,
Subtask 34-11-19-860-054
(1) Install the AOA sensor slip-on cover.
items.

R

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Subtask 34-11-19-865-054
breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 3FP1
FOR 3FP2
FOR 3FP3

R

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R _______________________________________________________
AIR DATA/INERTIAL REFERENCE SYSTEM (ADIRU & CDU OR MSU)
R DESCRIPTION AND OPERATION
_________________________
1. _______
General
R The Air Data/Inertial Reference System (ADIRS) provides the main air data
R and heading/attitude/navigation data to the aircraft systems.
R The main computers of the ADIRS are the three Air Data/Inertial Reference
R Units (ADIRU) which are controlled by the ADIRS Control and Display Unit
R (CDU).
R The ADIRS is a three channel system. Each channel is isolated from the
R others and provides independent information as defined in ARINC 738.
R Each ADIRU contains:
R - an Air Data Reference (ADR) portion. Its operation is described in 34-13
R - an Inertial Reference (IR) portion. Its operation is described in 34-14.
R Power supply is common for ADR and IR and described in 34-11.
2. __________________
Component Location
R
R (Ref. Fig. 001, 002)
R The three ADIRUs are installed in the avionics compartment.
R The ADIRS CDU is installed in the cockpit.
R -------------------------------------------------------------------------------
R FIN | FUNCTIONAL DESIGNATION | PANEL|ZONE|ACCESS | ATA
R | | | | DOOR | REF.
R -------------------------------------------------------------------------------
R 1FP1 ADIRU-1 127 824 34-12-34
R 1FP2 ADIRU-2 128 824 34-12-34
R 1FP3 ADIRU-3 127 824 34-12-34
R 2FP CDU-ADIRS 20VU 211 831 34-12-12

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ADIRS - Component Location
R Figure 001

EFF :

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Page 2
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ADIRS CDU - Component Location
R Figure 002

EFF :

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3. Interface
_________
A. Mechanical Interface
The ADIRUs are installed and aligned on a specific mounting tray in the
avionics compartment in accordance with the installation design defined
in ARINC 738. The ADIRU is to 10 MCU size. In order to ensure attitude
and azimuth accuracy, the mounting tray orientation complies with the
following tolerances:
- pitch and roll: plus or minus 12 minutes
- azimuth: plus or minus 12 minutes.
B. Electrical Interface
(1) ADIRS CDU
(a) General
R (Ref. Fig. 003)

The ADIRS CDU contains three identical connectors. Each connector
is linked to one ADIRU.
The four annunciator discretes ADR OFF, ADR FAULT, IR ALIGN and
IR FAULT are linked to the ADIRS CDU from the ADIRU, through the
annunciator light test and interface boards.
The CDU panel lighting and LCD backlighting are provided by bulbs
supplied with 5VAC (from the A/C electrical generation).
The CDU exchanges data with the ADIRU.
The data sent by the CDU can be used for the initialization of
the IR portion. The data received by the CDU are displayed on the
Liquid Crystal Display (LCD).
(b) CDU digital form

The tables below contain all the output parameters in the digital
form.
They are sorted as per the numerical order of their output label.
The following tables give:
- WORD RANGE/OPER RANGE/RESOLUTION ACCURACY: measurement range
- XMSN/INTV: output transmission interval. The refresh rate is
given in milliseconds.
- CODE:

R

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ADIRS CDU - Electrical Interface
R Figure 003

R

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INTENTIONALLY BLANK

R

34-12-00

Page 6
Config-1 Aug 01/07

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HYB: mixed code.

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1
_ CDU bus inputs
The CDU receives an ARINC 429 High Speed bus from the IR
portion of each ADIRU.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 010 |PRESENT |90S-90N |DEG | | 6 | | BCD| |
| |POS LAT-D |(POSITIVE: |& | | | | | |
| | |NORTH FROM |MIN | | | | | |
| | |0 DEG) | | | | | | |
| | |RESOL = .1 | | | | | | |
|-----------------------------------------------------------------------------|
| 011 |PRESENT |180E-180W |DEG | | 6 | | BCD| |
| |POS LONG-D |(POSITIVE: |& | | | | | |
| | |EAST FROM |MIN | | | | | |
| | |0 DEG) | | | | | | |
| | |RESOL = .1 | | | | | | |
|--------------|-----------|-----------|----|---|----|----|----|--------------|
| 012 |GROUND |0-2000 |Kt | | 4 | | BCD| |
| |SPEED-D |(ALWAYS | | | | | | |
| | |POSITIVE) | | | | | | |
| | |RESOL = 1 | | | | | | |
|--------------|-----------|-----------|----|---|----|----|----|--------------|
| 013 |TRACK |0-359.9 |DEG | | 4 | | BCD| |
| |ANGLE TRUE |(POSITIVE: | | | | | | |
| | |CW FROM | | | | | | |
| | |NORTH) | | | | | | |
| | |RESOL = .1 | | | | | | |
|--------------|-----------|-----------|----|---|----|----|----|--------------|
| 014 |MAGNETIC |0-359.9 |DEG | | 4 | | BCD| |
| |HEADING |(POSITIVE: | | | | | | |
| | |CW FROM | | | | | | |
| | |NORTH) | | | | | | |
| | |RESOL = .1 | | | | | | |
|--------------|-----------|-----------|----|---|----|----|----|--------------|
| 015 |WIND SPEED |0-256 |Kt | | 3 | | BCD| |
| | |(ALWAYS | | | | | | |
| | |POSITIVE) | | | | | | |
| | |RESOL = 1 | | | | | | |
|--------------|-----------|-----------|----|---|----|----|----|--------------|

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 016 |WIND DIR |0-359 |DEG | | 3 | | BCD| |
| |TRUE |(POSITIVE: | | | | | | |
| | |CW FROM | | | | | | |
| | |NORTH) | | | | | | |
| | |RESOL = 1 | | | | | | |
|--------------|-----------|-----------|----|---|----|----|----|--------------|
| 044 |TRUE |0-359.9 |DEG | | 4 | | BCD| |
| | |CW FROM | | | | | | |
| | |NORTH) | | | | | | |
| | |RESOL = .1 | | | | | | |
|--------------|-----------|-----------|----|---|----|----|----|--------------|
| 270 |IR DISCRETE| | | | 19 | | DIS| |
| |(1) | | | | | | | |
|--------------|-----------|-----------|----|---|----|----|----|--------------|
| 277 |CDU TEST | | | | 18 | | DIS| |
| |WORD (1) | | | | | | | |
|--------------|-----------|-----------|----|---|----|----|----|--------------|
| 350 |ACTION | | | | 19 | | DIS| |
| |CODE (1) | | | | | | | |
-------------------------------------------------------------------------------
CDU IR Input Labels
NOTE : (1) The complete definition of the labels 270, 277 and
____
350 is detailed in 34-14-00 Para. 2.D.(1).

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2
_ CDU bus outputs
The CDU sends the parameters detailed in the following table
to the IR portion of each ADIRU:
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 041 |SET | 90S-90N |DEG | | 6 | | BCD| |
| |LATITUDE | (POSITIVE: |& | | | | | |
| | | NORTH) |MIN | | | | | |
| | | RESOL = 0.1| | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| 042 |SET | 180E-180W |DEG | | 6 | | BCD| |
| |LONGITUDE | (POSITIVE: |& | | | | | |
| | | EAST) |MIN | | | | | |
| | | RESOL = 0.1| | | | | | |
|--------------|----------| -----------|----|----|----|----|----|-------------|
| 043 |SET | 0-359 |DEG | | 3 | | BCD| |
| |MAGNETIC | (POSITIVE: | | | | | | |
| |HDG | CW FROM N) | | | | | | |
| | | RESOL = 1 | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| 277 |CDU TEST | | | | 19 | | DIS| |
-------------------------------------------------------------------------------
CDU Output Labels
(2) ADIRU
The ADIRU receives data and computes outputs in accordance with ARINC
738. It uses an ARINC 600 type 2 floating-connector.
(a) Digital inputs

- Air Data Module (ADM) inputs
The ADR provides up to five ADM input buses. Only three of them
are used to receive air mass data from remotely mounted ADM
(Ref. 34-11), two linked to the static probe and one linked to
the pitot probe.
NOTE : For the ADIRU 3, only two ADM input buses are used: one
____
for the total pressure data and the other for the averaged
static pressure data.

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- digital baro-correction inputs
The ADR provides two baro-correction digital data input ports.
The incoming data from the Flight Control Unit (FCU) are in
ARINC 429 low speed format.
The ADR receives data from baro-correction bus A.
The baro-correction is used to compensate baro-corrected
altitude output.
- initialization data inputs
The IR portion of the ADIRU receives data from either ARINC 702
Flight Management and Guidance Computer (FMGC). The data are in
ARINC 429 low speed format. The initialization parameters are
latitude and longitude or magnetic heading.
- CFDIU input
The ADIRU provides one Centralized Fault Display Interface Unit
(CFDIU) input bus. The data are in ARINC 429 low speed format.
The CFDIU continuously transmits data to all systems. The ADIRU
uses these data to accept commands from the CFDIU.
- Air Data Reference inputs
The IR portion of the ADIRU provides two digital data input
ports for receiving data from the other ADIRUs.
The incoming data are in ARINC 429 low speed format and include
altitude and true airspeed.
- the ADIRU provides provision for digital input buses (two buses
are reserved for the Global Positioning System (GPS)).
- CDU inputs
The IR portion of the ADIRU receives data from one ARINC 738
CDU. The data are in ARINC 429 low speed format. These data are
initialization parameters (latitude and longitude or magnetic
heading) and CDU status.
(b) Analog inputs

- analog AOA input
The ADR portion of the ADIRU accepts two resolver inputs of
indicated angle of attack.
The characteristics of the resolvers, as seen by the ADR, are
as follows:
. scale factor: 1⁰/Degree of AOA
. index reference: 0⁰ resolver input = 25⁰ AOA
- Total Air Temperature (TAT) sensor
The ADR portion of the ADIRU accepts a standard 500 ohm
platinum sensing element input from the TAT sensor.
The ADR derives the measured temperature from the TAT sensor
input using the Callender-Van Dusen equation from ARINC 738.
- 115VAC
The ADIRU operates from the 115VAC/400 Hz primary power.
- 28VDC back-up
The ADIRU can operate from the 28VDC back-up power.

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- 26VAC reference
The ADIRU accepts up to three 26VAC resolver reference inputs.
Only one is used for the AOA resolver.
The ADIRU provides provisions for analog inputs (two 26VAC
reference inputs and three analog baro-correction inputs are
reserved).

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(c) Discrete inputs
These inputs are generally pin programs except for:
- Static Source Error Correction (SSEC) and AOA correction and
selection discretes which come from the Slat and Flap Control
Computers (SFCC) and are linked to flap position
R (Ref. Fig. 004)
- heat discretes which come from the associated Probe Heat
Computer (PHC)
- VMO/MMO discrete provided by the position of the L/G DOWN
VMO/MMO SELECTION switch (22FP).
- ADR selection:
It indicates, to the IR, the air data source to be used.
- CDU ON/OFF:
It indicates, to the ADIRU, whether the ADIRU data are
currently displayed on the CDU.
- ADR OFF:
It indicates, to the ADIRU, that the crew has pushed the ADR
pushbutton switch on the ADIRS CDU. This commands the ADIRU to
stop the transmission of the ADR output buses.
- IR MODE SELECT:
It indicates, to the ADIRU, the position of the associated
selector switch on the CDU. Three positions can be coded: OFF,
NAV, ATT. This gives the computer operating mode.
The functions of the pin program discretes are:

- aircraft identification:
seven discretes provide the ADIRU with the identification of
the aircraft.
They are used by the ADR to select the appropriate SSEC and AOA
correction laws and by the IR to select the appropriate
filtering (bandwidth) of the output labels.
- baro-correction source selection:
This discrete provides the ADIRU with the following:
. the form (digital or analog) in which the baro-correction
transmition is made.
. the number of sources (2 or 3)
. the type of transmission used by the digital sources (single
bus or various buses).
On the A/C, the FCU transmits the CAPT and F/O baro-correction
in digital form on separate buses.
- AOA average/unique:
The ADIRU receives the AOA on two resolvers.
This discrete indicates whether the computation must use an
average value from the two resolvers, or the value of resolver
1 in priority with the second as a back-up in case of failure.
This last solution is chosen on the A/C.
- ADR ARINC filter select:

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ADIRS - ADIRUs/SFCCs Interface
R Figure 004

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This permits to choose between two sets of filter
characteristics for the ADR outputs.
- mounting position:
This indicates the orientation of the unit to the IR portion.
It is used to know where are the longitudinal and lateral axes
of the aircraft and the sign of motion measured.
- SDI:
This indicates on which side (CAPT, F/O, Standby) the ADIRU is
installed.
- CFDS message select:
The ADIRU selects a table of maintenance messages.

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(d) Digital outputs
- The ADR portion of the ADIRU provides eight identical ARINC 429
Low Speed buses. Two of these buses are dedicated to the
interface with the Electronic Control Units (ECU).
The number of these buses is 5 and 6.
The system users are described in the table below:
----------------------------------------------------------------------------
| USERS | ADR 1 BUS | ADR 2 BUS | ADR 3 BUS |
| |-----------------|-----------------|-----------------|
| |1 |2 |3 |4 |5 |6 |1 |2 |3 |4 |5 |6 |1 |2 |3 |4 |5 |6 |
|--------------------------------------------------------------------------|
|ADIRU 1 | | | | | | | | |* | | | | | |* | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|ADIRU 2 | |* | | | | | | | | | | | |* | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|ADIRU 3 | | |* | | | | | | |* | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|FMGC 1 | | |* | | | | | |* | | | | | |* | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|FMGC 2 | |* | | | | | |* | | | | | |* | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|DMC 1 |* | | | | | | | | | | | | | |* | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|DMC 2 | | | | | | |* | | | | | | |* | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|DMC 3 | | |* | | | | | |* | | | |* | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|ATC 1 | | | |* | | | | | | | | | | | |* | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|ATC 2 | | | | | | | |* | | | | | |* | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|FWC 1 | | |* | | | | | |* | | | | | |* | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|FWC 2 | |* | | | | | |* | | | | | |* | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|CFDIU | | | |* | | | | | |* | | | | | |* | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|ECU or EEC ENG 1 | | | | |* | | | | | |* | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|ECU or EEC ENG 2 | | | | | |* | | | | | |* | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|SFCC 1 | | |* | | | | | |* | | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|SFCC 2 | |* | | | | | |* | | | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|FAC 1 | | |* | | | | | |* | | | | | |* | | | |

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----------------------------------------------------------------------------
| |-----------------|-----------------|-----------------|
| |1 |2 |3 |4 |5 |6 |1 |2 |3 |4 |5 |6 |1 |2 |3 |4 |5 |6 |
|--------------------------------------------------------------------------|
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|FAC 2 | |* | | | | | |* | | | | | |* | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|ELAC 1 | | |* | | | | | |* | | | | | |* | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|ELAC 2 | |* | | | | | |* | | | | | |* | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|SEC 1 | | |* | | | | | | | | | | | |* | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|SEC 2 | |* | | | | | |* | | | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|SEC 3 | | | | | | | |* | | | | | |* | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|WR 1 (option PWS) | | |* | | | | | | | | | | | |* | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|WR 2 (option PWS) | | | | | | | |* | | | | | |* | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|DMU (option) | |* | | | | | | | | | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|AOA CAPT INDICATOR | | | |* | | | | | | | | | | | | | | |
|(option) | | | | | | | | | | | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|AOA F/O INDICATOR | | | | | | | | | |* | | | | | | | | |
|(option) | | | | | | | | | | | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|GPWC (option) | | | |* | | | | | | | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|DMU (option) | |* | | | | | | | | | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|CABIN PRESSURE | | |* | | | | | | |* | | | | |* | | | |
|CONTROLLER1 | | | | | | | | | | | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|CABIN PRESSURE | | | |* | | | |* | | | | | | | |* | | |
|CONTROLLER2 | | | | | | | | | | | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|ZONE TEMPERATURE | | | | | | | | | | | | | | | |* | | |
|CONTROLLER | | | | | | | | | | | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|TEST 1 CONNECTORS | | | |* | | | | | |* | | | | | |* | | |
----------------------------------------------------------------------------
Table 11: ADR Data Users

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R
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- The IR portion of the ADIRU provides four identical ARINC 429
High Speed buses. The system users are described in the table
below:
-----------------------------------------------------------------------------
| USERS | IR 1 BUS | IR 2 BUS | IR 3 BUS |
| |-------------------|-------------------|-------------------|
| | 1 | 2 | 3 | 4 | 1 | 2 | 3 | 4 | 1 | 2 | 3 | 4 |
|---------------------------------------------------------------------------|
|FAC 1 | | | * | | | | * | | | | * | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|FAC 2 | | * | | | | * | | | | * | | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|ELAC 1 | | | * | | | | * | | | | * | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|ELAC 2 | | * | | | | * | | | | * | | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|SEC 1 | | | * | | | | | | | | * | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|SEC 2 | | * | | | | * | | | | | | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|SEC 3 | | | | | | * | | | | * | | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|DMC 1 | * | | | | | | | | | | * | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|DMC 2 | | | | | | * | | | | * | | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|DMC 3 | | | * | | | | * | | * | | | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|CDU | | * | | | | * | | | | * | | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|FMGC 1 | | | * | | | | * | | | | * | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|FMGC 2 | | * | | | | * | | | | * | | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|FQIC | | * | | | | * | | | | | | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|CFDIU | | | * | | | | * | | | | * | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|GPWC (option) | | | * | | | | | | | | | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|WR 1 | | | * | | | | | | | | * | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|WR 2 (option) | | | | | | * | | | | * | | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|TCAS (option) | | | * | | | | | | | | | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|

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R
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-----------------------------------------------------------------------------
| |-------------------|-------------------|-------------------|
| | 1 | 2 | 3 | 4 | 1 | 2 | 3 | 4 | 1 | 2 | 3 | 4 |
|---------------------------------------------------------------------------|
|GPS 1 (option) | | * | | | | | | | | | * | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|GPS 2 (option) | | | | | | | | | | | | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|MMR 1 (option) | | * | | | | | * | | | | * | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|MMR 2 (option) | | | * | | | * | | | | | * | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|DMU (option) | | * | | | | | * | | | | | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|RMI-VOR/DME | | * | | | | | | | | * | | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|RMU-VOR/ADF/DME| | * | | | | | | | | * | | |
| (option) | | | | | | | | | | | | |
|---------------|----|----|----|----|----|----|----|----|----|----|----|----|
|TEST PLUG | | | * | | | * | | | | | * | |
-----------------------------------------------------------------------------
Table 12 : IR Data Users - Basic version

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R
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(e) Analog outputs
The ADIRUs, through analog outputs, supply the ADMs with
+13.5/-13.5VDC and the CDU with 28VDC.
(f) Discrete outputs

The discrete outputs are either open/ground or open/28VDC
discretes (for ON BAT, IR FAILURE WARNING and ALIGN NOT READY
discretes). The LOW SPEED WARNING discretes are set according to
a speed threshold (with an hysteresis of 4 knots). These
thresholds are respectively:
---------------------------------
|Lower threshold|Upper threshold|
| value | value |
--------------------------|---------------|---------------|
| LOW SPEED WARNING 1 | 100 | 104 |
-----------------------------------------------------------
The LOW SPEED WARNING 1 discrete is used in the Ram Air Turbine
extension logic and in the power generation logic. The LOW SPEED
WARNING 2 discrete is used in the power generation logic.
The following discretes are used to control the CDU annunciators:
- ON BAT
- ADR OFF
- ADR FAILURE WARNING
- IR FAILURE WARNING.
- IR ALIGN

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R
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4. _____________________
R A. ADIRS CDU
R (Ref. Fig. 005)
R The CDU is a three-channel unit. Each CDU channel is dedicated to one
R separate ADIRU and includes the following features:
R - a three-position mode selector switch. The modes are:
R . power off (OFF)
R . navigation (NAV)
R . reversionary attitude (ATT)
R - an indicator announcing when the IR is aligning (ALIGN legend of IR
R annunciator)
R - an IR fault indicator (FAULT legend of IR annunciator)
R - a pushbutton switch to disable ADR output buses. It is a momentary
R action pushbutton switch
R - an indicator announcing when the ADR output buses are turned off (OFF
R legend of ADR pushbutton switch)
R - an ADR fault indicator (FAULT legend of ADR pushbutton switch).
R The following items of equipment are shaped between the three channels :
R - a keyboard to enter the initial position in degrees, minutes and tenth
R of minutes or magnetic heading in the attitude mode
R - two data pushbutton switches (ENT and CLR) with cue lights
R - a liquid crystal display for selected parameters. The LCD has 16 digits
R and each digit has 14 segments
R - a DATA DISPLAY selector switch to select parameters for display on the
R LCD:
R * wind (WIND)
R * present position (PPOS)
R * true heading (HDG)
R * status of selected system (STS)
R * track and ground speed (TK/GS)
R * test values (TEST)
R - a SYS DISPLAY selector switch with four positions: OFF, 1, 2, 3. The
R OFF position disables the display of the CDU but the mode control of
R the ADIRUs remains active
R - an ON BAT annunciator.
R The CDU contains three identical connectors referenced J1, J2 and J3.
R (Ref. Fig. 006)
R This LRU uses an Intel 8031 microprocessor. The CDU receives an IR bus
R from each ADIRU to display navigation data.
R It provides one bus per ADIRU to permit IR initialization.
R (Ref. Fig. 007)
R No cooling air is provided to the CDU.
R The CDU is supplied with 28VDC from the selected ADIRU to drive internal
R circuits and the data display. The 28VDC inputs are isolated from each
R other. The aircraft supplies 5VAC power for panel lighting/LCD
R backlighting and for annunciator lighting.

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IAC
ADIRS CDU
R Figure 005

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Config-1 Feb 01/08

IAC
ADIRS CDU - Identical Connectors
R Figure 006

EFF :

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Page 23
Config-1 Feb 01/08

IAC
ADIRS CDU - Internal Block Diagram
R Figure 007

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IAC
R B. ADIRU
R (Ref. Fig. 008)
(1) General
The ADIRU is contained in a 10 MCU case as defined in ARINC 600. The
ADIRU has to be aligned on a special shelf in the avionics
compartment in accordance with the installation design described in
ARINC 738. This installation involves modification of the ARINC 600
standard to include three alignment pins and a floating connector.
Pins 12 and 13 of the bottom plug have been modified with a reducer
to accept power input instead of coax input as defined in ARINC 738.
All input discretes are electrically isolated by an in-line diode or
an equivalent device. The discrete outputs are protected by means of
diodes to permit a wired OR circuit with other outputs.
The ADIRU is designed to reach a high level of protection for
lightning and Electromagnetic Interference (EMI). The lightning
protection circuitry is made up of discrete components which consist
of high-powered Zener diode type semiconductors called Transzorbs.
Varistors are used on the power supply input lines. Varistors are
voltage-controlled resistors that go to a low impedance state when a
voltage above their clamp voltage is applied, thus shunting the
lightning current.
As each ADIRU is a common point to all engines installed on the
aircraft, special care is taken to make impossible any electrical
disturbance to propagate through the ADIRU/engine interface to other
inputs/outputs dedicated to engines.
The ADIRU contains an ADR and an IR portion supplied by a common
power (115VAC, 28VDC).
(2) ADR portion

R (Ref. Fig. 009)
This potion uses a 68000 microprocessor. Five resolvers can be used
for the analog baro-correction and the AOA inputs. The ADR provides
eight ARINC 429 Low-Speed output buses (buses 5 to 8 are reserved for
engine control).
A bus isolation is provided using in-line fuses in all ADR buses 5-8
reserved to the engine control.
Each bus can drive twenty ARINC bus loads.
(3) IR portion
R (Ref. Fig. 010)
This portion uses two different microprocessors:
- a 5301 microprocessor for the navigation computation
- a 68000 microprocessor for the ARINC I/O processing and the BITE.
It provides a high-voltage power supply used by the gyros.
The gyros/accel sensors block contains three accels and three gyros
mounted along each axis.

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ADIRS - General View
R Figure 008

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Page 26
Config-1 Feb 01/08

IAC
ADIRS - ADR Block Diagram
R Figure 009

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Config-1 Feb 01/08

IAC
ADIRS - IR Block Diagram
R Figure 010

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IAC
The IR provides four ARINC 429 High-Speed output buses. Each bus can
drive twenty loads.

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R
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**ON A/C ALL
Post SB 34-1249 For A/C 001-012,014-099,
_______________________________________________________
AIR DATA/INERTIAL REFERENCE SYSTEM (ADIRU & CDU OR MSU)
DESCRIPTION AND OPERATION
_________________________
**ON A/C 101-199, 901-999,
1. General
_______
R
The Air Data/Inertial Reference System (ADIRS) provides the main air data
and heading/attitude/navigation data to the aircraft systems.
The main computers of the ADIRS are the three Air Data/Inertial Reference
Units (ADIRU) which are controlled by the ADIRS Control and Display Unit
(CDU).
The ADIRS is a three channel system. Each channel is isolated from the
others and provides independent information as defined in ARINC 738.
Each ADIRU contains:
- an Air Data Reference (ADR) portion. Its operation is described in 34-13
- an Inertial Reference (IR) portion. Its operation is described in 34-14.
Power supply is common for ADR and IR and described in 34-11.
R
2. __________________
Component Location
R
L
(Ref. Fig. 001, 002)
The three ADIRUs are installed in the avionics compartment.
The ADIRS CDU is installed in the cockpit.
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
1FP1 ADIRU-1 127 824 34-12-34
1FP2 ADIRU-2 128 824 34-12-34
1FP3 ADIRU-3 127 824 34-12-34
2FP CDU-ADIRS 20VU 211 831 34-12-12

EFF :

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Page 1
Config-3 May 01/08

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INTENTIONALLY BLANK

R

34-12-00

Page 2
Config-3 May 01/08

IAC
ADIRS - Component Location
Figure 001

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Page 3
Config-3 Feb 01/08
R
IAC
ADIRS CDU - Component Location
Figure 002

R

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IAC
R
3. Interface
_________
The ADIRUs are installed and aligned on a specific mounting tray in the
avionics compartment in accordance with the installation design defined
in ARINC 738. The ADIRU is to 4 MCU size. In order to ensure attitude and
azimuth accuracy, the mounting tray orientation complies with the
following tolerances:
- pitch and roll: plus or minus 12 minutes
- azimuth: plus or minus 12 minutes.
R
B. Electrical Interface
(1) ADIRS CDU
(a) General
(Ref. Fig. 003)

The ADIRS CDU contains three identical connectors. Each connector
is linked to one ADIRU by means of an insert position keying.
The four annunciator discretes ADR OFF, ADR FAULT, IR ALIGN and
IR FAULT are linked to the ADIRS CDU from the ADIRU, through the
annunciator light test and interface boards.
The CDU panel lighting and LCD backlighting are provided by bulbs
supplied with 5VAC (from the A/C electrical generation).
The CDU exchanges data with the ADIRU.
The data sent by the CDU can be used for the initialization of
the IR portion. The data received by the CDU are displayed on the
Liquid Crystal Display (LCD).
R
(b) CDU Digital Form

The tables below contain all the output parameters in the digital
form.
The following tables give:

R

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IAC
ADIRS CDU - Electrical Interface
Figure 003

R

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Config-3 May 01/08

IAC
- CODE:
HYB: mixed code.

EFF :

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Config-3 May 01/08
R
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1
_ CDU bus inputs
The CDU receives an ARINC 429 High Speed bus from the IR
portion of each ADIRU.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 010 |PRESENT |90S-90N |DEG | | 6 | | BCD| |
| |POS LAT-D |(POSITIVE: |& | | | | | |
| | |NORTH FROM |MIN | | | | | |
| | |0 DEG) | | | | | | |
| | |RESOL = .1 | | | | | | |
|-----------------------------------------------------------------------------|
| 011 |PRESENT |180E-180W |DEG | | 6 | | BCD| |
| |POS LONG-D |(POSITIVE: |& | | | | | |
| | |EAST FROM |MIN | | | | | |
| | |0 DEG) | | | | | | |
| | |RESOL = .1 | | | | | | |
|--------------|-----------|-----------|----|---|----|----|----|--------------|
| 012 |GROUND |0-2000 |Kt | | 4 | | BCD| |
| |SPEED-D |(ALWAYS | | | | | | |
| | |POSITIVE) | | | | | | |
| | |RESOL = 1 | | | | | | |
|--------------|-----------|-----------|----|---|----|----|----|--------------|
| 013 |TRACK |0-359.9 |DEG | | 4 | | BCD| |
| |ANGLE TRUE |(POSITIVE: | | | | | | |
| | |CW FROM | | | | | | |
| | |NORTH) | | | | | | |
| | |RESOL = .1 | | | | | | |
|--------------|-----------|-----------|----|---|----|----|----|--------------|
| 014 |MAGNETIC |0-359.9 |DEG | | 4 | | BCD| |
| | |CW FROM | | | | | | |
| | |NORTH) | | | | | | |
| | |RESOL = .1 | | | | | | |
|--------------|-----------|-----------|----|---|----|----|----|--------------|
| 015 |WIND SPEED |0-256 |Kt | | 3 | | BCD| |
| | |(ALWAYS | | | | | | |
| | |POSITIVE) | | | | | | |
| | |RESOL = 1 | | | | | | |
|--------------|-----------|-----------|----|---|----|----|----|--------------|

R

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 016 |WIND DIR |0-359 |DEG | | 3 | | BCD| |
| |TRUE |(POSITIVE: | | | | | | |
| | |CW FROM | | | | | | |
| | |NORTH) | | | | | | |
| | |RESOL = 1 | | | | | | |
|--------------|-----------|-----------|----|---|----|----|----|--------------|
| 044 |TRUE |0-359.9 |DEG | | 4 | | BCD| |
| | |CW FROM | | | | | | |
| | |NORTH) | | | | | | |
| | |RESOL = .1 | | | | | | |
|--------------|-----------|-----------|----|---|----|----|----|--------------|
| 270 |IR DISCRETE| | | | 19 | | DIS| |
| |(1) | | | | | | | |
|--------------|-----------|-----------|----|---|----|----|----|--------------|
| 277 |CDU TEST | | | | 18 | | DIS| |
| |WORD (1) | | | | | | | |
|--------------|-----------|-----------|----|---|----|----|----|--------------|
| 350 |ACTION | | | | 19 | | DIS| |
| |CODE (1) | | | | | | | |
-------------------------------------------------------------------------------
CDU IR Input Labels
NOTE : (1) The complete definition of the labels 270, 277 and
____
350 is detailed in 34-14-00 Para. 2.D.(1).

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2
_ CDU bus outputs
The CDU sends the parameters detailed in the following table
to the IR portion of each ADIRU:
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 041 |SET | 90S-90N |DEG | | 6 | | BCD| |
| |LATITUDE | (POSITIVE: |& | | | | | |
| | | NORTH) |MIN | | | | | |
| | | RESOL = 0.1| | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| 042 |SET | 180E-180W |DEG | | 6 | | BCD| |
| |LONGITUDE | (POSITIVE: |& | | | | | |
| | | EAST) |MIN | | | | | |
| | | RESOL = 0.1| | | | | | |
|--------------|----------| -----------|----|----|----|----|----|-------------|
| 043 |SET | 0-359 |DEG | | 3 | | BCD| |
| |MAGNETIC | (POSITIVE: | | | | | | |
| |HDG | CW FROM N) | | | | | | |
| | | RESOL = 1 | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| 277 |CDU TEST | | | | 19 | | DIS| |
-------------------------------------------------------------------------------
CDU Output Labels
(2) ADIRU
The ADIRU receives data and computes outputs in accordance with ARINC
738. It uses an ARINC 600 type 2 floating-connector.
(a) Digital inputs

- Air Data Module (ADM) inputs
The ADR provides up to five ADM input buses. Only three of them
are used to receive air mass data from remotely mounted ADM
(Ref. 34-11), two linked to the static probe and one linked to
the pitot probe.
NOTE : For the ADIRU 3, only two ADM input buses are used: one
____
for the total pressure data and the other for the averaged
static pressure data.

R

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- digital baro-correction inputs
The ADR provides two baro-correction digital data input ports.
The incoming data from the Flight Control Unit (FCU) are in
ARINC 429 low speed format.
The ADR receives data from baro-correction bus A.
The baro-correction is used to compensate baro-corrected
altitude output.
- initialization data inputs
The IR portion of the ADIRU receives data from either ARINC 702
Flight Management and Guidance Computer (FMGC). The data are in
ARINC 429 low speed format. The initialization parameters are
latitude and longitude or magnetic heading.
- CFDIU input
The ADIRU provides one Centralized Fault Display Interface Unit
(CFDIU) input bus. The data are in ARINC 429 low speed format.
The CFDIU continuously transmits data to all systems. The ADIRU
uses these data to accept commands from the CFDIU.
- Air Data Reference inputs
The IR portion of the ADIRU provides two digital data input
ports for receiving data from the other ADIRUs.
The incoming data are in ARINC 429 low speed format and include
altitude and true airspeed.
- CDU inputs
The IR portion of the ADIRU receives data from one ARINC 738
CDU. The data are in ARINC 429 low speed format. These data are
initialization parameters (latitude and longitude or magnetic
heading) and CDU status.
- GPS inputs
The IR portion of the ADIRU receives data from the GPS portion
of the Multi-Mode Receivers (MMRs).
The data are in ARINC 429 high speed format. These data concern
various parameters such as position, velocity, and integrity.
- the ADIRU provides provision for digital input buses.
R
(b) Analog inputs

- analog AOA input
The ADR portion of the ADIRU accepts two resolver inputs of
indicated angle of attack.
The characteristics of the resolvers, as seen by the ADR, are
as follows:
. scale factor: 1⁰/Degree of AOA
. index reference: 0⁰ resolver input = 25⁰ AOA
- Total Air Temperature (TAT) sensor
The ADR portion of the ADIRU accepts a standard 500 ohm
platinum sensing element input from the TAT sensor.

R

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The ADR derives the measured temperature from the TAT sensor
input using the Callender-Van Dusen equation from ARINC 738.
- GPS Time Mark inputs
This allows the ADIRU to be synchronized with the GPS portion
of the MMRs.
- 115VAC
The ADIRU operates from the 115VAC/400 Hz primary power.
- 28VDC back-up
The ADIRU can operate from the 28VDC back-up power.
- 26VAC reference
The ADIRU accepts up to three 26VAC resolver reference inputs.
Only one is used for the AOA resolver.
The ADIRU provides provisions for analog inputs (two 26VAC
reference inputs, and three analog baro-correction inputs are
reserved).
R
(c) Discrete inputs

These inputs are generally pin programs except for:
- Static Source Error Correction (SSEC) and AOA correction and
selection discretes which come from the Slat and Flap Control
Computers (SFCC) and are linked to flap position
(Ref. Fig. 004)
- heat discretes which come from the associated Probe Heat
Computer (PHC)
- VMO/MMO discrete provided by the position of the L/G DOWN
VMO/MMO SELECTION switch (22FP).
- ADR selection:
It indicates, to the IR, the air data source to be used.
- CDU ON/OFF:
It indicates, to the ADIRU, whether the ADIRU data are
currently displayed on the CDU.
- ADR OFF:
It indicates, to the ADIRU, that the crew has pushed the ADR
pushbutton switch on the ADIRS CDU. This commands the ADIRU to
stop the transmission of the ADR output buses.
- IR MODE SELECT:
It indicates, to the ADIRU, the position of the associated
selector switch on the CDU. Three positions can be coded: OFF,
NAV, ATT. This gives the computer operating mode.
The functions of the pin program discretes are:

- aircraft identification:
seven discretes provide the ADIRU with the identification of
the aircraft.

R

EFF :

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Page 12
Config-3 May 01/08

IAC
ADIRS - ADIRUs/SFCCs Interface
Figure 004

R

EFF :

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Page 13
Config-3 May 01/08

IAC
They are used by the ADR to select the appropriate SSEC and AOA
correction laws and by the IR to select the appropriate
filtering (bandwidth) of the output labels.
- baro-correction source selection:
This discrete provides the ADIRU with the following:
. the form (digital or analog) in which the baro-correction
transmission is made
. the number of sources (2 or 3)
. the type of transmission used by the digital sources (single
bus or various buses).
On the A/C, the FCU transmits the CAPT and F/O baro-correction
in digital form on separate buses.
- AOA average/unique:
The ADIRU receives the AOA on two resolvers.
This discrete indicates whether the computation must use an
average value from the two resolvers or the value of resolver 1
in priority with the second as a back-up in case of failure.
This last solution is chosen on the A/C.
- ADR ARINC the filter select:
Unused (the selection of the ADR outputs filtering is done by
the A/C ident pin programming).
- mounting position:
This indicates the orientation of the unit to the IR portion.
It is used to know where are the longitudinal and lateral axes
of the aircraft and the sign of motion measured.
- SDI:
This indicates on which side (CAPT, F/O, Standby) the ADIRU is
installed.
- CMC-CFDS message select:
The ADIRU could be installed on other A/C version. In this
case, the ADIRU selects a table of maintenance messages with a
different syntax.
R
- GPS sensor present:
This indicates, to the ADIRU, the presence on-board the
aircraft of one or two MMRs (GPS portion).
- GPS priority select:
This indicates, to the ADIRU, the priority for using the MMRs
(GPS portion).
**ON A/C 101-199, 902-999,
- Mag. Var. select:

This discrete is not used anymore. In previous standards, it
selected between two different magnetic variation tables.

EFF :

101-199, 901-999, 34-12-00

Page 14
Config-3 May 01/08

IAC
**ON A/C 001-012, 014-099, 901-901,
- Mag. Var. select:

This discrete selects between two different magnetic variation
tables:
* one standard coverage model optimized for year 2005 and one
expanded coverage model optimized for year 2005.

R

EFF :

001-012, 014-099, 901-901, 34-12-00

Page 15
Config-3 May 01/08

IAC
**ON A/C 101-199, 901-999,
(d) Digital outputs

- The ADR portion of the ADIRU provides eight identical ARINC 429
Low Speed buses. Two of these buses are dedicated to the
interface with the Electronic Control Units (ECU).
The number of these buses is 5 and 6.
The system users are described in the table below:
----------------------------------------------------------------------------
| |-----------------|-----------------|-----------------|
| |1 |2 |3 |4 |5 |6 |1 |2 |3 |4 |5 |6 |1 |2 |3 |4 |5 |6 |
|--------------------------------------------------------------------------|
|ADIRU 1 | | | | | | | | |* | | | | | |* | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|ADIRU 2 | |* | | | | | | | | | | | |* | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|ADIRU 3 | | |* | | | | | | |* | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|FMGC 1 | | |* | | | | | |* | | | | | |* | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|FMGC 2 | |* | | | | | |* | | | | | |* | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|DMC 1 |* | | | | | | | | | | | | | |* | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|DMC 2 | | | | | | |* | | | | | | |* | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|DMC 3 | | |* | | | | | |* | | | |* | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|WR 1 | | | |* | | | | | | | | | | | |* | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|WR 2 (1)| | | | | | | | | |* | | | | | |* | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|ATC 1 | | | |* | | | | | | | | | | | |* | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|ATC 2 | | | | | | | |* | | | | | |* | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|FWC 1 | | |* | | | | | |* | | | | | |* | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|FWC 2 | |* | | | | | |* | | | | | |* | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|CFDIU | | | |* | | | | | |* | | | | | |* | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|ECU or EEC ENG 1 | | | | |* | | | | | |* | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|

EFF :

101-199, 901-999, 34-12-00

Page 16
Config-3 May 01/08
R
IAC
----------------------------------------------------------------------------
| |-----------------|-----------------|-----------------|
| |1 |2 |3 |4 |5 |6 |1 |2 |3 |4 |5 |6 |1 |2 |3 |4 |5 |6 |
|--------------------------------------------------------------------------|
|ECU or EEC ENG 2 | | | | | |* | | | | | |* | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|SFCC 1 | | |* | | | | | |* | | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|SFCC 2 | |* | | | | | |* | | | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|FAC 1 | | |* | | | | | |* | | | | | |* | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|FAC 2 | |* | | | | | |* | | | | | |* | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|ELAC 1 | | |* | | | | | |* | | | | | |* | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|ELAC 2 | |* | | | | | |* | | | | | |* | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|SEC 1 | | |* | | | | | | | | | | | |* | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|SEC 2 | |* | | | | | |* | | | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|SEC 3 | | | | | | | |* | | | | | |* | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|AOA CAPT INDIC. (1)| | | |* | | | | | | | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|AOA F/O INDIC. (1)| | | | | | | | | |* | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|GPWC (1)| | | |* | | | | | | | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|DMU (1)| |* | | | | | | | | | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|CABIN PRESSURE | | |* | | | | | | |* | | | | |* | | | |
|CONTROLLER1 | | | | | | | | | | | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|CABIN PRESSURE | | | |* | | | |* | | | | | | | |* | | |
|CONTROLLER2 | | | | | | | | | | | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|ZONE TEMPERATURE | | | | | | | | | | | | | | | |* | | |
|CONTROLLER | | | | | | | | | | | | | | | | | | |
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|TEST 1 CONNECTORS | | | |* | | | | | |* | | | | | |* | | |
----------------------------------------------------------------------------
(1) Optional system
Table 11 : ADR Data Users

R

EFF :

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Page 17
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IAC
R
- The IR portion of the ADIRU provides four identical ARINC 429

High Speed buses. The system users are described in the table
below:
-------------------------------------------------------------------------
| |-------------------|-------------------|-------------------|
| | 1 | 2 | 3 | 4 | 1 | 2 | 3 | 4 | 1 | 2 | 3 | 4 |
|-----------------------------------------------------------------------|
|FAC 1 | | | * | | | | * | | | | * | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|FAC 2 | | * | | | | * | | | | * | | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|ELAC 1 | | | * | | | | * | | | | * | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|ELAC 2 | | * | | | | * | | | | * | | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|SEC 1 | | | * | | | | | | | | * | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|SEC 2 | | * | | | | * | | | | | | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|SEC 3 | | | | | | * | | | | * | | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|DMC 1 | * | | | | | | | | | | * | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|DMC 2 | | | | | | * | | | | * | | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|DMC 3 | | | * | | | | * | | * | | | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|CDU | | * | | | | * | | | | * | | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|FMGC 1 | | | * | | | | * | | | | * | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|FMGC 2 | | * | | | | * | | | | * | | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|FQIC | | * | | | | * | | | | | | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|BSCU | | * | | | | | * | | | * | | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|CFDIU | | | * | | | | * | | | | * | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|GPWC (1)| | | * | | | | | | | | | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|WR 1 | | | * | | | | | | | | * | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|

EFF :

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Page 18
Config-3 May 01/08

IAC
-------------------------------------------------------------------------
| |-------------------|-------------------|-------------------|
| | 1 | 2 | 3 | 4 | 1 | 2 | 3 | 4 | 1 | 2 | 3 | 4 |
|-----------------------------------------------------------------------|
|WR 2 (1)| | | | | | * | | | | | | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|TCAS (1)| | | | | | | | | | | | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|DMU (1)| | * | | | | | * | | | | | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|GPS 1 (1)| | * | | | | | | | | | * | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|GPS 2 (1)| | | | | * | | | | | | * | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|MMR 1 (1)| | * | | | | | * | | | | * | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|MMR 2 (1)| | | * | | | * | | | | | * | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|SDU | | | | | | | | | | | | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|RMI-VOR/DME| | * | | | | | | | | * | | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|RMI-ADF (1)| | | * | | | | | | | | * | |
|-----------|----|----|----|----|----|----|----|----|----|----|----|----|
|TEST PLUG | | | * | | | * | | | | | * | |
-------------------------------------------------------------------------
(1) Optional system
Table 12 : IR Data Users - Basic version

R

EFF :

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(e) Analog outputs
The ADIRUs, through analog outputs, supply the ADMs with
+13.5/-13.5VDC and the CDU with 28VDC.
(f) Discrete outputs

The discrete outputs are either open/ground or open/28VDC
discretes (for ON BAT, IR FAILURE WARNING and ALIGN NOT READY
discretes). The LOW SPEED WARNING discretes are set according to
a speed threshold (with an hysteresis of 4 knots). These
thresholds are respectively:
---------------------------------
|Lower threshold|Upper threshold|
| value | value |
--------------------------|---------------|---------------|
-----------------------------------------------------------
The LOW SPEED WARNING 1 discrete is used in the Ram Air Turbine
extension logic and in the power generation logic. The LOW SPEED
WARNING 2 discrete is used in the power generation logic.
The following discretes are used to control the CDU annunciators:
- ON BAT
- ADR OFF
- ADR FAILURE WARNING
- IR FAILURE WARNING
- IR ALIGN.

R

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R
4. _____________________
R
A. ADIRS CDU
(Ref. Fig. 005)
The CDU is a three-channel unit. Each CDU channel includes the following
features:
- a three-position mode selector switch. The modes are:
. power off (OFF)
. navigation (NAV)
. reversionary attitude (ATT)
- an indicator announcing when the IR is aligning (ALIGN legend of IR
annunciator)
- an IR fault indicator (FAULT legend of IR annunciator)
- a pushbutton switch to disable ADR output buses. It is a momentary
action pushbutton switch
- an indicator announcing when the ADR output buses are turned off (OFF
legend of ADR pushbutton switch)
- an ADR fault indicator (FAULT legend of ADR pushbutton switch).
The following items of equipment are shaped between the three channels :
- a keyboard to enter the initial position in degrees, minutes and tenth
of minutes or magnetic heading in the attitude mode
- two data pushbutton switches (ENT and CLR) with cue lights
- a liquid crystal display for selected parameters. The LCD has 16 digits
and each digit has 14 segments
- a DATA DISPLAY selector switch to select parameters for display on the
LCD:
* wind (WIND)
* present position (PPOS)
* true heading (HDG)
* status of selected system (STS)
* track and ground speed (TK/GS)
* test values (TEST)
- a SYS DISPLAY selector switch with four positions: OFF, 1, 2, 3. The
OFF position disables the display of the CDU but the mode control of
the ADIRUs remains active
- an ON BAT annunciator.
The CDU contains three identical connectors referenced J1, J2 and J3.
(Ref. Fig. 006)
This LRU uses an Intel 8031 microprocessor. The CDU receives an IR bus
from each ADIRU to display navigation data.
It provides one bus per ADIRU to permit IR initialization.
(Ref. Fig. 007)
R
No cooling air is provided to the CDU.

R

EFF :

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Page 21
Config-3 May 01/08

IAC
ADIRS CDU
Figure 005

EFF :

101-199, 901-999, 34-12-00

Page 22
Config-3 May 01/08
R
IAC
ADIRS CDU - Identical Connectors
Figure 006

EFF :

101-199, 901-999, 34-12-00

Page 23
Config-3 May 01/08
R
IAC
ADIRS CDU - Internal Block Diagram
Figure 007

R

EFF :

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IAC
The CDU is supplied with 28VDC from the selected ADIRU to drive internal
circuits and the data display. The 28VDC inputs are isolated from each
other. The aircraft supplies 5VAC power for panel lighting/LCD
backlighting and for annunciator lighting.
R
B. ADIRU
(Ref. Fig. 008)
(1) General
The ADIRU is contained in a 4 MCU case as defined in ARINC 600. The
ADIRU has to be aligned on a special shelf in the avionics
compartment in accordance with the installation design described in
ARINC 738. This installation involves modification of the ARINC 600
standard to include three alignment pins and a floating connector.
Pins 12 and 13 of the bottom plug have been modified with a reducer
to accept power input instead of coax input as defined in ARINC 738.
All input discretes are electrically isolated by an in-line diode or
an equivalent device. The discrete outputs are protected by means of
diodes to permit a wired OR circuit with other outputs.
The ADIRU is designed to reach a high level of protection for
lightning and Electromagnetic Interference (EMI). The lightning
protection circuitry is made up of discrete components which consist
of high-powered Zener diode type semiconductors called Transzorbs.
Varistors are used on the power supply input lines. Varistors are
voltage-controlled resistors that go to a low impedance state when a
voltage above their clamp voltage is applied, thus shunting the
lightning current.
As each ADIRU is a common point to all engines installed on the
aircraft, special care is taken to make impossible any electrical
disturbance to propagate through the ADIRU/engine interface to other
inputs/outputs dedicated to engines.
The ADIRU contains an ADR and an IR portion supplied by a common
power (115VAC, 28VDC).
(2) ADR portion

(Ref. Fig. 009)
This portion uses a 68000 microprocessor. Five resolvers can be used
for the analog baro-correction and the AOA inputs. The ADR provides
eight ARINC 429 Low-Speed output buses (buses 5 to 8 are reserved for
engine control).
A bus isolation is provided using in-line fuses in all ADR buses 5-8
reserved to the engine control.
Each bus can drive twenty ARINC bus loads.

R

EFF :

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Config-3 May 01/08

IAC
ADIRS - General View
Figure 008

R

EFF :

101-199, 901-999, 34-12-00

Page 26
Config-3 May 01/08

IAC
ADIRU - Block Diagram
Figure 009

R

EFF :

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(3) IR portion
(Ref. Fig. 009)
This portion uses a 80960 microprocessor.
It provides a high-voltage power supply used by the gyros.
The gyros/accel sensors block contains three accels and three gyros
mounted along each axis.
The IR provides four ARINC 429 High-Speed output buses. Each bus can
drive twenty loads.

R

EFF :

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CONTROL AND DISPLAY UNIT (CDU) - ADIRS (2FP) - REMOVAL/INSTALLATION
___________________________________________________________________
TASK 34-12-12-000-001
Removal of the ADIRS CDU (2FP)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-12-12-991-001 Fig. 401
3. __________
Job Set-up
Subtask 34-12-12-010-050
A. Get Access
(3) On the battery power center 105 VU:


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Subtask 34-12-12-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,

R **ON A/C 101-199, 901-999,

R **ON A/C ALL
122VU LIGHTING/TST/BOARD/SPLY 30LP X06

122VU LIGHTING/ANN LT SPLY/XFMR/BUS 2 27LP X05
122VU LIGHTING/INSTL LT/OVHD/PNL 3LF Y03
4. Procedure
_________
(Ref. Fig. 401/TASK 34-12-12-991-001)
Subtask 34-12-12-020-050
A. Removal of the ADIRS CDU (2FP)
(1) Hold the CDU (4) and loosen the four quarter turn fasteners (5).
(2) Disengage the CDU (4) from its housing (1).
(3) Disconnect the three electrical connectors (2).

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ADIRS - Control and Display Unit (CDU)
Figure 401/TASK 34-12-12-991-001

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(4) Remove the CDU (4).
(3).

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TASK 34-12-12-400-001
Installation of the ADIRS CDU (2FP)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific access platform
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-10-00-710-001 Check of the ADIRS CDU Brightness and Display

34-12-12-991-001 Fig. 401
3. __________
Job Set-up
Subtask 34-12-12-010-051
A. Get Access
(1) Make sure that the access platform is in position at the access door
822.
(2) Make sure that the access door 822 is open.
center 105VU.

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Subtask 34-12-12-865-051
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,

R **ON A/C 101-199, 901-999,

R **ON A/C ALL
122VU LIGHTING/TST/BOARD/SPLY 30LP X06

122VU LIGHTING/INSTL LT/OVHD/PNL 3LF Y03
4. Procedure
_________
(Ref. Fig. 401/TASK 34-12-12-991-001)
Subtask 34-12-12-420-050
A. Installation of the ADIRS CDU (2FP)

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(3) Remove the blanking caps from the electrical connectors (2) and (3).
condition.
(5) Connect the electrical connectors (2) to the related receptacles (3).
(6) Install the CDU (4) in its housing (1).
(7) Tighten the four quarter turn fasteners (5).
Subtask 34-12-12-865-052
breaker(s):
4FP1, 4FP2, 4FP3, 6FP1, 6FP2, 6FP3, 3LF, 26LP, 27LP, 30LP
Subtask 34-12-12-710-050
C. Do the test of the ADIRS CDU brightness and display.

(Ref. TASK 34-10-00-710-001)
5. Close-up
________
Subtask 34-12-12-860-050
A. Make sure that the work area is clean and clear of tool(s) and other
items.
Subtask 34-12-12-410-050
B. Close Access
(3) Close the access door 822

R

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___________________________________________________________
REFERENCE UNIT - AIR DATA/INERTIAL (ADIRU) (1FP1,1FP2,1FP3)
____________________
TASK 34-12-34-000-001
Removal of the ADIRU (1FP1, 1FP2, 1FP3)
CAUTION : DO NOT REMOVE THE RACK OF THIS UNIT.

_______
PRECISION ADJUSTMENT IS NECESSARY TO INSTALL THE RACK CORRECTLY. THE
MANUFACTURER DOES THIS ADJUSTMENT BEFORE DELIVERY OF THE AIRCRAFT.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
34-12-34-991-002 Fig. 401
R **ON A/C 101-199, 901-999,
34-12-34-991-002-A Fig. 401A

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**ON A/C ALL
3. __________
Job Set-up
Subtask 34-12-34-010-050
A. Get Access
(1) Put the access platform in position at the access door 822

(4) Put the access platform in position in the zone 128 at the acces door
824
Subtask 34-12-34-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 1FP1
FOR 1FP2
**ON A/C 001-012, 014-099,

R **ON A/C 101-199, 901-999,


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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C ALL
FOR 1FP3
**ON A/C 001-012, 014-099,

R **ON A/C 101-199, 901-999,

**ON A/C ALL
4. Procedure
_________
**ON A/C 001-012, 014-099,
(Ref. Fig. 401/TASK 34-12-34-991-002)
R **ON A/C 101-199, 901-999,
(Ref. Fig. 401A/TASK 34-12-34-991-002-A)

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Air Data/Inertial Reference Unit (ADIRU)
Figure 401/TASK 34-12-34-991-002

R

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Air Data/Inertial Reference Unit (ADIRU)
Figure 401A/TASK 34-12-34-991-002-A

R

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**ON A/C ALL
Subtask 34-12-34-020-050
A. Removal of the ADIRU (1FP1, 1FP2, 1FP3)
NOTE : The procedure is the same for the three ADIRUs 1FP1, 1FP2 and
____
1FP3.
(1) Loosen the nuts (4).
(2) Lower the nuts (4).
(3) Pull the ADIRU (6) on its rack (3) to disconnected the electrical
connectors (1).
(4) Remove the ADIRU (6) from its rack (3).
(5) Put blanking caps on the disconnected electrical connectors (1).

R

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TASK 34-12-34-400-001
Installation of the ADIRU (1FP1, 1FP2, 1FP3)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
22-97-00-710-001 Operational Test of the LAND CAT III Capability

34-13-00-740-002 INTERFACE TEST of the ADR
34-14-00-740-001 Interface Test of the IR
**ON A/C 001-012, 014-099,
34-12-34-991-002 Fig. 401
R **ON A/C 101-199, 901-999,
34-12-34-991-002-A Fig. 401A

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**ON A/C ALL
3. __________
Job Set-up
Subtask 34-12-34-860-050
824.
Subtask 34-12-34-010-051
B. Get Access
822.
(2) Make sure that the access door is open.
center 105VU.
Subtask 34-12-34-865-051
C. Make sure that this(these) circuit breaker(s) is(are) open, safetied and
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 1FP1
FOR 1FP2
**ON A/C 001-012, 014-099,


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R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R **ON A/C 101-199, 901-999,

**ON A/C ALL
FOR 1FP3
**ON A/C 001-012, 014-099,

R **ON A/C 101-199, 901-999,

**ON A/C ALL
4. Procedure
_________
**ON A/C 001-012, 014-099,
(Ref. Fig. 401/TASK 34-12-34-991-002)
R **ON A/C 101-199, 901-999,
(Ref. Fig. 401A/TASK 34-12-34-991-002-A)

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R **ON A/C ALL
Subtask 34-12-34-420-050
A. Installation of the ADIRU (1FP1, 1FP2, 1FP3)
(3) Remove the blanking caps from the electrical connectors (1).
(4) Make sure that the electrical connectors (1) are clean and in the
correct condition.
(5) Push the ADIRU (6) on its rack (3) to connect the electrical
connectors (1).
NOTE : Make sure that the ADIRU (6) correctly engages in the
____
centering pins (2).
(6) Engage the nuts (4) on the lugs (5) and tighten.
Subtask 34-12-34-865-052
breaker(s):
FOR 1FP1
4FP1, 5FP1, 6FP1
FOR 1FP2
4FP2, 5FP2, 6FP2, 10FP
FOR 1FP3
4FP3, 5FP3, 6FP3, 8FP, 9FP
Subtask 34-12-34-740-050
C. BITE Test
(1) Do the BITE Test of the ADIRS (Ref. TASK 34-13-00-740-002) (Ref. TASK
34-14-00-740-001).
NOTE : If the airline operates the aircraft in CAT 3 conditions, do

____
the LAND CAT III capability test
(Ref. TASK 22-97-00-710-001).

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(2) As an alternative procedure, you can do an operational test without
the CFDS (installed ADIRU only)
5. Close-up
________
Subtask 34-12-34-860-051
(1) On the overhead panel 23VU, release and push the FLT CTL/ELAC1 and
FLT CTL/SEC1 pushbutton switches (the OFF legend comes on and goes
off).
(2) On the overhead panel 24VU, release and push the FLT CTL/ELAC2, FLT
CTL/SEC2 and FLT CTL/SEC3 pushbutton switches (the OFF legend comes
on and goes off).
items.
Subtask 34-12-34-410-050
B. Close Access

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REFERENCE UNIT - AIR DATA/INERTIAL (ADIRU) (1FP1,1FP2,1FP3) - INSPECTION/CHECK
______________________________________________________________________________
TASK 34-12-34-200-001
ADIRU Removal Criteria
1. __________________
Reason for the Job
To make sure that the performance parameters of the ADIRUs are satisfactory
for operation in Class II navigation airspace in the range specified in the
FAR drift rate requirement.
To do this, do a check of the ADIRUs for:
- Radial position errors
- Residual ground speed errors.
This procedure gives accurate removal criteria.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
34-12-34-000-001 Removal of the ADIRU (1FP1, 1FP2, 1FP3)
34-12-34-400-001 Installation of the ADIRU (1FP1, 1FP2, 1FP3)
34-12-34-991-008 Fig. 601
R 34-12-34-991-009 Fig. 602
3. __________
Job Set-up
Subtask 34-12-34-860-052

(Ref. TASK 24-41-00-861-002).

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(4) On the center pedestal, on the SWITCHING panel 8VU, make sure that
the AIR DATA selector switch is at NORM.
4. Procedure
_________
Subtask 34-12-34-740-051
A. Radial Position Error (RPE)

(Ref. Fig. 601/TASK 34-12-34-991-008)
NOTE : At the end of the flight, the pilot must make an entry of the RPE
____
in the logbook.
NOTE : Do this procedure only at the end of a flight:

____
- before the ADIRUs are off and
- before you start a new alignment and
- before you load a new flight plan into the FMGC.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
On the center pedestal, on one MCDU: On the MCDU:
1. Push the line key adjacent to the The FMGC page comes into view.
FMGC indication
2. On the keyboard, push the DATA The DATA INDEX page comes into view.
mode key
3. Push the line key adjacent to the The POSITION MONITOR page comes into
POSITION MONITOR indication view.
4. Record each IRS position error

shown on line 5.
(1) Calculate the NAV time of the ADIRU as follows:

- record the flight time of the previous flight given in the logbook
and add 30 minutes to this time.
NOTE : This 30-minute period is the assumed time interval from the
____
end point of the ADIRU alignment and aircraft door closing
before pushback.

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May 01/03

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ADIRU - Radial Position Error - Removal Criteria
Figure 601/TASK 34-12-34-991-008

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(2) Compare the recorded values with the curve at the time value
calculated.
(a) If the RPE is below the grey band (refer to AREA 1):
- the ADIRU is serviceable and no action is necessary.
(b) If the RPE is in the grey band (refer to AREA 2):

- it is not necessary to replace the ADIRU but you must do a
second check of the RPE immediately after the subsequent
flight. If the RPE is again in the grey band, replace the ADIRU
(Ref. TASK 34-12-34-000-001) and (Ref. TASK 34-12-34-400-001).
(c) If the RPE is above the grey band (refer to AREA 3):
- replace the ADIRU (Ref. TASK 34-12-34-000-001) and (Ref. TASK
34-12-34-400-001).
R
Subtask 34-12-34-740-052
B. Residual Ground Speed Error

____
- before you start a new alignment.
Record the residual ground speed for each IR at the end of the
flight when the aircraft is fully stopped.
(1) Record the residual ground speed on the ADIRS CDU on the overhead
panel (20VU):
- set the DATA DISPLAY selector switch to TK/GS
- set the SYS DISPLAY selector switch to 1, 2 and 3
- read the related ground speed on the ADIRS CDU display.
NOTE : You can also read the ground speed on the CAPT ND (IR1) and
____
F/O ND (IR2). To read the residual ground speed for IR3 on the
CAPT (F/O) ND, set the ATT HDG selector switch on the
SWITCHING panel (8VU) to CAPT/3 (F/O/3). But, because of DMC
processing, the ground speed value shown on the ND can be
different from the value on the ADIRS CDU by 1 Kt.
(2) Compare the recorded ground speed values with these limits:
(a) If the residual ground speed error is less than 15 Kts:

- the ADIRU is serviceable and no action is necessary.

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(b) If the residual ground speed error is equal to 15 Kts or is
between 15 and 21 Kts:
- it is not necessary to replace the ADIRU but you must do a
second check of the residual ground speed error immediately
after the subsequent flight. If the value is again equal to 15
Kts or is between 15 and 21 Kts, replace the ADIRU (Ref. TASK
34-12-34-000-001) and (Ref. TASK 34-12-34-400-001);
(c) If the residual ground speed error is equal to or more than 21

Kts:
- replace the ADIRU (Ref. TASK 34-12-34-000-001) and (Ref. TASK
34-12-34-400-001).
R
Subtask 34-12-34-740-053
C. Drift Rate
The Drift Rate criteria are directly derived from the RPE removal
criteria, divided by the NAV TIME (T).
(Ref. Fig. 602/TASK 34-12-34-991-009)

____
- before you start a new alignment and
- before you load a new flight plan into the FMGC.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. Push the line key adjacent to the The FMGC page comes into view.
FMGC indication
2. On the keyboard, push the DATA The DATA INDEX page comes into view.
mode key
3. Push the line key adjacent to the The IRS MONITOR page comes into view.
IRS MONITOR indication
4. Record each IRS NAV DRIFT.
5. Close-up
________
Subtask 34-12-34-860-053
(1) Do the ADIRS stop procedure (Ref. TASK 34-10-00-860-005).

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INTENTIONALLY BLANK

R

34-12-34

Page 606
May 01/08

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R ADIRU - Drift Rate - Removal Criteria
R Figure 602/TASK 34-12-34-991-009

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(Ref. TASK 24-41-00-862-002).

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MOUNT - ADIRU - REMOVAL/INSTALLATION
____________________________________
TASK 34-12-51-000-001
Removal of the ADIRU Mount
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
08-22-00-200-001 Precise Leveling

21-26-41-000-001 Removal of the Check Valve (2140HM)
21-26-42-000-001 Removal of the Avionics Equipment Ventilation Duct
21-26-43-000-002 Removal of the Filter Assembly (2081HM,2082HM,2083HM)
21-27-34-000-001 Removal of the Ground Cooling Unit (12HD)
21-27-42-000-001 Removal of the Avionics Equipment Ground Cooling Duct
21-27-51-000-001 Removal of the Ground Cooling Fan (8HD)
34-12-34-000-001 Removal of the ADIRU (1FP1, 1FP2, 1FP3)
34-12-51-991-001 Fig. 401
3. __________
Job Set-up
Subtask 34-12-51-210-050
A. Do the aircraft precise leveling (Ref. TASK 08-22-00-200-001) to put the

aircraft in position to have a 0 degree pitch, 0 degree roll. Use the
standard reference marks of the aircraft (tolerance +/- 5 minutes).
NOTE : You must keep the aircraft in this position during the removal and
____
installation procedures.

R

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Subtask 34-12-51-020-050
B. Remove the ADIRUs 1FP1, 1FP2 and 1FP3 (Ref. TASK 34-12-34-000-001).
4. Procedure
_________
Subtask 34-12-51-020-051
A. Removal of the ADIRU Mount

(Ref. Fig. 401/TASK 34-12-51-991-001)
(1) Remove the nuts (4), the washers (8) and the screws (7) which attach
the bonding leads (5) to the mount (13).
(2) Remove the nuts (14) from the screws (11).
(3) Remove the electrical connectors (12) from the mount (13). Use some
straps to attach the electrical connectors (12).
(4) Put blanking caps on the disconnected electrical connectors.
(5) Remove the nuts (1), the washers (2) and the screws (6).
(6) Lift the mount (13) off its support. Be careful not to cause damage
to the peel shims (3) and the air conditioning pipe (9).
(7) Put marks on the peel shims (3) with a felt-tip pen or equivalent, to
make sure that you put them back in their initial positions when you
install the mount (13).
(8) Remove the nuts (10).
(9) Remove the air conditioning pipe (9).
(10) Remove the mount (13).
Subtask 34-12-51-020-052
B. Removal of the Air Conditioning Pipes and the Ground Cooling Unit (12HD)
(1) Remove the check valve (2140HM) (Ref. TASK 21-26-41-000-001).
(2) Remove the filter assembly (2081HM, 2082HM, 2083HM) (Ref. TASK 21-26-
43-000-002).
(3) Remove the avionics-equipment ground cooling-duct (Ref. TASK 21-27-

42-000-001).

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ADIRU Mount
Figure 401/TASK 34-12-51-991-001

R

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(4) Remove the ground cooling fan (8HD) (Ref. TASK 21-27-51-000-001).
(5) Remove the ground cooling unit (12HD) (Ref. TASK 21-27-34-000-001).
(6) Remove the avionics equipment ventilation-duct (Ref. TASK 21-26-42-

000-001).

R

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TASK 34-12-51-400-001
Installation of the ADIRU Mount
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

3028000 1 CLINOMETER - REPLACED BY P/N 3028011001
950-315 1 DIGITAL PROTRACTOR
R 98D34103000000 1 ALIGNMENT,TOOL-IRU PLATFORM BRACKETS
R 98D34203000000 1 ALIGNMENT,TOOL-MOUNT,ADIRU
B. Expendable Parts
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
5 cotter pins 32-21-01 01 -010

7 packings 32-21-01 01 -075
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
07-11-00-586-002 Lowering of the Aircraft for Maintenance Operations

08-22-00-200-001 Precise Leveling
21-26-41-400-001 Installation of the Check Valve (2140HM)
21-26-42-400-001 Installation of the Avionics Equipment Ventilation
Duct
21-26-43-400-002 Installation of the Filter Assembly
(2081HM,2082HM,2083HM)
21-27-34-400-001 Installation of the Ground Cooling Unit (12HD)
21-27-42-400-002 Installation of the Avionics Equipment Ground Cooling
Duct

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
21-27-51-400-001 Installation of the Ground Cooling Fan (8HD)

34-12-34-400-001 Installation of the ADIRU (1FP1, 1FP2, 1FP3)
34-12-51-991-001 Fig. 401
34-12-51-991-002 Fig. 402
34-12-51-991-003 Fig. 403
3. __________
Job Set-up
Subtask 34-12-51-210-051
A. Make sure that the aircraft is in precise leveling (Ref. TASK 08-22-00-
200-001). Do this procedure to put the aircraft in position to have a 0
degree pitch and a 0 degree roll. Use the standard reference marks of the
aircraft (tolerance +/- 5 minutes).
Subtask 34-12-51-010-050
B. Get Access
(1) Make sure that the access platform is in position in the zone 126 at
the access door 822.
(3) Make sure that the two screws and the protective cover are removed
from the battery power center 105VU.
(4) Make sure that the access platform is in position in the zone 128 at
the access door 824.

R

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Subtask 34-12-51-865-050
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 34-12-51-210-052
A. Heading Check
CAUTION : IF YOU MUST MOVE THE TOOL IN THE AIRCRAFT, BE CAREFUL NOT TO
_______
DAMAGE THE PEEL SHIMS OF THE SUPPORTS OF THE ADIRU MOUNT.
NOTE : Assemble the tool in the aircraft avionics compartment. The

____
assembled tool is too large to go through the access door of the
zone.
(Ref. Fig. 402/TASK 34-12-51-991-002)
R (1) Installation of the ALIGNMENT,TOOL-IRU PLATFORM BRACKETS

R (98D34103000000)
(a) Remove and discard the cotter pins (5).
(b) Remove the nuts (4) and the washers (3).
(c) Remove the flanges (6) from the pintles (1) of the nose gear.
(d) Remove and discard the packings (7) and (2).

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Installation Platform - IRU Brackets
Figure 402/TASK 34-12-51-991-002

R

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(e) Install the support shafts (8) on the pintles (1) of the nose
gear.
(f) Install the washers (3) and the nuts (4).
(g) Install the new cotter pins (5).
(h) Assemble the three parts of the tool (11) with the bolts (9).
NOTE : The left and right parts of the tool are not
____
interchangeable. Make sure that they are installed on the
correct side.
(i) Install the tool (11) on the support shafts (8). To do this:
- tilt the top of the tool (11) forward to engage it on the
support shafts (8).
- let the tool (11) turn down until it touches the surfaces of
the ADIRU mount support.
(j) Install the shim (13) between the tool (11) and the right support
shaft (8) to prevent movement in the Y-axis (Roll) direction.
(k) Install and tighten the knurled nuts (12) on each support shaft
(8).
(2) Heading Check
(a) Manually push the four pins (10) into the inspection bushes of
the tool (11). The pins (10) must go easily in the attachment
holes of the ADIRU mount support.
NOTE : If it is not easy manually to push the four pins (10) into
____
the attachment holes for the ADIRU mount support, there is
a heading angle mismatch.
You must get more information from the Airbus Customer
Service.
R (3) Removal of the ALIGNMENT,TOOL-IRU PLATFORM BRACKETS (98D34103000000)
(a) Remove the four pins (10).
(b) Remove the knurled nuts (12).
(c) Remove the tool (11) and the shim (13) from the support shafts
(8).

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(d) Remove the bolts (9) and disassemble the three parts of the tool
(11).
(e) Remove and discard the cotter pins (5).
(f) Remove the nuts (4) and the washers (3).
(g) Remove the support shafts (8) from the pintles (1) of the nose
gear.
(h) Install the new packings (7) (7) and (2) and the flanges (6) on
the pintles (1) of the nose gear.
(i) Install the washers (3) and the nuts (4).
(j) TORQUE the nuts (4) to between 1.2 and 1.35 m.daN (106.19 and
119.46 Ibf.in).
(k) Install the new cotter pins (5).
Subtask 34-12-51-210-053
B. Flatness Check
(Ref. Fig. 403/TASK 34-12-51-991-003)
(1) If necessary, replace the damaged peel shims (2) . Carefully clean
the sealing bearing on the support surfaces of the ADIRU mount.
Remove the unwanted thickness from the peel shims (2).
R (2) Put the ALIGNMENT,TOOL-MOUNT,ADIRU (98D34203000000) (1) in position

on the three peel shims (2) with the right angle of the tool (1) at
position 2.
(3) Put a CLINOMETER - REPLACED BY P/N 3028011001 (3028000) or DIGITAL

PROTRACTOR (950-315) on the two perpendicular arms of the tool (1).
(4) Adjust the assembly until it is horizontal. To do this, remove the

unwanted thickness from the peel shims (2).
Tolerance for X (pitch)= +/-530 (+/-0.09⁰).
Tolerance for Y (roll)= +/-3.30 (+/-0.06⁰).
(5) Turn the tool (1) 180 degrees until its right angle is at position 4.
(6) Adjust the assembly until it is horizontal. To do this, remove the

unwanted thickness from the peel shims (2).

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Alignment Tool - ADIRU Mount
Figure 403/TASK 34-12-51-991-003

R

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(7) Do a check to make sure that all the assembly is horizontal. If not,
go back to step (2).
R (8) Remove the CLINOMETER - REPLACED BY P/N 3028011001 (3028000) or

R DIGITAL PROTRACTOR (950-315) and the tool (1).
Subtask 34-12-51-420-050
C. Installation of the Air Conditioning Pipes and the Ground Cooling Unit
(12HD)
(1) Install the avionics equipment ventilation-duct (Ref. TASK 21-26-42-

400-001).
(2) Install the ground cooling unit (12HD) (Ref. TASK 21-27-34-400-001).
(3) Install the ground cooling fan (8HD) (Ref. TASK 21-27-51-400-001).
(4) Install the avionics-equipment ground cooling-duct (Ref. TASK 21-27-

42-400-002).
(5) Install the filter assembly (2081HM, 2082HM, 2083HM) (Ref. TASK 21-
26-43-400-002).
(6) Install the check valve (2140HM) (Ref. TASK 21-26-41-400-001).
Subtask 34-12-51-420-051
D. Installation of the ADIRU Mount

(Ref. Fig. 401/TASK 34-12-51-991-001)
(1) Install the air conditioning pipe (9).
(2) Install the nuts (10).
(3) Remove the blanking caps from the electrical connectors.
(4) Install the electrical connectors (12) on the mount (13).
(6) Install the mount (13) on the peel shims (3). Be careful not to cause
damage to the peel shims (3).
(7) Install the screws (6), the washers (2) and the nuts (1).
(8) Install the bonding leads (5), the screws (7) and the washers (8).

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5. Close-up
________
Subtask 34-12-51-420-052
items.
(2) Install the ADIRUs 1FP1, 1FP2 and 1FP3 (Ref. TASK 34-12-34-400-001).
(3) Lower the aircraft (Ref. TASK 07-11-00-586-002).

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AIR DATA - DESCRIPTION AND OPERATION
____________________________________
1. _______
General
The Air Data Reference (ADR) portion of the Air Data/Inertial Reference Unit
(ADIRU) provides main data sources which are air data references for the
aircraft avionics systems.
The ADR receives and processes the outputs of the Air Data Modules (ADM) and
other sensors (Ref. 34-11-00). It computes the aerodynamic parameters in the
form of ARINC 429 low speed buses.
For more details concerning the user systems, ref. 34-12-00.
2. __________________
System Description
A. ADR Operation
(1) General
The ADR software performs five basic computational elements which are
under the air data calculations as follows:
- pressure altitude functions (ALT/ALT rate)
- Mach calculation (M)
- airspeed calculation (CAS/TAS)
- temperature calculation (SAT/TAT)
- output signal processing.
Aircraft-dependent calculations are also included in the operational
software:
- static source error correction
- angle of attack (AOA)
- maximum operating speed (MMO/VMO).
The system tests include continuous in-flight monitoring and
manually-activated test modes. The in-flight monitoring includes test
of:
- input signal integrity
- input interface integrity
- memory integrity
- computational integrity
- output signal integrity.
The continuous monitoring detects and annunciates faults in the ADR
during normal operation.
Faults are stored in BITE history in Non Volatile Memory (N.V.M) and
sent to the Centralized Fault Display System (CFDS) via digital
words.

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(2) Inputs
(a) Digital inputs
1
_ Air Data Modules (ADM) inputs
The ADR receives three input buses from its corresponding ADM.
These buses transmit the following input data words depending
on the ADM installation:
Label 242 : Total Pressure
Label 176 : Left Static Pressure
Label 177 : Right Static Pressure
Label 245 : Averaged Static Pressure.
Each of these words is a 32-bit word with the following
format:
----------------------------------------------------------
| BIT POSITION | DATA |
----------------------------------------------------------
| 1 - 8 | Label |
| 9 - 10 | SDI |
| 11 - 28 | Pressure Value |
| 29 | Sign bit (0 = positive) |
| 30 - 31 | Status matrix |
| 32 | Parity bit |
----------------------------------------------------------
ADM Input Label
These data words are output on all eight Air Data output data
buses and used for calculation of corrected pressure data.
2
_ Flight Control Unit (FCU) inputs
The ADR receives one input bus from the FCU, for digital baro
corrections.
The FCU output bus sends:
BCD label 234 Baro Correction 1(hPa) for CAPT side
BCD label 236 Baro Correction 2(hPa) for F/O side.
Each ADR receives the two FCU output bus according to the
discrete selection as explained in Para. 2.A.(2)(c) (discrete
inputs).
Each of these words is a 32-bit BCD word with the following
format:

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-----------------------------------------------------------
| BIT POSITION | DATA |
-----------------------------------------------------------
| 1 - 8 | Label |
| 9 - 10 | SDI |
| 11 - 28 | Value |
| 29 | Sign bit |
| 30 - 31 | Status matrix |
| 32 | Parity |
-----------------------------------------------------------
FCU Input Label
3
_ Centralized Fault Display Interface Unit (CFDIU) input
For maintenance purposes, the ADR receives one input bus from
the CFDIU.
For more details, ref. 34-18-00.
4
_ Air Data Reference (ADR) input
Each ADR receives two intercommunication buses from the other
ADRs for cross channel comparison purpose.
(b) Analog inputs
1
_ Total Air Temperature (TAT) input
The ADR measures the resistance of the sensing element of the
TAT sensor (Ref. 34-11-00).
The ADR subtracts a fixed value (1.04 ohm) from the measured
input resistance to compensate for aircraft wiring resistance.
2
_ Angle of Attack (AOA) inputs
(Ref. Fig. 001)
The ADR receives two resolver inputs for angle of attack
computation.
The following requirements apply to the analog resolver
inputs:
- load: 15 kilohms minimum
- reference: 26V, 400 Hz (same as AOA)
- transformer ratio: 0.415 nominal plus or minus 10 %
- phase shift: 8.8 to 30 deg. leading
- source impedance:
Zro = A + jB A less than 315, B less than 725
Zso = C + jD C less than 150, D less than 165
- voltage range: 23 to 31.7 VRMS
- peak factor: 1.31 to 1.51
- electrical range input: plus or minus 60 deg.

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AOA/ADR Wiring
Figure 001

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3
_ Analog baro correction inputs.
The ADR receives three resolver inputs for analog baro
correction (from the altimeter for example).
These inputs are not used.
(c) Discrete inputs

For pin assignment, Ref. 34-12-00.
The ADR is provided with the following input discretes:
----------------------------------------------------------------
| INPUT SIGNAL | INPUT | INPUT DEFINITION |
----------------------------------------------------------------
| ADR ARINC Filter Select | Open/GND | Type A/Type B |
| CFDS Message Select | Open/GND | Active/Not Active |
| SDI LSB (Middle Insert) | Open/GND | 0/1 |
| SDI MSB (Middle Insert) | Open/GND | 0/1 |
| Pitot Probe Ht Disc | Open/GND | No Fault/Fault |
| Right Static Ht Disc | Open/GND | No Fault/Fault |
| Left Static Ht Disc | Open/GND | No Fault/Fault |
| TAT Ht Disc | Open/GND | Off/On |
| AOA 1 Ht Disc | Open/GND | No Fault/Fault |
| AOA Average/Unique | Open/GND | Average/Unique |
| VMO/MMO Disc 1 | Open/GND | No/Yes |
| SSEC Alternate Disc A | Open/GND | No/Yes |
| SSEC Alternate Disc B | Open/GND | N0/Yes |
| AOA Alternate Disc 1A | Open/GND | Off/On |
| AOA Alternate Disc 1B | Open/GND | Off/On |
| Baro Port A | Open/GND | Port B/Port A |
| Zero MACH SSEC | Open/GND | Use SSEC/Ignore SSEC |
| Zero AOA SSEC | Open/GND | Use SSEC/Ignore SSEC |
| AIR FRM ID Code 1/0 |Open/A.I.Com | No/Yes |
| AIR FRM ID Code Parity |Open/A.I.Com | No/Yes |
| ADR Remote Test | Open/GND | No Test/Test |
| ADR OFF DISCR Input | Open/GND | Released/Pressed |
| Dual Baro | Open/GND | Sgl Port/Dual Port |
| Baro Analog/Digital Sel.| Open/GND | Digital/Analog |
| Baro Corr. 3 Active | Open/GND | Not Active/Active |
----------------------------------------------------------------

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----------------------------------------------------------------
----------------------------------------------------------------
Discrete Input Signal
NOTE : Open means either a high logic voltage level or the

____
binary zero state.
GND means either a low logic voltage level or the
binary one state.
A.I. Com means grounded to the Aircraft Ident Common
pin through a resistance of 10 ohms or less.
For program pin inputs other than Aircraft I.D., GND
means grounded to the Program Pin Common pin through a
resistance of 10 ohms or less.
1
_ ADR ARINC Filter Select discrete
This discrete is used to select the characteristics of the ADR
output filter.
Two sets of characteristics are available:
Open/Ground = Type A/Type B.
The A/C is defined with the ADR ARINC filter select discrete
open.
--------------------------------------------------------------
| | | TYPE A | TYPE B |
| OCTAL | | MAXIMUM | MAXIMUM |
| LABEL | SIGNAL | 3db FILTER | 3db FILTER |
| | | BANDWIDTH | BANDWIDTH |
| | | (HZ)(1) | (HZ) |
--------------------------------------------------------------
| 203 |Altitude | 8 | 3 |
| 204 |Baro Cor. Alt. 1 | 8 | 3 |
| 205 |Mach | 8 | 3 |
| 206 |Computed Airspeed | 8 | 3 |
| 207 |Max Allow. Airspeed | 8 | 8 |
| 210 |True Airspeed | 8 | 3 |
| 211 |Total Air Temp | 4 | 3 |
| 212 |Altitude Rate | 1.8 | 1.8 |
| 213 |Static Air Temp | 4 | 3 |
| 215 |Impact Pressure | 8 | 3 |
| 220 |Baro Cor. Alt. 2 | 8 | 3 |
| 221 |Ind. Angle of Attack | 8 | 3 |
| 241 |Cor. Angle of Attack | 8 | 3 |
| 242 |Total Pressure | N/A (2) | N/A (2) |
| 176 |Left Static Pressure | N/A (2) | N/A (2) |
| 177 |Right Static Pressure | N/A (2) | N/A (2) |
| 245 |Uncorr Avg Static Pressure| N/A (2) | N/A (2) |

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--------------------------------------------------------------
| | | (HZ)(1) | (HZ) |
--------------------------------------------------------------
| 246 |Corr Avg Static Pressure | N/A (2) | N/A (2) |
| 251 |Baro Cor. Alt. 3 | 8 | 3 |
--------------------------------------------------------------
ADR Output Filter Characteristics
NOTE : (1) Filters present only as provisions, except for

____
Altitude Rate.
(2) Filtering of pressure data is performed by the ADM.
2
_ CFDS Message Select discrete
Open/Ground = CFDS message.
When open, this discrete, is used to select and display fault
messages.
3
_ Source Data Identifier (SDI) program pins
These discretes code the installation side of the ADIRU. This
item of information is used to choose the appropriate
correction laws (for Static Source Error Correction (SSEC) and
corrected angle of attack).
The following table gives the ADR side according to the SDI:
--------------------------------------------------------
| DEBOUNCED STATUS | | |
|-----------------------------| SDI | ADIRU |
| SDI-MSB | SDI-LSB | CODE | NUMBER |
|------------------------------------------------------|
| OPEN | GND | 01 | 1 |
| GND | OPEN | 10 | 2 |
| GND | GND | 11 | 3 |
--------------------------------------------------------
ADR SDI Code
4
_ sensor heat status discretes
These discrete inputs are used to provide the sensors heat
status to the ADR.
These discretes are of the open/ground type.
When the TAT HEAT DISC is grounded, the TAT sensor is heated.
When one of the STATIC, PITOT or AOA HEAT discretes is
grounded, it means that the output of the Probe Heat Computer

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(PHC) heating power supply is faulty and that the concerned
probe is no longer heated.
In this case, the ADR operates as a relay which sends these
information signals to the FWC for warning purposes.
5
_ AOA Average/Unique program pin
The ADR uses the AOA Average/Unique program pin to determine
whether one or two angle of attack resolver inputs are used
for angle of attack computations. When this program pin
indicates Unique, the ADR uses only a single angle of attack
input.
If this first AOA input fails, the ADR uses the opposite AOA
input, as shown in table below. When this program pin
indicates Average, the ADR calculates angle of attack based
on the average of the angle of attack inputs 1 and 2.
-------------------------------------------------------
| SYSTEM | INITIAL NON-FAULT | INPUT TO ADR |
| NUMBER | INPUT TO ADR | AFTER FAULT |
-------------------------------------------------------
| 1 | input number 1 | input number 2 |
-------------------------------------------------------
AOA Resolver Input
The characteristics of these discretes are OPEN/GROUND =

AVERAGE/UNIQUE.
The A/C is defined with the AOA average/unique discrete
grounded.
6
_ VMO/MMO Program Discretes 1 through 4
These discretes are used to select alternate VMO/MMO levels.
There are four alternates and a basic VMO/MMO for each
aircraft type. Table below defines VMO/MMO versus state of the
VMO/MMO program discretes.
With no VMO/MMO discretes in the ground state (yes) the ADR
defaults to the BASIC LAW values for VMO/MMO.
Only one of the four VMO/MMO program discretes can be in the
ground state at any one time.
If more than one VMO/MMO program discrete is in the ground
state at any one time, the ADR defaults to the lowest
available alternate condition.
7
_ on the A/C only the VMO/MMO DISC 2 is available and is
provided by the L/G DOWN VMO/MMO SELECTION switch (22FP).

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The normal position of this switch is open and it is grounded
after crew action for particular flights (ferry flight for
example).
Table below defines VMO/MMO state according to the switch
22FP.
----------------------------------------------------------
| | VMO | MMO | SWITCH |
| LAW | (kts) | (Mach) | 22FP |
----------------------------------------------------------
| BASIC | 350 | 0.82 | OPEN |
| ALT 1 | | | |
| ALT 2 | 235 | 0.60 | GROUND |
| ALT 3 | | | |
| ALT 4 | | | |
----------------------------------------------------------
VMO/MMO Selection
8
_ SSEC Alternate discrete
The ADR is provided with two Static Source Error Correction
(SSEC) data sets stored in the computer, for each SDI and each
aircraft type, one for use in normal conditions and the
other for use in alternate conditions.
With the two SSEC selection discretes open (no), the ADR
employs the normal SSEC curve for the aircraft type in which
it is installed. With the two SSEC selection discretes
grounded (yes), the ADR employs the alternate condition
curve.
9
_ AOA Alternate discrete
The ADR uses the alternate discrete inputs from the two
redundant SFCCs to select the angle of attack correction which
is appropriate for the current slat and flap settings.
Three laws are available for each aircraft type and SDI:
- the normal law is activated when all the discretes are open
- the alternate 1 law is activated when discretes 1A and 2A
are grounded
- the alternate 2 law is activated when discretes 1A, 2A, 1B
and 2B are grounded.
10
__ Baro Port A discrete
The ADR uses this discrete to select which ARINC 429 port is
used as a source for all baro-correction input data.
If this discrete is grounded, the baro port A is selected.
If this discrete is open, the baro port B is selected.

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The A/C is wired with this discrete grounded (Ref. Dual Baro
discrete).
11
__ Dual Baro discrete
If this discrete is grounded, the baro port A and the baro
port B are selected and the baro port A discrete selection is
overriden. If this discrete is open, the baro port A or the
baro port B is selected depending on the baro port A discrete
selection. The A/C is wired with this discrete is open.
12
__ Zero MACH SSEC discrete
The ADR uses this discrete to select the SSEC as a function of
Mach. When this program pin indicates Use SSEC (open), the
SSEC as a function of Mach is computed. When this program pin
indicates Ignore SSEC (ground), the ADR uses zero correction.
The A/C is wired with this discrete open.
13
__ Zero AOA SSEC discrete
angle of attack. When this program pin indicates Use SSEC
(open), the SSEC as a function of AOA is computed. When this
program pin indicates Ignore SSEC (ground), the ADR uses zero
correction.
14
__ AIR FRM ID Code discrete
The ADR uses input discretes to identify the aircraft (type,
engine model) on which the ADIRU is fitted, and to select the
appropriate set of correction laws for Static Source Error
Correction (SSEC) and AOA corrections.
The ADIRU memory has the capacity to store 128 different sets
of laws.
To perform this coding, the ADR wires seven input discretes
and one discrete for parity to a common.
15
__ ADR Remote Test discrete
The ADR uses one discrete to select the remote test by
external control.
When this discrete is open, the test is not activated.
When this discrete is grounded, the test is activated.
The A/C is wired with this discrete open (unused).
The test is activated via the CFDIU (Ref. 34-18-00).

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16
__ ADR OFF DISCR input discrete
The ADR uses this discrete input to toggle its state between
ON and OFF. When the ADR is OFF, the output buses are disabled
and the ADR FAULT annunciator is inhibited whenever the
momentary action ADR pusbutton switch is pushed. When the ADR
is ON, the output buses output data and the ADR FAULT legend
operates normally. The ADR OFF DISCR input does not modify Air
Data computation.
17
__ Baro Analog/Digital Sel discrete
The ADR uses this discrete to select either the analog or
digital baro correction.
When this discrete is grounded, the analog baro correction is
selected.
When this discrete is open, the digital baro correction is
selected.
18
__ Baro Corr 3 Active discrete
The ADR uses this discrete to determine for BITE purposes
whether the baro correction 3 is connected or not.
When the discrete is grounded, the baro correction 3 is
connected.
When the discrete is open, the baro correction 3 is not
connected.

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(3) Acquisition and processing of the sensor inputs
(a) Pressure computation

(Ref. Fig. 002)
Based on pressure raw data received from the ADM (Ref. para.
2.A.(2)(a)1), the software converts the asynchronous pressure
inputs into regularly-scheduled pressure data.
During correction of static pressures, the software calculates
the limited left, right and average static pressures in a range
of 100 to 1100 hPa from the ADM inputs.
From the average static pressure (Psm), the software calculates
the corrected static pressure based on the SSEC factor:
( G1 G2 )
Psc = Psm (1 + ---- + ----)
( 1000 1000)
- G1 depends on flaps and Mach is interpolated in a table (2
flaps position and 19 Mach values are considered)
- G2 depends on Mach and AOA corrected and is interpolated in a
table (6 AOA values and 18 Mach values are considered).
The correct SSEC factor depends on the sensors location and on
the aircraft configuration.
The ADR memory contains several tables and the appropriate one is
selected according to the following input discretes:
. SDI
. aircraft Ident
. SSEC Alternate.
Two input discretes can be used to force the SSEC factor to be
independent from AOA or Mach:
. zero MACH SSEC
. zero AOA SSEC.
Ref. Para. 2.A.(2)(c) for more details.
The results of the above computation is available on these output
labels:
. label 176 Left Static Pressure
. label 177 Right Static Pressure
. label 242 Total Pressure
. label 245 Averaged Static Pressure
. label 246 Corrected Static Pressure

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Pressure Computation - Block Diagram
Figure 002

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(b) Temperature computation
(Ref. Fig. 003)
The resistance measured by the ADR and compensated for aircraft
wiring is then converted into a temperature value (TAT) according
to the Callender-Van Dusen equation given for a 500 ohm platinum
sensing element:
- -
| 3|
Rt | (TAT ) (TAT ) (TAT ) (TAT) |
-- = 1 + a | TAT - d (--- -1) (--- ) - b (--- -1) (---) |
Ro | (100 ) (100 ) (100 ) (100) |
- -
TAT = temperature in deg.C (TAT)
Rt = Resistance at temperature TAT
Ro = Resistance at 0 deg.C = 500 ohm
a = 0.003832
d = 1.81
b = 0.1 for temperature below 0 deg.C
b = 0 for temperature above 0 deg.C
The computation also compensates the TAT value for heating
effect. The ADR knows when the sensor is heated by the state of
the TAT Heat input discrete from the PHC. The heating
compensation law is provided by the TAT sensor supplier and
varies according to Mach and air density.
The PHC 1 controls the heating of the TAT sensor 1 and the PHC 2
controls the heating of the TAT sensor 2. On the ground, the
sensors are not heated (Ref. 30-31-00 for more details).
The result of the above computation is available on the following
output labels:
- label 211 Total Air Temperature (BNR)
- label 231 Total Air Temperature (BCD).

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Temperature (TAT) Computation - Block Diagram
Figure 003

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(c) AOA computation
(Ref. Fig. 004)
The A/C is wired in the AOA unique selection, so the ADR computes
the AOA with the reading of one resolver. The second resolver is
used as a back-up. The monitoring function is described in 34.18.
The ADR determines the corrected angle of attack value which
depends on the system number and the slat/flap position.
For a CAS less than 60 kts: AOAc = 0 and status matrix is coded
NCD.
For a CAS more than or equal to 60 kts, the corrected angle of
attack is calculated as follows:
AOA ind
AOAc = ------- + I
K
where:
AOA ind = Indicated Angle of Attack (Ref. 34-11-00 for
the relation between resolver and AOA indication)
K, I = Correction coefficients which depend on system
number, slat and flap configuration and magnitude
AOA indication.
The configuration is defined by the status of four input
discretes (Ref. 2.A.(2)(c)).
The results of the above computation is available on the labels:
- label 221 = Indicated Angle of Attack
- label 241 = Corrected Angle of Attack

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SFCC/AOA - AOA Alternate Discrete Signals
Figure 004

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(4) Parameter computation
(a) General
The operational software of the ADR performs the following
computations:
- pressure altitude and pressure altitude rate function (ALT)
- Mach function (M)
- airspeed function (CAS/TAS)
- temperature function (SAT/TAT)
- maximum operating speed function (VMO/MMO).
(b) Altitude computation

The ADR software computes these different parameters:
label 203 Pressure Altitude
label 212 Altitude Rate
label 204 Baro Corrected Altitude 1 (CAPT)
label 220 Baro Corrected Altitude 2 (F/O)
label 235 Baro Correction In Hg 1 (CAPT)
label 237 Baro Correction In Hg 2 (F/O)
1
_ Altitude pressure and altitude rate computation
(Ref. Fig. 005)
The altitude is derived from the corrected static pressure.
The conversion from pressure to altitude is based on the
geopotential altitude tables of the US Standard Atmosphere,
1962. The accepted range is (-2000 ft, +50,000 ft).
The altitude rate is calculated by multiplying the rate of
change of the corrected static pressure by the derivative of
altitude with respect to corrected static pressure:
dH d Ps dH
-- = ---- x ----
dt dt d Ps
2
_ Corrected altitude computation
(Ref. Fig. 006)
The ADR receives the baro correction introduced on the FCU by
each crew member. The ADR uses the values in hPa (labels 234
and 236 from the FCU).
The ADR also converts these values into inches of mercury (in.
Hg) and the result is sent on the output labels 235, 237.
The corrected altitude is calculated by a shift of the
pressure altitude to a value corresponding to the entered baro
correction. The result is sent on label 204 for CAPT baro
corrected altitude and label 220 for F/O baro corrected
altitude.

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Altitude and Altitude Rate Computation - Block Diagram
Figure 005

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Corrected Altitude Computation - Block Diagram
Figure 006

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(c) CAS/Mach computation
(Ref. Fig. 007)
label 206 Computed Airspeed
label 205 Mach
label 207 Maximum Allowable Airspeed.
The CAS and Mach computation is based on the conversion of the
impact pressure:
impact pressure = Pt - Ps.
- the CAS computation converts input of impact pressure to output
corresponding to computed airspeed with:
______________________
/ Qc 2/7
CAS = Cso X V 5 X ((-- + 1) - 1)
Po
CAS = Computed Airspeed in knots
Cso = Speed of sound under standard day sea level
conditions = 661.4746 kts
Qc = Impact pressure in hPa
Po = Standard day sea level pressure = 1013.25 hPa
For accuracy reason, the CAS is output with a valid (NO) SSM
only after 30 kts. If the CAS is below 30 kts, the label 206
indicates 0 kt with SSM = NCD.
- the Mach computation converts Qc/Ps to Mach, with:
_______________________
/ Qc 2/7
MACH = V 5 ((-- + 1) - 1)
Ps
MACH = Mach number
Qc/Ps = Ratio of impact pressure to static pressure
If Mach is below 0.1, the label 205 indicates 0 with SSM = NCD.

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CAS/Mach Computation - Block Diagram
Figure 007

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(d) SAT/TAS computation
(Ref. Fig. 008)
The ADR software calculates these different parameters:
label 213 BNR Static Air Temperature (SAT)
label 233 BCD Static Air Temperature (SAT)
label 210 BNR True Airspeed (TAS)
label 230 BCD True Airspeed (TAS).
- the calculation of the BNR SAT converts TAT to SAT with:
TAT
SAT = --------- - 273.15
2
1 + 0.2M
SAT = Static Air Temperature (in deg. C)
TAT = Total Air Temperature (in deg. Kelvin)
M = Mach number (corrected for static source error)
- the calculation converts Static Air Temperature from BNR to BCD
format.
- the calculation of the BNR TAS converts Mach and SAT to TAS
with:
___
/
TAS = 38.96695 x M x V SAT
TAS = True Airspeed (in knots)
M = Mach Number (corrected for Static Source Error)
SAT = Static Air Temperature (in deg. Kelvin)
- the calculation converts True Airspeed from BNR to BCD format.
For accuracy reason, the TAS is output with a valid (N.O) SSM
only after 60 kts. If TAS is below 60 kts, the label 210
(e) VMO/MM0 computation

(Ref. Fig. 009)
The software determines the normal or alternate VMO/MMO law
selected by the VM0/MM0 input 2 discrete state; then it computes
the label 207 Maximum Allowable Airspeed.
This airspeed is based on the Maximum Allowable Airspeed under a
certain altitude and on the Maximum Allowable Mach above this
altitude. It is always indicated in knots and decreases when the
altitude increases.
NOTE : At a constant Mach, the Vc value decreases when the

____
altitude increases.

EFF :

001-012, 014-099, 34-13-00

Page 23
Config-1 May 01/06

IAC
SAT/TAS Computation - Block Diagram
Figure 008

EFF :

001-012, 014-099, 34-13-00

Page 24
Config-1 May 01/06

IAC
VMO/MMO Computation - Block Diagram
Figure 009

EFF :

001-012, 014-099, 34-13-00

Page 25
Config-1 May 01/06

IAC
(5) ADR data outputs
The ADR data outputs are transmitted in two forms: digital and
discrete.
(a) Digital form

The table below contains all the output parameters in the digital
form.
- EQ.SYS.LAB.SDI : (SDAC, FWC, DMC...) output label for which the
- RANGE ACCURACY : measurement range Maximum value transmitted.
When the digital value changes, the change step is equal to the
accuracy
- UNIT : unit in which the digital value is transmitted
- SIG BIT : indicates whether a sign bit is available
- BITS : number of bits used by the parameter in the label
- UPD/MSEC : output transmission interval. The refresh rate is
- CODE:
HYB: mixed code.

EFF :

001-012, 014-099, 34-13-00

Page 26
Config-1 May 01/06

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 176 |L STATIC |W2048 |hPa | | 16 |125 |BNR | | |
| |PRESSURE |100 to 1100 | | | | | | | |
| | |R 0.03125 | | | | | | | |
| | |+/- 0.3 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 177 |R STATIC |W2048 |hPa | | 16 |125 |BNR | | |
| |PRESSURE |100 to 1100 | | | | | | | |
| | |R 0.03125 | | | | | | | |
| | |+/- 0.3 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 203 |ALTITUDE |W+/- 131072 | ft | 29 | 17 | 62 |BNR | ALT | |
| |1013.25mb |-2000 to | | | | | | | |
| | | 50000 | | | | | | | |
| | |R 1 | | | | | | | |
| | |+/-30 | | | | | | | |
| | |(30,000) | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 204 |BARO CORR |W+/- 131072 | ft | 29 | 17 | 62 |BNR | | |
| |ALT 1 |-2000 to | | | | | | | |
| | | 50000 | | | | | | | |
| | |R 1 | | | | | | | |
| | |+/-30 | | | | | | | |
| | |(30,000) | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 205 |MACH |W4096 |Mach| | 16 |125 |BNR | MN | |
| | |0.1 to 1.00 | | | | | | | |
| | |R 6.25 E-5 | | | | | | | |
| | |+/-0.010 | | | | | | | |
| | |(0.1) | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 206 |COMPUTED |W1024 |Kts | | 14 |125 |BNR | CAS | |
| |AIRSPEED |30 to 450 | | | | | | | |
| | |R 0.0625 | | | | | | | |
| | |1.5 (100) | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 207 |MAXIMUM |W1024 |Kts | | 12 |125 |BNR | | |
| |ALLOWABLE |150 to 450 | | | | | | | |
| |AIRSPEED |R 0.25 +/- 1| | | | | | | |

EFF :

001-012, 014-099, 34-13-00

Page 27
Config-1 May 01/06

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 210 |TRUE |W2048 |Kts | | 15 |125 |BNR | | |
| |AIRSPEED |60 to 599 | | | | | | | |
| | |R 0.0625 | | | | | | | |
| | |+/- 3 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 211 |TOTAL AIR |W +/- 512 |Deg.| 29 | 11 |500 |BNR | TAT | |
| |TEMP |-60 to 99 |C | | | | | | |
| | |R 0.25 | | | | | | | |
| | |+/- 0.5 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 212 |ALTITUDE |W+/- 32768 |ft/ | 29 | 11 | 62 |BNR | | |
| |RATE |-20,000 to |mn | | | | | | |
| | |20,000 | | | | | | | |
| | |R 16.0 | | | | | | | |
| | |+/- 30 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 213 |STATIC AIR|W+/- 512 |Deg.| 29 | 11 |500 |BNR | SAT | |
| |TEMP |-99 to +80 |C | | | | | | |
| | |R 0.25 | | | | | | | |
| | |+/- 1 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 215 |IMPACT |W512 |hPa | | 14 |125 |BNR | | |
| |PRESSURE |0 to 371.5 | | | | | | | |
| | |R 0.03125 | | | | | | | |
| | |+/- 0.5 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 220 |BARO CORR |W +/- 131072| ft | 29 | 17 | 62 |BNR | | |
| |ALT 2 |-1000 to | | | | | | | |
| | | 50000 | | | | | | | |
| | |R 1 | | | | | | | |
| | |30 (30,000) | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 221 |IND ANGLE |W +/- 180 |Deg.| 29 | 12 | 62 |BNR | | |
| |OF ATTACK |-35 to +85 | | | | | | | |
| | |R 0.0439 | | | | | | | |
| | |+/- 0.25 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|

EFF :

001-012, 014-099, 34-13-00

Page 28
Config-1 May 01/06

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| 230 |TRUE |W +/- 799 |Kts | | 3 |500 |BCD | | |
| |AIRSPEED |60 to 599 | | | | | | | |
| | |R 1 | | | | | | | |
| | |+/- 3 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 231 |TOTAL AIR |W +/- 799 |Deg.| | 2 |500 |BCD | | |
| |TEMP |-60 to 99 |C | | | | | | |
| | |R 1 | | | | | | | |
| | |+/- 1 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 233 |STATIC AIR|W +/- 799 |Deg.| | 2 |500 |BCD | | |
| |TEMP |-99 to +80 |C | | | | | | |
| | |R 1 +/- 1 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 234 |BARO |W +/- 7999.9|hPa | | 5 |500 |BCD | | |
| |CORRECT 1 |745 to 1100 | | | | | | | |
| | |R 0.1 | | | | | | | |
| | |+/- 0.25 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 235 |BARO |W +/- 79.999|inHg| | 5 |500 |BCD | | |
| |CORRECT 1 |22.0 to 32.5| | | | | | | |
| | |R 0.001 | | | | | | | |
| | |+/- 0.0074 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 236 |BARO |W +/- 7999.9|hPa | | 5 |500 |BCD | | |
| |CORRECT 2 |745 to 1100 | | | | | | | |
| | |R 0.1 | | | | | | | |
| | |+/- 0.25 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 237 |BARO |W +/- 79.999|inHg| | 5 |500 |BCD | | |
| |CORRECT 2 |22.0 to 32.5| | | | | | | |
| | |R 0.001 | | | | | | | |
| | |+/- 0.0074 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 241 |CORRECTED |W +/- 180 |Deg.| 29 | 12 | 62 |BNR | AOA | |
| |ANGLE OF |-35 to +85 | | | | | | | |
| |ATTACK |R 0.0439 | | | | | | | |

EFF :

001-012, 014-099, 34-13-00

Page 29
Config-1 May 01/06

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | |+/- 0.25 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 242 |TOTAL |W2048 |hPa | | 16 |125 |BNR | | |
| |PRESSURE |135.5 to | | | | | | | |
| | |1354.5 | | | | | | | |
| | |R 0.03125 | | | | | | | |
| | |+/- 0.25 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 245 |UNCRCTD |W2048 |hPa | | 16 |125 |BNR | | |
| |AVG STAT |100 to 1100 | | | | | | | |
| |PRESSURE |R 0.03125 | | | | | | | |
| | |+/- 0.3 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 246 |CORCTD |W2048 |hPa | | 16 |125 |BNR | | |
| |AVG STAT |100 to 1100 | | | | | | | |
| |PRESSURE |R 0.03125 | | | | | | | |
| | |+/- 0.3 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 270 |DSCT WORD | | | | |500 |DIS | | |
| | 1 | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 271 |DSCT WORD | | | | |500 |DIS | | |
| | 2 | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 272 |DSCT WORD | | | | |500 |DIS | | |
| | 3 | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 350 |MAINT WORD| | | | |500 |DIS | | |
| | 1 | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 351 |MAINT WORD| | | | |500 |DIS | | |
| | 2 | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 352 |MAINT WORD| | | | |500 |DIS | | |
| | 3 | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 155 |MAINT WORD| | | | |500 |DIS | | |
| | 4 | | | | | | | | |

EFF :

001-012, 014-099, 34-13-00

Page 30
Config-1 May 01/06

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 356 |FAULT STAT| | | | | |ISO | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 377 |EQPT IDENT| | | | |500 |HEX | | |
-------------------------------------------------------------------------------
Output Label
--------------------------------------------------------------------------
| BIT N⁰ | FUNCTION | 1 = GND | 0 = OPEN |
--------------------------------------------------------------------------
| 11 | Icing Detector Heat | NO FAULT | FAULT |
| 12 | Pitot Probe Heat | NO FAULT | FAULT |
| 13 | ADR FAULT | FAULT | NO FAULT |
| 14 | Right Static Heat | NO FAULT | FAULT |
| 15 | Left Static Heat | NO FAULT | FAULT |
| 16 | TAT Heat | HEAT | NO HEAT |
| 17 | AOA 1 Heat | NO FAULT | FAULT |
| 18 | AOA 2 Heat | NO FAULT | FAULT |
| 19 | Overspeed Warning | WARN | NO WARN |
| 20 | Spare (Primary AOA Fault) | | |
| 21 | AOA Average/Unique | UNIQUE | AVERAGE |
| 22 | VMO/MMO 1 | YES | NO |
| 23 | VMO/MMO 2 | YES | NO |
| 24 | VMO/MMO 3 | YES | NO |
| 25 | VMO/MMO 4 | YES | NO |
| 26 | SSEC Alternate Select 1 | YES | NO |
| 27 | SSEC Alternate Select 2 | YES | NO |
| 28 | Baro Port A Select | Port A | Port B |
| 29 | Zero Mach SSEC Select | YES | NO |
--------------------------------------------------------------------------
Label 270 - Discrete Word 1

EFF :

001-012, 014-099, 34-13-00

Page 31
Config-1 May 01/06

IAC
--------------------------------------------------------------------------
--------------------------------------------------------------------------
| 11 | Zero AOA SSEC Select | YES | NO |
| 12 | AOA Test Active | ACTIVE | NOT ACTIVE |
| 13 | Low Speed Warning 1 | FAST | SLOW |
| 16 | Low Speed Warning 4 | SLOW | FAST |
| 17 | Spare | | |
| 18 | Spare | | |
| 19 | Spare | | |
| 20 | AOA Correction 1A | YES | NO |
| 21 | AOA Correction 1B | YES | NO |
| 22 | AOA Correction 2A | YES | NO |
| 23 | AOA Correction 2B | YES | NO |
|24 to 29| Spare | | |
--------------------------------------------------------------------------
--------------------------------------------------------------------------
--------------------------------------------------------------------------
| 11 | SDI 2 | GROUND | OPEN |
| 12 | SDI 1 | GROUND | OPEN |
| 13 | Dual Baro Select | INPUT A | INPUT B |
| 14 | Analog Baro Select | YES | NO |
| 15 | Spare IDSC 1 | GROUND | OPEN |
| 18 | Baro 3 Present | PRESENT | ABSENT |
| 20 | CFDS Select | NOT ACTI.| ACTIVE |
| 21 | ADR Filter Select | FILTERED | NOT |
| 22 | BITE Memory Clear Enable | ENABLE | DISABLE |
| 23 | BITE Write Inhibit | INHIBIT | ENABLE |
| 24 | ADR Interface Test | TEST | NORMAL |
| 25 | ADR Off Command | GROUND | OPEN |
| 26 | Reserved | | |
| 27 | ADR On/Off Status | ON | OFF |
| 28 | Spare | | |
| 29 | Spare | | |
--------------------------------------------------------------------------

EFF :

001-012, 014-099, 34-13-00

Page 32
Config-1 May 01/06

IAC
-------------------------------------------------------------------------
-------------------------------------------------------------------------
| 11 | A/C ID Code 32/0 | GROUND | OPEN |
|13 to 23| Spare | | |
| 29 | A/C ID Parity | GROUND | OPEN |
-------------------------------------------------------------------------
-------------------------------------------------------------------------
| BIT N⁰ | FUNCTION |
-------------------------------------------------------------------------
| 11 | = 0 -- |
| 12 | = 1 | LSD = 6 |
| 13 | = 1 | |
| 14 | = 0 -- |
| 15 | = 0 -- |
| 16 | = 0 | MSD = 0 |
| 17 | = 0 | |
| 18 | = 0 -- |
|19 to 29| Spare |
-------------------------------------------------------------------------
Label 377 - Equipment Ident

EFF :

001-012, 014-099, 34-13-00

Page 33
Config-1 May 01/06

IAC
**ON A/C 001-012, 014-028,
- On the ground the output labels are in the following state:
--------------------------------------------------------------------------
| LABEL | PARAMETER DEFINITION | SSM | ON GND CRITERION |
|-------------------------------------------------------------------------
| 203 | Altitude | NO | |
| 204 | Baro Corr Alt 1 | NO | |
| 205 | Mach | NCD | 0 Mach less than 0.1 |
| 206 | Computed Airspeed | NCD | 0 kt CAS less than 30 kts |
| 207 | Max Allowable Airspeed | NO | |
| 210 | True Airspeed | NCD | 0 kt CAS less than 60 kts |
| 211 | Total Air Temp | NO | |
| 212 | Altitude Rate | NO | |
| 213 | Static Air Temp | NO | |
| 215 | Impact Pressure | NO | |
| 221 | Indicated AOA | NCD | NOTE CAS less than 60 kts |
| 234 | Baro Corr (hPa) 1 & 2 & 3| NO | |
| 236 | Baro Corr (hPa) 2 | NO | |
| 034 | Baro Corr (hPa) 3 | NO | |
| 235 | Baro Corr (in.Hg) 1 | NO | |
| 237 | Baro Corr (in.Hg) 2 | NO | |
| 035 | Baro corr (in.Hg) 3 | NO | |
| 241 | Corrected AOA | NCD | 0⁰ CAS less than 60 kts |
| 242 | Total Pressure | NO | |
| 176 | L. Static Pressure | NO | |
| 177 | R. Static Pressure | NO | |
| 245 | Uncrctd Avg Stat Pressure| NO | |
| 246 | Corctd Avg Stat Pressure | NO | |
| 155 | Discrete words | NO | |
| 356 | Fault Status | N/A | N/A |
--------------------------------------------------------------------------
Output Label Value on Ground

EFF :

001-012, 014-028, 34-13-00

Page 34
Config-1 May 01/06

IAC
**ON A/C 029-099,
- On the ground the output labels are in the following state:
--------------------------------------------------------------------------
|-------------------------------------------------------------------------
| 203 | Altitude | NO | |
| 205 | Mach | NCD | 0 Mach less than 0.1 |
| 206 | Computed Airspeed | NCD | 0 kt CAS less than 30 kts |
| 207 | Max Allowable Airspeed | NO | |
| 212 | Altitude Rate | NO | |
| 215 | Impact Pressure | NO | |
| 221 | Indicated AOA | NCD | NOTE CAS less than 60 kts |
| 234 | Baro Corr (hPa) 1 & 2 & 3| NO | NOTE Baro correction and |
| 236 | Baro Corr (hPa) 2 | NO | Baro altitude are |
| 034 | Baro Corr (hPa) 3 | NO | initialized to NCD. These |
| 235 | Baro Corr (in.Hg) 1 | NO | labels are coded NO for a |
| 237 | Baro Corr (in.Hg) 2 | NO | few seconds at power up |
| 035 | Baro corr (in.Hg) 3 | NO | |
| 241 | Corrected AOA | NCD | 0⁰ CAS less than 60 kts |
| 242 | Total Pressure | NO | |
| 176 | L. Static Pressure | NO | |
| 177 | R. Static Pressure | NO | |
| 245 | Uncrctd Avg Stat Pressure| NO | |
| 246 | Corctd Avg Stat Pressure | NO | |
| 356 | Fault Status | N/A | N/A |
--------------------------------------------------------------------------
Output Label Value on Ground

EFF :

029-099, 34-13-00

Page 35
Config-1 May 01/06

IAC
R **ON A/C 001-012, 014-099,
(b) Discrete form

The ADR provides seven standard OPEN/GROUND output discretes.
--------------------------------------------------------------------------
| SIGNAL | PIN | OUTPUT | DEFINITION |
|------------------------------|------------|-------------|--------------|
| ADR OFF Light | TP- 4E | OPEN/GROUND | ON/OFF |
| ADR FAULT | TP- 4D | OPEN/GROUND | NO/FAULT |
| Low Speed Warning Discrete 1 | TP- 2F | OPEN/GROUND | SLOW/FAST |
| Low Speed Warning Discrete 2 | TP- 2G | OPEN/GROUND | SLOW/FAST |
| Low Speed Warning Discrete 4 | TP-13H | OPEN/GROUND | FAST/SLOW |
| AOA Special Test | TP-12G | OPEN/28VDC | NO/TEST |
--------------------------------------------------------------------------
ADR - Discrete Output Signals
NOTE : The ADR OFF light, the low speed warning 4 and ADR FAULT
____
discretes are forced to the ground state when the watchdog
timer (WDT) has timed out.
1
_ ADR OFF Light
When the ADR is commanded OFF it issues a ground state to the
ADR OFF light discrete to enable the legend to come on.
2
_ ADR FAULT
When an ADR FAULT is detected the ADR issues a ground state to
the ADR FAULT discrete to enable the legend to come on.
3
_ Low speed warning discretes 1, 2, 3, 4
The ADR provides four standard Open/Ground low speed-warning
output discretes.
- Airspeed conditions
Airspeed decreasing
Discrete 1 = OPEN for Airspeed less than or equal to 100
knots
knots
knots
Discrete 4 = GROUND for Airspeed less than or equal to 260
knots
Airspeed increasing
Discrete 1 = GROUND for Airspeed greater than 104 knots

EFF :

001-012, 014-099, 34-13-00

Page 36
Config-1 May 01/06

IAC
Discrete 4 = OPEN for Airspeed greater than 264 knots
- Power off conditions
Discrete 1 = OPEN
Discrete 2 = OPEN
Discrete 3 = OPEN
Discrete 4 = OPEN
- CAS detected failure condition
Discrete 1 = previous state
Discrete 4 = OPEN
4
_ AOA special test
The ADR provides an OPEN/GROUND output discrete to drive the
AOA self-test.
The AOA self-test is commanded via the CFDIU interface bus.
When the AOA test is active, the AOA sensor is offset to +15
deg. (plus or minus 1 deg.). All AOA dependent parameters
reflect this offset and their SSMs indicate Functional Test
(FT).
The RETURN/TEST STOP command from the MCDU results in the
discrete output set to OPEN.
Ref. 34-18-00 for more details.

EFF :

001-012, 014-099, 34-13-00

Page 37
Config-1 May 01/06

IAC
3. ________________________________
Operation/Control and Indicating
R A. Control
R (1) ADIRS Control and Display Unit (CDU)

R (Ref. Fig. 010)
R The ADIRS CDU provides the control and warning of the three ADRs by
R means of three ADR illuminated pushbutton switches:
R - the pushbutton switch is used to disable the ADR output buses. It
R is a momentary action pushbutton switch
R - when the ADR output buses are disabled, the ADR controls the
R activation of the ADR OFF legend by its output discrete: ADR OFF
R status
R - when an ADR failure is detected, the ADR controls the activation of
R the ADR FAULT legend by its output discrete: ADR FAULT
R - each ADR is de-energized when the associated OFF/NAV/ATT selector
R switch is set to OFF
R - when the associated OFF/NAV/ATT selector switch is set to NAV or
R ATT, each ADR is switched on independently of the previous
R selection on the ADR pushbutton switch.
R B. Indicating
Altitude (ALT), Computed Airspeed (CAS), Mach number (M) and Vertical
Speed (V/S) are computed by the ADIRU (ADR portion), processed by the
associated DMC and displayed on the PFDs.
True Airspeed (TAS) is supplied in the same way but is displayed on the
NDs.
In normal configuration, with the AIR DATA selector switch in NORM
position, the ADR 1 displays information on CAPT PFD and ND. The ADR 2
displays information on F/O PFD and ND.
Static Air Temperature (SAT) and Total Air Temperature (TAT) are also
supplied in the same way but are permanently displayed on the lower part
of the lower ECAM DU.
R These items of information are displayed by the ADR 2 when EIS1 is
R installed, by ADR1 when EIS2 is installed.
(1) PFD display

For further details concerning speed, altitude or vertical speed
scale, Ref. 31-64-00.
(a) Computed Airspeed (CAS)

R (Ref. Fig. 011)
The CAS indication is displayed in analog form by means of a
white tape with graduations every 10 kts and digital values every
20 kts. This tape moves up and down so as to indicate the A/C
actual speed value in front of a fixed yellow reference line.

EFF :

001-012, 014-099, 34-13-00

Page 38
Config-1 Feb 01/08

IAC
ADR Control on CDU
R Figure 010

EFF :

001-012, 014-099, 34-13-00

Page 39
Config-1 Feb 01/08

IAC
Computed Airspeed and Mach Indication Display
R Figure 011

EFF :

001-012, 014-099, 34-13-00

Page 40
Config-1 Feb 01/08

IAC
The displayed part of the scale represents an 84 kts range. The
scale is graduated from 30 kts to 520 kts and the digital values
from 40 to 520 kts (item A).
In no case can the displayed CAS be lower than 30 kts.
In case of computed airspeed failure, the speed scale goes out of
view and is replaced by a red SPD flag (item B).
(b) Mach number (M)

When the Mach number is above 0.5, it is displayed just below the
speed scale.
In case of failure, a red MACH flag is presented.
(c) Altitude (ALT)

R (Ref. Fig. 012)
The baro altitude indication is provided by means of a tape which
moves up and down behind a window within which the A/C actual
altitude is displayed.
The tape of the scale is graduated every 100 ft and digital
values are displayed every 500 ft in hundreds.
The A/C actual altitude is provided by a counter located at the
middle of the scale in which the actual value is displayed in
green digits.
The hundreds of feet are written in a large size whereas the tens
and units are displayed by a drum operating as a classical
mechanical altimeter.
Small white marks are positioned in front of each number on the
tape (item A).
If the altitude is negative, a NEG white indication is added at
the left of the digital value. The digital value is limited to
minus 1500 ft (item B).
Different displays are presented depending on the baro setting
reference (standard or baro corrected), Ref. 31-64-00.
In case of baro altitude failure, the scale goes out of view and
a red ALT flag flashes for a few seconds in the altitude window
then remains steady (item C).
In case of discrepancy between the altitude given by the CAPT air
data source and the altitude given by the F/O air data source, a
CHECK ALT amber flag is presented on the right side of the
altitude scale (item D).
(d) Vertical Speed (V/S)

R (Ref. Fig. 013)
The baro vertical speed is automatically displayed in the right
side of the PFD when the inertial vertical speed is not available
(item A). It is a degraded mode.
The vertical speed scale consists of:
- a trapezoidal grey background colored surface

EFF :

001-012, 014-099, 34-13-00

Page 41
Config-1 Feb 01/08

IAC
Altitude Indication Display
R Figure 012

EFF :

001-012, 014-099, 34-13-00

Page 42
Config-1 Feb 01/08

IAC
Vertical Speed Indication Display
R Figure 013

EFF :

001-012, 014-099, 34-13-00

Page 43
Config-1 Feb 01/08

IAC
- a fixed white scale with 500 ft/mn spaced marks from -2000
ft/mn to +2000 ft/mn
- a needle giving, in analog form the actual vertical speed value
- a number in a moving amber window. This window accompanies the
needle (above the needle if V/S > 0, below if V/S < 0).
The number gives the V/S value in hundreds of ft/mn.
Between -200 ft/mn and +200 ft/mn, both the window and the
number disappear.
- above +6000 ft/mn (or below -6000 ft/mn), the needle remains
stopped where it is.
When the vertical speed exceeds +6000 ft/mn or -6000 ft/mn, the
digital indication and the analog needle change from green to
amber.
In addition, those indications change to amber in approach, in
the following cases:
- V/S less than -2000 ft/mn below 2500 ft RA
- V/S less than -1200 ft/mn below 1000 ft RA.
In case of a failure warning, the vertical speed scale is removed
and replaced by a red V/S flag which flashes for a few seconds,
then remains steady (item B).
(2) ND display
R (Ref. Fig. 014)
The true airspeed (TAS) is displayed on the ND in ROSE, ARC and PLAN
mode (item A).
The TAS information is displayed by a numerical indication of three
digits preceded by TAS indication. This information is displayed in
the left upper corner of the ND for speed higher than 100 kts. Below
this value TAS indication remains visible but is followed by three
dashes (item B).
(3) Display on the lower ECAM DU

R (Ref. Fig. 015)
The Static Air Temperature (SAT) and the Total Air Temperature (TAT)
are permanently displayed on the lower part of the lower ECAM DU by a
numerical indication of two digits preceded by the plus or minus sign
(item A).
R These data are delivered by the ADR 2 when EIS 1 is installed, by ADR
R 1 when EIS 2 is installed.
In case of failure or when NCD information is received from the ADR
2, these data are replaced by crosses (item B).
(4) Reconfiguration display

In case of loss of AIR DATA parameters on CAPT or F/O PFD and ND, the
ADR 3 can be used as a back up source by placing the AIR DATA
selector switch in CAPT/3 position for EFIS 1 and F/O/3 position for
EFIS 2.

EFF :

001-012, 014-099, 34-13-00

Page 44
Config-1 Feb 01/08

IAC
True Airspeed Indication Display
R Figure 014

EFF :

001-012, 014-099, 34-13-00

Page 45
Config-1 Feb 01/08

IAC
TAT/SAT Indication Display
R Figure 015

EFF :

001-012, 014-099, 34-13-00

Page 46
Config-1 Feb 01/08

IAC
In case of loss of TAT/SAT parameters on the lower ECAM DU, the ADR 3
can be used as a back up source by placing the AIR DATA selector
R switch in F/O/3 position when EIS 1 is installed, in CAPT/3 position
R when EIS 2 is installed.
R C. Warnings
In addition to the AIR DATA flags displayed on the PFDs and NDs and on
the CDU, warning messages are displayed on the lower part of the upper
ECAM DU.
Two kinds of warning messages can be displayed:
- failure warning messages in case of loss of AIR DATA parameters
- configuration warning messages in case of dangerous configuration of
the aircraft.
When the CLR key is pushed on the ECAM control panel, a STATUS page is
displayed on the lower ECAM DU and indicates the STATUS and INOP SYS
(systems).
(1) Failure warning messages

R (Ref. Fig. 016, 017, 018)
(a) NAV ADR 1(2)(3) FAULT

NAV ADR 1(2) + 2(3) FAULT
When these messages are displayed:
- the MASTER CAUT lights on the glareshield come on
- the Single Chime (SC) sounds
- the FAULT legend of the ADR pushbutton switch on the CDU comes
on.
(b) NAV ALTI DISCREPANCY

R (Ref. Fig. 019)
This message is displayed when a difference higher than plus or
minus 250 ft is detected by the external comparison inside the
FWCs between the baro-corrected altitude (or plus or minus 500 ft
for the standard altitude) provided by two ADRs.
When it is displayed:
- the CHECK ALT message appears on the PFD.
(2) Configuration warning messages

R (Ref. Fig. 020, 021)
R **ON A/C 001-012, 014-099,
R Post SB 22-1038 For A/C 001-012,014-099,
R (Ref. Fig. 021A)

EFF :

001-012, 014-099, 34-13-00

Page 47
Config-1 Feb 01/08

IAC
NAV ADR 1(2)(3) FAULT Message
R Figure 016

EFF :

001-012, 014-099, 34-13-00

Page 48
Config-1 Feb 01/08

IAC
NAV ADR 1+3 (2+3) FAULT Message
R Figure 017

EFF :

001-012, 014-099, 34-13-00

Page 49
Config-1 Feb 01/08

IAC
NAV ADR 1 + 2 FAULT Message
R Figure 018

EFF :

001-012, 014-099, 34-13-00

Page 50
Config-1 Feb 01/08

IAC
NAV ALTI DISCREPANCY Message
R Figure 019

EFF :

001-012, 014-099, 34-13-00

Page 51
Config-1 Feb 01/08

IAC
OVERSPEED VMO/MMO Message
R Figure 020

EFF :

001-012, 014-099, 34-13-00

Page 52
Config-1 Feb 01/08

IAC
OVERSPEED VFE/VLE Message
R Figure 021

EFF :

001-012, 014-099, 34-13-00

Page 53
Config-1 Feb 01/08

IAC
R Figure 021A

EFF :

001-012, 014-099, 34-13-00

Page 54
Config-1 Feb 01/08

IAC
**ON A/C 001-012, 014-099,
(a) OVERSPEED VM0/MM0

OVERSPEED VFE/VLE
- the MASTER WARN lights on the glareshield flash
- the Continuous Repetitive Chime (CRC) sounds.
OVERSPEED VMO/MMO warning processed by the FWC is triggered when
the CAS/Mach calculated by the ADR exceed the VMO/MMO threshold
by more than 4 kts/0.006 Mach.
OVERSPEED VFE/VLE processed by the FWC is a function of Vc and
depends on slat/flap position for the VFE and landing gear
position for the VLE.
For overspeed VLE, the warning is triggered at 284 knots.
(b) Stall warning

R (Ref. Fig. 022)
When this warning is activated:
- the cricket and the voice STALL sound.
This warning is processed by the FWC and is a function of angle
of attack value and slat position following these conditions:
- normal law:
if corrected angle of attack exceeds 23⁰ or if corrected angle
of attack exceeds 15⁰ and slat < 15⁰.
- alternate law

EFF :

001-012, 014-099, 34-13-00

Page 55
Config-1 Feb 01/08

IAC
Stall Warning Message
R Figure 022

EFF :

001-012, 014-099, 34-13-00

Page 56
Config-1 Feb 01/08

IAC
**ON A/C 001-012, 014-099,
R Post SB 34-1245 For A/C 001-012,014-099,

Post SB 34-1330 For A/C 001-012,014-099,
Post SB 34-1350 For A/C 001-012,014-099,

____________________________________

(Ref. Fig. 001, 002)

Based on pressure data received from the ADM (Ref. para.
2.A.(2)(a)1), the software converts the pressure inputs into
corrected pressure data.
( G1 G2 )
Psc = Psm (1 + ---- + ----)
( 1000 1000)
The correct SSEC factor depends on the sensor location and on the
aircraft configuration.
. SDI
. aircraft Ident
. SSEC Alternate.
. zero MACH SSEC
. zero AOA SSEC.
During correction of total pressure, the software calculates the
limited total pressure in a range of 100 to 1400hPa from the ADM
inputs.
From the measured total pressure (Ptm) and the measured static
pressure (Psm), the software calculates a corrected total
pressure:
(Ptm + Psm)
Pt = Ptm + --------------- X 0.38
Psm
labels:

EFF :

001-012, 014-099, 34-13-00

Page 1
Config-2 Feb 01/07

IAC
R Pressure Computation - Block Diagram
R Figure 001

EFF :

001-012, 014-099, 34-13-00

Page 2
Config-2 Nov 01/06

IAC
R CAS/Mach Computation - Block Diagram
R Figure 002

EFF :

001-012, 014-099, 34-13-00

Page 3
Config-2 Nov 01/06

IAC
R . label 176 Left Static Pressure
R . label 177 Right Static Pressure
R . label 242 Total Pressure
R . label 245 Averaged Static Pressure
R . label 246 Corrected Static Pressure

EFF :

001-012, 014-099, 34-13-00

Page 4
Config-2 Nov 01/06

IAC
R (b) AOA computation
R The A/C is wired in the AOA unique selection, so the ADR computes
R the AOA with the reading of one resolver. The second resolver is
R used as a back-up. The monitoring function is descibed in 34-18.
R The ADR determines the corrected angle of attack value which
R depends on the system number and the slat/flap position.
R For a CAS less than 60 kts: AOAc is still computed but coded NCD.
R The corrected angle of attack is calculated as follows:
R AOA ind
R AOAc = ------- + I
R K
R where:
R AOA ind = Indicated Angle of Attack (Ref. 34-11-00 for the
R relation between resolver and AOA indication)
R K, I = Correction coefficients which depend on system
R number, slat and flap configuration and magnitude
R AOA indication.
R The configuration is defined by the status of four input
R discretes (Ref. 2.A.(2)(c)).
R The results of the above computation is available on the labels:
R - label 221 = Indicated Angle of Attack
R - label 241 = Corrected Angle of Attack

EFF :

001-012, 014-099, 34-13-00

Page 5
Config-2 Feb 01/07

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 047 |S/W IDENT | | | | |1000|BCD | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 176 |L STATIC |W2048 |hPa | | 18 |125 |BNR | | |
| |PRESSURE |100 to 1100 | | | | | | | |
| | |R 0.0078 | | | | | | | |
| | |+/- 0.30 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 177 |R STATIC |W2048 |hPa | | 18 |125 |BNR | | |
| |PRESSURE |100 to 1100 | | | | | | | |
| | |R 0.0078 | | | | | | | |
| | |+/- 0.30 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 203 |STANDARD |W+/- 131072 | ft | 29 | 17 | 62 |BNR | ALT | |
| |ALTITUDE |-2000 to | | | | | | | |
| | | 50000 | | | | | | | |
| | |R 1 | | | | | | | |
| | |+/-40 | | | | | | | |
| | |(30,000) | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 204 |BARO CORR |W+/- 131072 | ft | 29 | 17 | 62 |BNR | | |
| |ALT 1 |-2000 to | | | | | | | |
| | | 50000 | | | | | | | |
| | |R 1 | | | | | | | |
| | |+/-47 | | | | | | | |
| | |(30,000) | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 205 |MACH |W4096 |Mach| | 16 |125 |BNR | MN | |
| | |0.1 to 1.00 | | | | | | | |
| | |R 6.25 E-5 | | | | | | | |
| | |+/-0.015 | | | | | | | |
| | |(0.1) | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 206 |COMPUTED |W1024 |Kts | | 14 |125 |BNR | CAS | |
| |AIRSPEED |30 to 450 | | | | | | | |
| | |R 0.0625 | | | | | | | |
| | |2 (100) | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 207 |MAXIMUM |W1024 |Kts | | 12 |125 |BNR | | |

EFF :

001-012, 014-099, 34-13-00

Page 6
Config-2 Feb 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |ALLOWABLE |150 to 450 | | | | | | | |
| |AIRSPEED |R 0.25 | | | | | | | |
| | |+/- 1 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 210 |TRUE |W2048 |Kts | | 15 |125 |BNR | | |
| |AIRSPEED |60 to 599 | | | | | | | |
| | |R 0.0625 | | | | | | | |
| | |+/- 4 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 211 |TOTAL AIR |W +/- 512 |Deg.| 29 | 11 |500 |BNR | TAT | |
| |TEMP |-60 to +100 |C | | | | | | |
| | |R 0.25 | | | | | | | |
| | |+/- 0.5 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 212 |ALTITUDE |W+/- 32768 |ft/ | 29 | 11 | 62 |BNR | | |
| |RATE |+/- 20000 |mn | | | | | | |
| | |R 2 | | | | | | | |
| | |+/- 30 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 213 |STATIC AIR|W+/- 512 |Deg.| 29 | 11 |500 |BNR | SAT | |
| |TEMP |-99 to +80 |C | | | | | | |
| | |R 0.25 | | | | | | | |
| | |+/- 1 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 215 |IMPACT |W512 |hPa | | 16 |125 |BNR | | |
| |PRESSURE |0 to 372.5 | | | | | | | |
| | |R 0.0078 | | | | | | | |
| | |+/- 0.25 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 220 |BARO CORR |W +/- 131072| ft | 29 | 17 | 62 |BNR | | |
| |ALT 2 |-2000 to | | | | | | | |
| | | 50000 | | | | | | | |
| | |R 1 | | | | | | | |
| | |47 (30,000) | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 221 |IND ANGLE |W +/- 180 |Deg.| 29 | 12 | 62 |BNR | | |
| |OF ATTACK |-40 to +90 | | | | | | | |
| | |R 0.0439 | | | | | | | |

EFF :

001-012, 014-099, 34-13-00

Page 7
Config-2 Feb 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | |+/- 0.25 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 230 |TRUE |W +/- 799 |Kts | | 3 |500 |BCD | | |
| |AIRSPEED |60 to 599 | | | | | | | |
| | |R 1 | | | | | | | |
| | |+/- 4 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 231 |TOTAL AIR |W +/- 799 |Deg.| | 2 |500 |BCD | | |
| |TEMP |-60 to +100 |C | | | | | | |
| | |R 1 | | | | | | | |
| | |+/- 0.5 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 232 |ALTITUDE |W +/- 79999 |ft/ | | 5 |500 |BCD | | |
| |RATE |0 TO |mn | | | | | | |
| | |+/- 20,000 | | | | | | | |
| | |R 1 | | | | | | | |
| | |+/- 30 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 233 |STATIC AIR|W +/- 799 |Deg.| | 2 |500 |BCD | | |
| |TEMP |-99 to +80 |C | | | | | | |
| | |R 1 | | | | | | | |
| | |+/- 1 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 234 |BARO |W +/- 7999.9|hPa | | 5 |500 |BCD | | |
| |CORRECT 1 |745 to 1100 | | | | | | | |
| | |R 0.1 | | | | | | | |
| | |+/- 0.25 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 235 |BARO |W +/- 79.999|inHg| | 5 |500 |BCD | | |
| |CORRECT 1 |22.0 to 32.5| | | | | | | |
| | |R 0.001 | | | | | | | |
| | |+/- 0.0074 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 236 |BARO |W +/- 7999.9|hPa | | 5 |500 |BCD | | |
| |CORRECT 2 |745 to 1100 | | | | | | | |
| | |R 0.1 | | | | | | | |
| | |+/- 0.25 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|

EFF :

001-012, 014-099, 34-13-00

Page 8
Config-2 Feb 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 237 |BARO |W +/- 79.999|inHg| | 5 |500 |BCD | | |
| |CORRECT 2 |22.0 to 32.5| | | | | | | |
| | |R 0.001 | | | | | | | |
| | |+/- 0.0074 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 240 |VMO/MMO | | | | |500 |BCD | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 241 |CORRECTED |W +/- 180 |Deg.| 29 | 12 | 62 |BNR | AOA | |
| |ANGLE OF |-40 to +90 | | | | | | | |
| |ATTACK |R 0.0439 | | | | | | | |
| | |+/- 0.25 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 242 |TOTAL |W2048 |hPa | | 18 |125 |BNR | | |
| |PRESSURE |100 to 1400 | | | | | | | |
| | |R 0.0078 | | | | | | | |
| | |+/- 0.30 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 245 |UNCRCTD |W2048 |hPa | | 18 |125 |BNR | | |
| |AVG STAT |100 to 1100 | | | | | | | |
| |PRESSURE |R 0.0078 | | | | | | | |
| | |+/- 0.30 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 246 |CORCTD |W2048 |hPa | | 18 |125 |BNR | | |
| |AVG STAT |100 to 1100 | | | | | | | |
| |PRESSURE |R 0.0078 | | | | | | | |
| | |+/- 0.30 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 270 |DSCT WORD | | | | |500 |DIS | | |
| | 1 | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 271 |DSCT WORD | | | | |500 |DIS | | |
| | 2 | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 272 |DSCT WORD | | | | |500 |DIS | | |
| | 3 | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 277 |ADR TEST | | | | |1000|DIS | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|

EFF :

001-012, 014-099, 34-13-00

Page 9
Config-2 Feb 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 352 |DSCT WORD | | | | |1000|DIS | | |
| | 4 | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 354 |LRU IDENT | | | | |500 |ISO | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 356 | CFDIU | | | | | |ISO | | |
| |INTFC WORD| | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 377 |EQPT IDENT| | | | |1000|HEX | | |
-------------------------------------------------------------------------------
Table 7 - Output Label
R - On the ground the output labels are in the following state:
R ------------------------------------------------------------------------------
R | LABEL | PARAMETER DEFINITION | SSM | ON GND CRITERION |
R ------------------------------------------------------------------------------
R | 047 | S/W Ident | NO | |
R | 203 | Altitude | NO | |
R | 204 | Baro Corr Alt 1 | NO | |
R | 205 | Mach | NCD | 0 Mach less than 0.1 |
R | 206 | Computed Airspeed | NCD | 0 kt CAS less than 30 kts |
R | 207 | Max Allowable Airspeed | NO | |
R | 210 | True Airspeed | NCD | 0 kt CAS less than 60 kts |
R | 211 | Total Air Temp | NO | |
R | 212 | Altitude Rate | NO | |
R | 213 | Static Air Temp | NO | |
R | 215 | Impact Pressure | NO | |
R | 221 | Indicated AOA | NCD | NOTE CAS less than 60 kts |
R | 234 | Baro Corr (hPa) 1 | NO | |
R | 236 | Baro Corr (hPa) 2 | NO | |
R | 235 | Baro Corr (in.Hg) 1 | NO | |

EFF :

001-012, 014-099, 34-13-00

Page 10
Config-2 Feb 01/07

IAC
------------------------------------------------------------------------------
------------------------------------------------------------------------------
R | 240 | VMO/MMO | NO | |
R | 241 | Corrected AOA | NCD | Cmptd value CAS less than 60Kts |
R | 242 | Total Pressure | NO | |
R | 176 | L. Static Pressure | NO | |
R | 177 | R. Static Pressure | NO | |
R | 245 | Uncrctd Avg Stat Pressure| NO | |
R | 246 | Corctd Avg Stat Pressure | NO | |
R | 270 | Discrete word 1 | NO | |
R | 277 | ADR test | NO | |
R | 354 | LRU ident | NO | |
R | 377 | Equipement ident | NO | |
R | 356 | CFDIU interface word | N/A | N/A |
R ------------------------------------------------------------------------------
R Table 16 - Output Label Value on Ground

EFF :

001-012, 014-099, 34-13-00

Page 11
Config-2 Feb 01/07

IAC
Figure 003

EFF :

001-012, 014-099, 34-13-00

Page 12
Config-2 Feb 01/07

IAC
____________________________________
1. _______
General
The Air Data Reference (ADR) portion of the Air Data/Inertial Reference Unit
(ADIRU) provides main data sources which are air data references for the
aircraft avionics systems.
The ADR receives and processes the outputs of the Air Data Modules (ADM) and
other sensors (Ref. 34-11-00). It computes the aerodynamic parameters in the
form of ARINC 429 low speed buses.
For more details concerning the user systems, ref. 34-12-00.
2. __________________
System Description
A. ADR Operation
(1) General
The ADR software performs five basic computational elements which are
under the air data calculations as follows:
- pressure altitude functions (ALT/ALT rate)
- Mach calculation (M)
- airspeed calculation (CAS/TAS)
- temperature calculation (SAT/TAT)
- output signal processing.
Aircraft-dependent calculations are also included in the operational
software:
- static source error correction
- angle of attack (AOA)
- maximum operating speed (MMO/VMO).
The system tests include continuous in-flight monitoring and
manually-activated test modes. The in-flight monitoring includes test
of:
- input signal integrity
- input interface integrity
- memory integrity
- computational integrity
- output signal integrity.
The continuous monitoring detects and annunciates faults in the ADR
during normal operation.
Faults are stored in BITE history in Non Volatile Memory (NVM) and
sent to the Centralized Fault Display System (CFDS) via digital
words.

R

EFF :

101-199, 901-999, 34-13-00

Page 1
Config-3 Feb 01/07

IAC
R (2) Inputs
R (a) Digital inputs
R 1
_ Air Data Modules (ADM) inputs
R The ADR receives three input bus from its corresponding ADM.
R These buses transmit the following input data words depending
R on the ADM installation:
R Label 242 : Total Pressure
R Label 176 : Left Static Pressure
R Label 177 : Right Static Pressure
R Label 245 : Averaged Static Pressure
R Each of these words is a 32-bit word with the following
R format:
R ----------------------------------------------------------
R | BIT POSITION | DATA |
R ----------------------------------------------------------
R | 1 - 8 | Label |
R | 9 - 10 | SDI |
R | 11 - 28 | Pressure Value |
R | 29 | Sign bit (0 = positive) |
R | 30 - 31 | Status matrix |
R | 32 | Parity bit |
R ----------------------------------------------------------
R ADM Input Label
R These data words are output on all eight Air Data output data
R buses and used for calculation of corrected pressure data.
R 2
_ Flight Control Unit (FCU) inputs
R The ADR receives two input buses from the FCU; one for digital
R baro corrections and one for altimeter modes.
R The FCU output bus which corresponds to the CAPT side is only
R connected to ADIRU1 and ADIRU3, and it sends:
R * BCD label 234 Baro Correction 1(hPa)
R * Discrete label 272 Altimeter mode from
R Barometric Bus B, FCU EIS Disc 1.
R The FCU output bus which corresponds to the F/O side is only
R connected to ADIRU2, and it sends:
R * BCD label 236 Baro Correction 2(hPa)
R * Discrete label 272 Altimeter mode from
R Barometric Bus A, FCU EIS Disc 1.
R Each ADR receives the two FCU output bus according to the
R discrete selection as explained in Para. 2.A.(2)(c) (discrete
R inputs).

R

EFF :

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R Each of these words is a 32-bit BCD word with the following
R format:
R -----------------------------------------------------------
R | BIT POSITION | DATA |
R -----------------------------------------------------------
R | 1 - 8 | Label |
R | 9 - 10 | SDI |
R | 11 - 28 | Value |
R | 29 | Sign bit |
R | 30 - 31 | Status matrix |
R | 32 | Parity |
R -----------------------------------------------------------
R FCU Input Label
R The Altimeter mode is coded on the label 272 according to the

R following format:
R -----------------------------------------
R | Altimeter Mode | Label 272 Bits |
R | | 29 - 28 |
R |------------------|--------------------|
R | STD | 0 1 |
R | QNH | 1 0 |
R | QFE | 0 0 |
R | INVALID | 1 1 |
R -----------------------------------------
R 3
_ Centralized Fault Display Interface Unit (CFDIU) input
R For maintenance purposes, the ADR receives one input bus from
R the CFDIU.
R For more details, ref. 34-18-00.
R 4
_ Air Data Reference (ADR) input
R Each ADR receives two intercommunication buses from the other
R ADRs for cross channel comparison purpose.
(b) Analog inputs
1
_ Total Air Temperature (TAT) input
The ADR measures the resistance of the sensing element of the
TAT sensor (Ref. 34-11-00).
The ADR subtracts a fixed value (1.04 ohm) from the measured
input resistance to compensate for aircraft wiring resistance.

R

EFF :

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2
_ Angle of Attack (AOA) inputs
(Ref. Fig. 001)
The ADR receives two resolver inputs for angle of attack
computation.
The following requirements apply to the analog resolver
inputs:
- load: 15 kilohms minimum
- reference: 26V, 400 Hz (same as AOA)
- transformer ratio: 0.415 nominal plus or minus 10 %
- phase shift: 8.8 to 30 deg. leading
- source impedance:
Zro = A + jB A less than 315, B less than 725
Zso = C + jD C less than 150, D less than 165
- voltage range: 23 to 31.7 VRMS
- peak factor: 1.31 to 1.51
- electrical range input: plus or minus 60 deg.
3
_ Analog baro correction inputs
The ADR receives three resolver inputs for analog baro
correction (from the altimeter for example).
These inputs are not used.
(c) Discrete inputs

For pin assignment, Ref. 34-12-00.
The ADR is provided with the following input discretes:
----------------------------------------------------------------
----------------------------------------------------------------
| ADR ARINC Filter Select | Open/GND | Type A/Type B |
| CFDS Message Select | Open/GND | Active/Not Active |
| SDI LSB (Middle Insert) | Open/GND | 0/1 |
| SDI MSB (Middle Insert) | Open/GND | 0/1 |
| Pitot Probe Ht Disc | Open/GND | No Fault/Fault |
| Right Static Ht Disc | Open/GND | No Fault/Fault |
| Left Static Ht Disc | Open/GND | No Fault/Fault |
| TAT Ht Disc | Open/GND | Off/On |
| AOA 1 Ht Disc | Open/GND | No Fault/Fault |
| AOA Average/Unique | Open/GND | Average/Unique |
| SSEC Alternate Disc A | Open/GND | No/Yes |
| SSEC Alternate Disc B | Open/GND | N0/Yes |

R

EFF :

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AOA/ADR Wiring
Figure 001

R

EFF :

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----------------------------------------------------------------
----------------------------------------------------------------
| Baro Port A | Open/GND | Port B/Port A |
| Zero MACH SSEC | Open/GND | Use SSEC/Ignore SSEC |
| Zero AOA SSEC | Open/GND | Use SSEC/Ignore SSEC |
| AIR FRM ID Code Parity |Open/A.I.Com | No/Yes |
| ADR Remote Test | Open/GND | No Test/Test |
| ADR OFF DISCR Input | Open/GND | Released/Pressed |
| Dual Baro | Open/GND | Sgl Port/Dual Port |
| Baro Analog/Digital Sel.| Open/GND | Digital/Analog |
| Baro Corr. 3 Active | Open/GND | Not Active/Active |
----------------------------------------------------------------
Discrete Input Signal
NOTE : Open means either a high logic voltage level or the

____
binary zero state.
GND means either a low logic voltage level or the
binary one state.
A.I. Com means grounded to the Aircraft Ident Common
pin through a resistance of 10 ohms or less.
For program pin inputs other than Aircraft I.D., GND
means grounded to the Program Pin Common pin through a
resistance of 10 ohms or less.
1
_ ADR ARINC Filter Select discrete
This discrete is used to select the characteristics of the ADR
output filter.
Two sets of characteristics are available:
Open/Ground = Type A/Type B
The A/C is defined with the ADR ARINC filter select discrete
open.

R

EFF :

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--------------------------------------------------------------
| | | (HZ)(1) | (HZ) |
--------------------------------------------------------------
| 203 |Altitude | 8 | 3 |
| 204 |Baro Cor. Alt. 1 | 8 | 3 |
| 205 |Mach | 8 | 3 |
| 206 |Computed Airspeed | 8 | 3 |
| 207 |Max Allow. Airspeed | 8 | 8 |
| 210 |True Airspeed | 8 | 3 |
| 211 |Total Air Temp | 4 | 3 |
| 212 |Altitude Rate | 1.8 | 1.8 |
| 213 |Static Air Temp | 4 | 3 |
| 215 |Impact Pressure | 8 | 3 |
| 220 |Baro Cor. Alt. 2 | 8 | 3 |
| 221 |Ind. Angle of Attack | 8 | 3 |
| 241 |Cor. Angle of Attack | 8 | 3 |
| 242 |Total Pressure | N/A (2) | N/A (2) |
| 176 |Left Static Pressure | N/A (2) | N/A (2) |
| 177 |Right Static Pressure | N/A (2) | N/A (2) |
| 245 |Uncorr Avg Static Pressure| N/A (2) | N/A (2) |
| 246 |Corr Avg Static Pressure | N/A (2) | N/A (2) |
| 251 |Baro Cor. Alt. 3 | 8 | 3 |
--------------------------------------------------------------
ADR Output Filter Characteristics
NOTE : (1) Filters present only as provisions, except for

____
Altitude Rate.
(2) Filtering of pressure data is performed by the ADM.
2
_ CFDS Message Select discrete
When open, this discrete is used to select and display fault
messages.
3
_ Source Data Identifier (SDI) program pins
These discretes code the installation side of the ADIRU. This
item of information is used to choose the appropriate
correction laws (for Static Source Error Correction (SSEC) and
corrected angle of attack).
The following table gives the ADR side according to the SDI:

R

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--------------------------------------------------------
| DEBOUNCED STATUS | | |
|-----------------------------| SDI | ADIRU |
| SDI-MSB | SDI-LSB | CODE | NUMBER |
|------------------------------------------------------|
| OPEN | GND | 01 | 1 |
| GND | OPEN | 10 | 2 |
| GND | GND | 11 | 3 |
--------------------------------------------------------
ADR SDI Code
4
_ sensor heat status discretes
These discrete inputs are used to provide the sensors heat
status to the ADR.
These discretes are of the open/ground type.
When the TAT HEAT DISC is grounded, the TAT sensor is heated.
When one of the STATIC, PITOT or AOA HEAT discretes is
grounded, it means that the output of the Probe Heat Computer
(PHC) heating power supply is faulty and that the concerned
probe is no longer heated.
In this case the ADR operates as a relay which sends these
information signals to the FWC for warning purposes.
5
_ AOA Average/Unique program pin
The ADR uses the AOA Average/Unique program pin to determine
whether one or two angle of attack resolver inputs are used
for angle of attack computations. When this program pin
indicates Unique, the ADR uses only a single angle of attack
input.
If this first AOA input fails, the ADR uses the opposite AOA
input, as shown in table below. When this program pin
indicates Average, the ADR calculates angle of attack based
on the average of the angle of attack inputs 1 and 2.
-------------------------------------------------------
| SYSTEM | INITIAL NON-FAULT | INPUT TO ADR |
| NUMBER | INPUT TO ADR | AFTER FAULT |
-------------------------------------------------------
-------------------------------------------------------
AOA Resolver Input
The characteristics of these discretes are OPEN/GROUND =

AVERAGE/UNIQUE.

R

EFF :

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The A/C is defined with the AOA average/unique discrete
grounded.
6
_ VMO/MMO Program Discretes 1 through 4
These discretes are used to select alternate VMO/MMO levels.
There are four alternates and a basic VMO/MMO for each
aircraft type. Table below defines VMO/MMO versus state of the
VMO/MMO program discretes.
With no VMO/MMO discretes in the ground state (yes) the ADR
defaults to the BASIC LAW values for VMO/MMO.
Only one of the four VMO/MMO program discretes can be in the
ground state at any one time.
If more than one VMO/MMO program discrete is in the ground
state at any one time, the ADR defaults to the lowest
available alternate condition.
7
_ on the A/C only the VMO/MMO DISC 2 is available and is
provided by the L/G DOWN VMO/MMO SELECTION switch (22FP).
The normal position of this switch is open and it is grounded
after crew action for particular flights (ferry flight for
example).
Table below defines VMO/MMO state according to the switch
(22FP) position.
----------------------------------------------------------
| | VMO | MMO | SWITCH |
| LAW | (kts) | (Mach) | 22FP |
----------------------------------------------------------
| BASIC | 350 | 0.82 | OPEN |
| ALT 1 | | | |
| ALT 2 | 235 | 0.60 | GROUND |
| ALT 3 | | | |
| ALT 4 | | | |
----------------------------------------------------------
VMO/MMO Selection
8
_ SSEC Alternate discrete
The ADR is provided with two Static Source Error Correction
(SSEC) data sets stored in the computer for each SDI and for
each of sixteen aircraft types, one for use in normal
conditions and the other for use in alternate conditions.
With the two SSEC selection discretes open (no), the ADR
employs the normal SSEC curve for the aircraft type in which
it is installed. With the two SSEC selection discretes
grounded (yes), the ADR employs the alternate condition
curve.

R

EFF :

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9
_ AOA Alternate discrete
The ADR uses the alternate discrete inputs from the two
redundant SFCCs to select the angle of attack correction which
is appropriate for the current slat and flap settings.
Three laws are available for each aircraft type and SDI:
- the normal law is activated when all the discretes are open
- the alternate 1 law is activated when discretes 1A and 2A
are grounded
- the alternate 2 law is activated when discretes 1A, 2A, 1B
and 2B are grounded.
10
__ Baro Port A discrete
If this discrete is grounded, the baro port A is selected.
If this discrete is open, the baro port B is selected.
The A/C is wired with this discrete grounded (Ref. Dual Baro
discrete).
11
__ Dual Baro discrete
If this discrete is grounded, the baro port A and the baro
port B are selected and the baro port A discrete selection is
overriden. If this discrete is open, the baro port A or the
baro port B is selected depending on the baro port A discrete
selection. The A/C is wired with this discrete open.
12
__ Zero MACH SSEC discrete
Mach. When this program pin indicates Use SSEC (open), the
SSEC as a function of Mach is computed. When this program pin
indicates Ignore SSEC (ground), the ADR uses zero correction.
13
__ Zero AOA SSEC discrete
angle of attack. When this program pin indicates Use SSEC
(open), the SSEC as a function of AOA is computed. When this
program pin indicates Ignore SSEC (ground), the ADR uses zero
correction.
14
__ AIR FRM ID Code discrete
The ADR uses input discretes to identify the aircraft (type,
engine model) on which the ADIRU is fitted, and to select the

R

EFF :

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appropriate set of correction laws for Static Source Error
Correction (SSEC) and AOA corrections.
The ADIRU memory has the capacity to store 128 different sets
of laws.
To perform this coding, the ADR wires seven input discretes
and one discrete for parity to a common.
15
__ ADR Remote Test discrete
The ADR uses one discrete to select the remote test by
external control.
The A/C is wired with this discrete open (unused).
The test is activated via the CFDS (Ref. 34-18-00).
16
__ ADR OFF DISCR input discrete
The ADR uses this discrete input to toggle its state between
ON and OFF. When the ADR is OFF, the output buses are disabled
and the ADR FAULT legend is inhibited whenever the momentary
action ADR pusbutton switch is pushed. When the ADR is ON, the
output buses output data and the ADR FAULT legend operates
normally. The ADR OFF DISCR input does not modify Air Data
computation.
17
__ Baro Analog/Digital Sel discrete
The ADR uses this discrete to select either the analog or
digital baro correction.
When this discrete is grounded, the analog baro correction is
selected.
When this discrete is open, the digital baro correction is
selected.
18
__ Baro Corr 3 Active discrete
The ADR uses this discrete to determine for BITE purposes
whether the baro correction 3 is connected or not.
When the discrete is grounded, the baro correction 3 is
connected.
When the discrete is open, the baro correction 3 is not
connected.

R

EFF :

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(Ref. Fig. 002)
Based on pressure raw data received from the ADM (Ref. para.
2.A.(2)(a)1), the software converts the asynchronous pressure
inputs into regularly-scheduled pressure data.
During correction of static pressure, the software calculates the
limited left, right and average static pressure in a range of 100
to 1100 hPa from the ADM inputs.
( G1 G2 )
Psc = Psm (1 + ---- + ----)
( 1000 1000)
The correct SSEC factor depends on the sensor location and on the
aircraft configuration.
. SDI
. aircraft Ident
. SSEC Alternate.
. zero MACH SSEC
. zero AOA SSEC.
No correction is needed for the total pressure received from the
ADM.
labels:
. label 176 Left Static Pressure
. label 177 Right Static Pressure
. label 242 Total Pressure
. label 245 Averaged Static Pressure
. label 246 Corrected Static Pressure

R

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Pressure Computation - Block Diagram
Figure 002

R

EFF :

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(b) Temperature computation
(Ref. Fig. 003)
The resistance measured by the ADR and compensated for aircraft
wiring is then converted into a temperature value (TAT) according
to the Callender-Van Dusen equation given for a 500 ohm platinum
sensing element:
- -
| 3|
Rt | (TAT ) (TAT ) (TAT ) (TAT) |
-- = 1 + a | TAT - d (--- -1) (--- ) - b (--- -1) (---) |
Ro | (100 ) (100 ) (100 ) (100) |
- -
TAT = temperature in deg.C (TAT)
Rt = Resistance at temperature TAT
Ro = Resistance at 0 deg.C = 500 ohm
a = 0.003832
d = 1.81
b = 0.1 for temperature below 0 deg.C
b = 0 for temperature above 0 deg.C
The computation also compensates the TAT value for heating
effect. The ADR knows when the sensor is heated by the state of
the TAT Heat input discrete from the PHC. The heating
compensation law is provided by the TAT sensor supplier and is
function of Mach and air density.
The PHC 1 controls the heating of the TAT sensor 1 and the PHC 2
controls the heating of the TAT sensor 2. On the ground, the
sensors are not heated (Ref. 30-31-00 for more details).
The result of the above computation is available on the following
output labels:
- label 211 Total Air Temperature (BNR)
- label 231 Total Air Temperature (BCD).

R

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Temperature (TAT) Computation - Block Diagram
Figure 003

R

EFF :

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R (c) AOA computation
R (Ref. Fig. 004)
R The A/C is wired in the AOA unique selection, so the ADR computes
R the AOA with the reading of one resolver. The second resolver is
R used as a back-up. The monitoring function is described in 34.18
R The ADR determines the corrected angle of attack value which
R depends on the system number and the slat/flap position.
R For a CAS less than 60 kts: AOAc is still computed , and status
R matrix is coded NCD.
R The corrected angle of attack is calculated as follows:
R AOA ind
R AOAc = ------- + I
R K
R where:
R AOA ind = Indicated Angle of Attack (Ref. 34-11-00 for
R the relation between resolver and AOA indication)
R K, I = Correction coefficients which depend on system
R number, slat and flap configuration and magnitude
R AOA indication.
R The configuration is defined by the status of four input
R discretes (Ref. 2.A.(2)(c)).
R The results of the above computation is available on the labels:
R - label 221 = Indicated Angle of Attack
R - label 241 = Corrected Angle of Attack

R

EFF :

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SFCC/AOA Alternate Discrete Signals
Figure 004

R

EFF :

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(4) Parameter computation
(a) General
The operational software of the ADR performs the following
computations:
- pressure altitude and pressure altitude rate function (ALT)
- Mach function (M)
- airspeed function (CAS/TAS)
- temperature function (SAT/TAT)
- maximum operating speed function (VMO/MMO).
(b) Altitude computation

label 203 Pressure Altitude
label 212 Altitude Rate
label 204 Baro Corrected Altitude 1 (CAPT)
label 220 Baro Corrected Altitude 2 (F/O)
label 235 Baro Correction In Hg 1 (CAPT)
label 237 Baro Correction In Hg 2 (F/O)
1
_ Altitude pressure and altitude rate computation
(Ref. Fig. 005)
The altitude is derived from the corrected static pressure.
The conversion from pressure to altitude is based on the
geopotential altitude tables of the US Standard Atmosphere,
1962. The accepted range is (-2000 ft, +50,000 ft).
The altitude rate is calculated by multiplying the rate of
change of the corrected static pressure by the derivative of
altitude with respect to corrected static pressure:
dH d Ps dH
-- = ---- x ----
dt dt d Ps
2
_ Corrected altitude computation
(Ref. Fig. 006)
The ADR receives the baro correction introduced on the FCU by
each crew member. The ADR uses the values in hPa (labels 234
and 236 from the FCU).
The ADR also converts these values into inches of mercury (in.
Hg) and the result is sent on the output labels 235, 237.
The corrected altitude is calculated by a shift of the
pressure altitude to a value corresponding to the entered baro
correction. The result is sent on label 204 for CAPT baro
corrected altitude and label 220 for F/O baro corrected
altitude.

EFF :

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R
IAC
Altitude and Altitude Rate Computation - Block Diagram
Figure 005

R

EFF :

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Corrected Altitude Computation - Block Diagram
Figure 006

R

EFF :

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(c) CAS/Mach computation
(Ref. Fig. 007)
label 206 Computed Airspeed
label 205 Mach
label 207 Maximum Allowable Airspeed.
The CAS and Mach computation is based on the conversion of the
impact pressure:
impact pressure = Pt - Ps.
- the CAS computation converts input of impact pressure to output
corresponding to computed airspeed with:
______________________
/ Qc 2/7
CAS = Cso X V 5 X ((-- + 1) - 1)
Po
CAS = Computed Airspeed in knots
Cso = Speed of sound under standard day sea level
conditions = 661.4746 kts
Qc = Impact pressure in hPa
Po = Standard day sea level pressure = 1013.25 hPa
For accuracy reason, the CAS is output with a valid (NO) SSM
only after 30 kts. If the CAS is below 30 kts, the label 206
- the Mach computation converts Qc/Ps to Mach, with:
_______________________
/ Qc 2/7
MACH = V 5 ((-- + 1) - 1)
Ps
MACH = Mach number
Qc/Ps = Ratio of impact pressure to static pressure
If Mach is below 0.1, the label 205 indicates 0 with SSM = NCD.

R

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CAS/Mach Computation - Block Diagram
Figure 007

R

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(d) SAT/TAS computation
(Ref. Fig. 008)
The ADR software calculates these different parameters:
label 213 BNR Static Air Temperature (SAT)
label 233 BCD Static Air Temperature (SAT)
label 210 BNR True Airspeed (TAS)
label 230 BCD True Airspeed (TAS).
- the calculation of the BNR SAT converts TAT to SAT with:
TAT
SAT = --------- - 273.15
2
1 + 0.2M
SAT = Static Air Temperature (in deg. C)
TAT = Total Air Temperature (in deg. Kelvin)
M = Mach number (corrected for static source error)
- the calculation converts Static Air Temperature from BNR to BCD
format.
- the calculation of the BNR TAS converts Mach and SAT to TAS
with:
___
/
TAS = 38.96695 x M x V SAT
TAS = True Airspeed (in knots)
M = Mach Number (corrected for Static Source Error)
SAT = Static Air Temperature (in deg. Kelvin)
- the calculation converts True Airspeed from BNR to BCD format.
For accuracy reason, the TAS is output with a valid (NO) SSM
only after 60 kts. If TAS is below 60 kts, the label 210
(e) VMO/MM0 computation

(Ref. Fig. 009)
The software determines the normal or alternate VMO/MMO law
selected by the VM0/MM0 input 2 discrete state; then it computes
the label 207 Maximum Allowable Airspeed.
This airspeed is based on the Maximum Allowable Airspeed under a
certain altitude and on the Maximum Allowable Mach above this
altitude. It is always indicated in knots and decreases when the
altitude increases.
NOTE : At a constant Mach, the Vc value decreases when the

____
altitude increases.

R

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SAT/TAS Computation - Block Diagram
Figure 008

R

EFF :

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VMO/MMO Computation - Block Diagram
Figure 009

R

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(5) ADR data outputs
The ADR data outputs are transmitted in two forms: digital and
discrete.
(a) Digital form

The table below contains all the output parameters in the digital
form.
- CODE:
HYB: mixed code.

R

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R -------------------------------------------------------------------------------
R | PARAMETER LIST PARAMETER CHARACTERISTICS (NUMERIC) |
R -------------------------------------------------------------------------------
R |EQ.SYS.LAB.SDI|PARAMETER | WORD RANGE |UNIT|SIG |BITS|XMSN|CODE|ALPHA|SOURCE |
R | |DEFINITION| OPER RANGE | |BIT | |INTV| |CODE |ORIGIN |
R | |(*=REMARK)| RESOLUTION | | | | | | |BUS No.|
R | |(X=NOTE) | ACCURACY | | | | | | |ATA REF|
R | | | | | | | | | |CONV |
R -------------------------------------------------------------------------------
R | 176 |L STATIC |W2048 |hPa | | 16 |125 |BNR | | |
R | |PRESSURE |100 to 1100 | | | | | | | |
R | | |R 0.03125 | | | | | | | |
R | | |+/- 0.3 | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 177 |R STATIC |W2048 |hPa | | 16 |125 |BNR | | |
R | |PRESSURE |100 to 1100 | | | | | | | |
R | | |R 0.03125 | | | | | | | |
R | | |+/- 0.3 | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 203 |ALTITUDE |W+/- 131072 | ft | 29 | 17 | 62 |BNR | ALT | |
R | |1013.25mb |-2000 to | | | | | | | |
R | | | 50000 | | | | | | | |
R | | |R 1 +/-30 | | | | | | | |
R | | |(30,000) | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 204 |BARO CORR |W+/- 131072 | ft | 29 | 17 | 62 |BNR | | |
R | |ALT 1 |-1000 to | | | | | | | |
R | | | 50000 | | | | | | | |
R | | |R 1 +/-30 | | | | | | | |
R | | |(30,000) | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 205 |MACH |W4096 |Mach| | 16 |125 |BNR | MN | |
R | | |0.1 to 1.00 | | | | | | | |
R | | |R 6.25 E-5 | | | | | | | |
R | | |+/-0.010 | | | | | | | |
R | | |(0.1) | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 206 |COMPUTED |W1024 |Kts | | 14 |125 |BNR | CAS | |
R | |AIRSPEED |30 to 450 | | | | | | | |
R | | |R 0.0625 | | | | | | | |
R | | |+1.5 (100) | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 207 |MAXIMUM |W1024 |Kts | | 12 |125 |BNR | | |
R | |ALLOWABLE |150 to 450 | | | | | | | |
R | |AIRSPEED |R 0.25 +/- 1| | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 210 |TRUE |W2048 |Kts | | 15 |125 |BNR | | |

R

EFF :

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Page 27
Config-3 Feb 01/07

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
R | |AIRSPEED |60 to 599 | | | | | | | |
R | | |R 0.0625 | | | | | | | |
R | | |+/- 3 | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 211 |TOTAL AIR |W +/- 512 |Deg.| 29 | 11 |500 |BNR | TAT | |
R | |TEMP |-60 to 99 |C | | | | | | |
R | | |R 0.25 | | | | | | | |
R | | |+/- 0.5 | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 212 |ALTITUDE |W+/- 32768 |ft/ | 29 | 11 | 62 |BNR | | |
R | |RATE |-20,000 to |mn | | | | | | |
R | | | 20,000 | | | | | | | |
R | | |R 16.0 | | | | | | | |
R | | |+/-30 | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 213 |STATIC AIR|W+/- 512 |Deg.| 29 | 11 |500 |BNR | SAT | |
R | |TEMP |-99 to +80 |C | | | | | | |
R | | |R 0.25 | | | | | | | |
R | | |+/- 1 | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 215 |IMPACT |W512 |hPa | | 14 |125 |BNR | | |
R | |PRESSURE |0 to 372.5 | | | | | | | |
R | | |R 0.03125 | | | | | | | |
R | | |+/- 0.5 | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 220 |BARO CORR |W +/- 131072| ft | 29 | 17 | 62 |BNR | | |
R | |ALT 2 |-1000 to | | | | | | | |
R | | | 50000 | | | | | | | |
R | | |R 1 +/- 30 | | | | | | | |
R | | | (30,000) | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 221 |IND ANGLE |W +/- 180 |Deg.| 29 | 12 | 62 |BNR | | |
R | |OF ATTACK |-35 to +85 | | | | | | | |
R | | |R 0.0439 | | | | | | | |
R | | |+/- 0.25 | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 230 |TRUE |W +/- 799 |Kts | | 3 |500 |BCD | | |
R | |AIRSPEED |60 to 599 | | | | | | | |

R

EFF :

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Page 28
Config-3 Feb 01/07

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
R | | |R 1 | | | | | | | |
R | | |+/- 3 | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 231 |TOTAL AIR |W +/- 799 |Deg.| | 3 |500 |BCD | | |
R | |TEMP |-60 to 99 |C | | | | | | |
R | | |R 1 | | | | | | | |
R | | |+/- 1 | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 233 |STATIC AIR|W +/- 799 |Deg.| | 3 |500 |BCD | | |
R | |TEMP |-99 to +80 |C | | | | | | |
R | | |R 1 | | | | | | | |
R | | |+/- 1 | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 234 |BARO |W +/- 7999.9|hPa | | 5 |500 |BCD | | |
R | |CORRECT 1 |745 to 1100 | | | | | | | |
R | |mb |R 0.1 | | | | | | | |
R | | |+/- 0.25 | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 235 |BARO |W +/- 79.999|inHg| | 5 |500 |BCD | | |
R | |CORRECT 1 |22.0 to 32.5| | | | | | | |
R | |in.Hg |R 0.001 | | | | | | | |
R | | |+/- 0.0074 | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 236 |BARO |W +/- 7999.9|hPa | | 5 |500 |BCD | | |
R | |CORRECT 2 |745 to 1100 | | | | | | | |
R | |mb |R 0.1 | | | | | | | |
R | | |+/- 0.25 | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 237 |BARO |W +/- 79.999|inHg| | 5 |500 |BCD | | |
R | |CORRECT 2 |22.0 to 32.5| | | | | | | |
R | |in.Hg |R 0.001 | | | | | | | |
R | | |+/- 0.0074 | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 240 |VMO/MMO |W 399/0.99 |Kts/| |3/2 |1000|BCD | | |
R | |STATUS |0 to 399 / |Mach| | | | | | |
R | | |0 to 0.99 | | | | | | | |
R | | |R 1 /0.01 | | | | | | | |
R | | |1 / 0.01 | | | | | | | |

R

EFF :

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Page 29
Config-3 Feb 01/07

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 241 |CORRECTED |W +/- 180 |Deg.| 29 | 12 | 62 |BNR | AOA | |
R | |ANGLE OF |-35 to +85 | | | | | | | |
R | |ATTACK |R 0.0439 | | | | | | | |
R | | |+/- 0.25 | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 242 |TOTAL |W2048 |hPa | | 16 |125 |BNR | | |
R | |PRESSURE |100 to 1400 | | | | | | | |
R | | |R 0.03125 | | | | | | | |
R | | |+/- 0.3 | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 245 |UNCRCTD |W2048 |hPa | | 16 |125 |BNR | | |
R | |AVG STAT |100 to 1100 | | | | | | | |
R | |PRESSURE |R 0.03125 | | | | | | | |
R | | |+/- 0.3 | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 246 |CORCTD |W2048 |hPa | | 16 |125 |BNR | | |
R | |AVG STAT |100 to 1100 | | | | | | | |
R | |PRESSURE |R 0.03125 | | | | | | | |
R | | |+/- 0.3 | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 270 |DSCT WORD | | | | |500 |DIS | | |
R | | 1 | | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 271 |DSCT WORD | | | | |500 |DIS | | |
R | | 2 | | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 272 |DSCT WORD | | | | |500 |DIS | | |
R | | 3 | | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 350 |MAINT WORD| | | | |500 |DIS | | |
R | | 1 | | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 351 |MAINT WORD| | | | |500 |DIS | | |
R | | 2 | | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 352 |MAINT WORD| | | | |500 |DIS | | |
R | | 3 | | | | | | | | |

R

EFF :

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Page 30
Config-3 Feb 01/07

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 155 |MAINT WORD| | | | |500 |DIS | | |
R | | 4 | | | | | | | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 354 |LRU ID | | | | | |ISO | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 356 |FAULT STAT| | | | | |ISO | | |
R |--------------|----------|------------|----|----|----|----|----|-----|-------|
R | 377 |EQPT IDENT| | | | |500 |HEX | | |
R -------------------------------------------------------------------------------
R Output Label
R --------------------------------------------------------------------------
R | BIT N⁰ | FUNCTION | 1 = GND | 0 = OPEN |
R --------------------------------------------------------------------------
R | 11 | Icing Detector Heat | NO FAULT | FAULT |
R | 12 | Pitot Probe Heat | NO FAULT | FAULT |
R | 13 | ADR FAULT | FAULT | NO FAULT |
R | 14 | Right Static Heat | NO FAULT | FAULT |
R | 15 | Left Static Heat | NO FAULT | FAULT |
R | 16 | TAT Heat | HEAT | NO HEAT |
R | 17 | AOA 1 Heat | NO FAULT | FAULT |
R | 18 | AOA 2 Heat | NO FAULT | FAULT |
R | 19 | Overspeed Warning | WARN | NO WARN |
R | 20 | Spare (Primary AOA Fault) | | |
R | 21 | AOA Average/Unique | UNIQUE | AVERAGE |
R | 22 | VMO/MMO 1 | YES | NO |
R | 23 | VMO/MMO 2 | YES | NO |
R | 24 | VMO/MMO 3 | YES | NO |
R | 25 | VMO/MMO 4 | YES | NO |
R | 26 | SSEC Alternate Select 1 | YES | NO |
R | 27 | SSEC Alternate Select 2 | YES | NO |
R | 28 | Baro Port A Select | Port A | Port B |
R | 29 | Zero Mach SSEC Select | YES | NO |
R --------------------------------------------------------------------------
R Label 270 - Discrete Word 1

R

EFF :

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Page 31
Config-3 Feb 01/07

IAC
R --------------------------------------------------------------------------
R --------------------------------------------------------------------------
R | 11 | Zero AOA SSEC Select | YES | NO |
R | 12 | AOA Test Active | ACTIVE | NOT ACTIVE |
R | 13 | Low Speed Warning 1 | FAST | SLOW |
R | 16 | Low Speed Warning 4 | SLOW | FAST |
R | 17 | Spare | | |
R | 18 | Spare | | |
R | 19 | Spare | | |
R | 20 | AOA Correction 1A | YES | NO |
R | 21 | AOA Correction 1B | YES | NO |
R | 22 | AOA Correction 2A | YES | NO |
R | 23 | AOA Correction 2B | YES | NO |
R | 24-25 | Bus A Altimeter Mode | refer to Table 11A |
R | 26-27 | Bus B Altimeter Mode | refer to Table 11A |
R | 28 | Spare | | |
R | 29 | Spare | | |
R --------------------------------------------------------------------------
R ------------------------------------------------------------------------------
R | Altimeter Mode | FCU Input | Label 271 Bus A - Bits 25 & 24 |
R | | Label 272 - Bits 15 & 13 | Bus B - Bits 27 & 26 |
R |----------------------------------------------------------------------------|
R | STD | 01 | 01 |
R |----------------|--------------------------|--------------------------------|
R | QNH | 10 | 10 |
R |----------------|--------------------------|--------------------------------|
R | QFE | 00 | 00 |
R |----------------|--------------------------|--------------------------------|
R | INVALID | 11 | 11 |
R ------------------------------------------------------------------------------
R Altimeter Mode Conversion

R

EFF :

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Page 32
Config-3 Feb 01/07

IAC
R --------------------------------------------------------------------------
R --------------------------------------------------------------------------
R | 11 | SDI 2 | GROUND | OPEN |
R | 12 | SDI 1 | GROUND | OPEN |
R | 13 | Dual Baro Select | DUAL PORT | SINGLE PORT|
R | 14 | Analog Baro Select | ANALOG | DIGITAL |
R | 15 | Spare IDSC 1 | GROUND | OPEN |
R | 18 | Baro 3 Present | PRESENT | ABSENT |
R | 20 | CFDS Select | NOT ACTIVE| ACTIVE |
R | 21 | Spare | | |
R | 22 | BITE Memory Clear Enable | ENABLE | DISABLE |
R | 23 | BITE Write Inhibit | INHIBIT | ENABLE |
R | 24 | ADR Interface Test | TEST | NORMAL |
R | 25 | ADR Off Command | GROUND | OPEN |
R | 26 | Reserved | | |
R | 27 | ADR On/Off Status | OFF | ON |
R | 28 | Spare | | |
R | 29 | Spare | | |
R --------------------------------------------------------------------------

R

EFF :

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Page 33
Config-3 Feb 01/07

IAC
-------------------------------------------------------------------------
-------------------------------------------------------------------------
|13 to 23| Spare | | |
| 29 | A/C ID Parity | GROUND | OPEN |
-------------------------------------------------------------------------
-------------------------------------------------------------------------
-------------------------------------------------------------------------
| 11 | = 0 -- |
| 12 | = 1 | LSD = 6 |
| 13 | = 1 | |
| 14 | = 0 -- |
| 15 | = 0 -- |
| 16 | = 0 | MSD = 0 |
| 17 | = 0 | |
| 18 | = 0 -- |
|19 to 29| Spare |
-------------------------------------------------------------------------
Label 377 - Equipment Ident

R

EFF :

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Page 34
Config-3 Feb 01/07

IAC
R - On the ground the output labels are in the following state:
R --------------------------------------------------------------------------
R | LABEL | PARAMETER DEFINITION | SSM | ON GND CRITERION |
R |------------------------------------------------------------------------------
R | 203 | Altitude | NO | |
R | 205 | Mach | NCD | 0 Mach less than 0.1 |
R | 206 | Computed Airspeed | NCD | 0 kt CAS less than 30 kts |
R | 207 | Max Allowable Airspeed | NO | |
R | 215 | Impact Pressure | NO | |
R | 221 | Indicated AOA | NCD | NOTE CAS less than 60 kts |
R | 234 | Baro Corr (hPa) 1 & 2 & 3| NO | |
R | 236 | Baro Corr (hPa) 2 | NO | |
R | 034 | Baro Corr (hPa) 3 | NO | |
R | 035 | Baro corr (in.Hg) 3 | NO | |
R | 240 | VMO/MMO status | NO | |
R | 241 | Corrected AOA | NCD | Cmptd value CAS less than 60 kts |
R | 242 | Total Pressure | NO | |
R | 176 | L. Static Pressure | NO | |
R | 177 | R. Static Pressure | NO | |
R | 245 | Uncrctd Avg Stat Pressure| NO | |
R | 246 | Corctd Avg Stat Pressure | NO | |
R | 270 | Discrete words | NO | |
R | 354 | LRU ID | N/A | N/A |
R | 356 | Fault Status | N/A | N/A |
R -------------------------------------------------------------------------------
R Output Label Value on Ground

R

EFF :

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Page 35
Config-3 Feb 01/07

IAC
R --------------------------------------------------------------------------
R | | | TYPE A | TYPE B |
R | | |-------------------|-------------------|
R |OCTAL| | MAXIMUM | MAXIMUM | MAXIMUM | MAXIMUM |
R |LABEL| SIGNAL | FILTER |TRANSPORT| FILTER |TRANSPORT|
R | | |BANDWIDTH|DELAY****|BANDWIDTH|DELAY****|
R | | | (HZ) | (MSEC) | (HZ) | (MSEC) |
R --------------------------------------------------------------------------
R | 034 |Baro Corr mb 3 | N/A | 220 | N/A | 220 |
R | 035 |Baro Corr ins hg 3 | N/A | 220 | N/A | 220 |
R | 176 |Left Static Pressure | N/A *** | 119 | N/A *** | 119 |
R | 177 |Right Static Pressure | N/A *** | 119 | N/A *** | 119 |
R | 203 |Altitude | 8 | 86 | 3 | 120 |
R | 204 |Baro Corr Alt 1 | 8 | 94 | 3 | 128 |
R | 205 |Mach | 8 | 86 | 3 | 120 |
R | 206 |Computed Airspeed | 8 | 86 | 3 | 120 |
R | 207 |Max Allow. Aispeed | 8 | 219 | 8 | 219 |
R | 210 |True Airspeed | 8 | 219 | 3 | 253 |
R | 211 |Total Air Temp. | 4 | 1019 | 3 | 1049 |
R | 212 |Altitude Rate | 1.8 | 415 | 1,8 | 415 |
R | 213 |Static Air Temp. | 4 | 1019 | 3 | 1049 |
R | 215 |Impact Pressure | 8 | 219 | 3 | 253 |
R | 220 |Baro Corr Alt 2 | 8 | 94 | 3 | 128 |
R | 221 |Ind. Angle of Attack | 8 | 167 | 3 | 220 |
R | 230 |True Airspeed | 8 | 370 | 3 | 404 |
R | 231 |Total Air Temp | 4 | 1019 | 3 | 1049 |
R | 233 |Static Air Temp | 4 | 1019 | 3 | 1049 |
R | 241 |Corr Angle of Attack | 8 | 167 | 3 | 220 |
R | 242 |Total Pressure | N/A *** | 219 | N/A *** | 219 |
R | 245 |Uncorr Avg Static Pressure| N/A *** | 119 | N/A *** | 119 |
R | 246 |Corr Avg Static Pressure | N/A *** | 119 | N/A *** | 119 |
R | 251 |Baro Corr Alt 3 | 8 | 94 | 3 | 128 |
R --------------------------------------------------------------------------
R Table 15 A - ADR output filter data characteristics.
R NOTE : Type A refers to A318/A319/A320/A321 and type B refers to

____
R A330/A340.
R * Maximum filter bandwidth and maximum transport delay are
R not applicable to the following labels:
R - 155 Maintenance Word 4,
R - 270 Discrete Word 1,

R

EFF :

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Page 36
Config-3 Feb 01/07

IAC
R - 356 Fault Status,
R - 377 Equipment ID.
R
R ** Filters present only as provisions, except for
R Altitude Rate.
R
R *** Filtering of pressure data is performed by ADM.
R
R **** The Transport Delay does not include the Transmit
R Interval of the digital outputs. For ADR digital outputs
R based on the digital inputs (such as from the ADM), the
R Transport Delay is the delay between the digital input
R and the corresponding digital output. It is determined
R by plotting data updates vs. time for the digital inputs
R and outputs, and converting these discrete data points
R into continuous curves by appropriate smoothing between
R points. The Transport Delay is defined as the time delay
R between the input and output continuous curves. For
R parameters in which wide band and narrow band data are
R combined in the calculation, the transport delay
R requirement applies to the wide band portion of the
R computation.

R

EFF :

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Page 37
Config-3 Feb 01/07

IAC
(b) Discrete form
The ADR provides seven standard OPEN/GROUND output discretes.
--------------------------------------------------------------------------
| SIGNAL | PIN | OUTPUT | DEFINITION |
|------------------------------|------------|-------------|--------------|
| ADR OFF Light | TP- 4E | OPEN/GROUND | ON/OFF |
| ADR FAULT | TP- 4D | OPEN/GROUND | NO/FAULT |
| Low Speed Warning Discrete 2 | TP- 2G | OPEN/GROUND | SLOW/FAST |
| Low Speed Warning Discrete 4 | TP-13H | OPEN/GROUND | FAST/SLOW |
| AOA Special Test | TP-12G | OPEN/28VDC | NO/TEST |
--------------------------------------------------------------------------
ADR - Discrete Output Signals
NOTE : The ADR OFF light, the low speed warning 4 and ADR FAULT
____
discretes are forced to the ground state when the watchdog
timer (WDT) has timed out.
1
_ ADR OFF Light
When the ADR is commanded OFF, it issues a ground state to the
ADR OFF light discrete to enable the legend to come on.
2
_ ADR FAULT
When an ADR FAULT is detected, the ADR issues a ground state
to the ADR FAULT discrete to enable the legend to come on.
3
_ Low speed warning discretes 1, 2, 3, 4
The ADR provides four standard Open/Ground low speed warning
output discretes.
- Airspeed conditions
Airspeed decreasing
knots
knots
knots
Discrete 4 = GROUND for Airspeed less than or equal to 260
knots
Airspeed increasing
Discrete 4 = OPEN for Airspeed greater than 264 knots
- Power off conditions

R

EFF :

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Page 38
Config-3 Feb 01/07

IAC
Discrete 1 = OPEN
Discrete 2 = OPEN
Discrete 3 = OPEN
Discrete 4 = OPEN
- CAS detected failure condition
Discrete 4 = OPEN
4
_ AOA special test
The ADR provides an OPEN/GROUND output discrete to drive the
AOA self-test.
The AOA self-test is commanded via the CFDIU interface bus.
When the AOA test is active, the AOA sensor is offset to +15
deg. (plus or minus 1 deg.). All AOA dependent parameters
reflect this offset and their SSMs indicate Functional Test
(FT).
The RETURN command from the MCDU results in the discrete
output set to OPEN.
Ref. 34-18-00 for more details.

R

EFF :

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Page 39
Config-3 Feb 01/07

IAC
3. ________________________________
R
A. Control
(1) ADIRS Control and Display Unit (CDU)

(Ref. Fig. 010)
The ADIRS CDU provides the control and warning of the three ADRs by
means of three ADR illuminated pushbutton switches:
- the pushbutton switch is used to disable the ADR output buses. It
is a momentary action pushbutton switch
- when the ADR output buses are disabled, the ADR controls the
activation of the ADR OFF legend by its output discrete: ADR OFF
status
- when an ADR failure is detected, the ADR controls the activation of
the ADR FAULT legend by its output discrete: ADR FAULT
- each ADR is de-energized when the associated OFF/NAV/ATT selector
switch is set to OFF
- when the associated OFF/NAV/ATT selector switch is set to NAV or
ATT, each ADR is switched on independently of the previous
selection on the ADR pushbutton switch.
R
B. Indicating
Altitude (ALT), Computed Airspeed (CAS), Mach number (M) and Vertical
Speed (V/S) are computed by the ADIRU (ADR portion), processed by the
associated DMC and displayed on the PFDs.
True Airspeed (TAS) is supplied in the same way but is displayed on the
NDs.
In normal configuration, with the AIR DATA selector switch in NORM
position, the ADR 1 displays information on CAPT PFD and ND. The ADR 2
displays information on F/O PFD and ND.
Static Air Temperature (SAT) and Total Air Temperature (TAT) are also
supplied in the same way but are permanently displayed on the lower part
of the lower ECAM DU.
These items of information are displayed by the ADR 2 when EIS1 is
installed, by ADR1 when EIS2 is installed.

EFF :

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Page 40
Config-3 May 01/08

IAC
ADR Control on CDU
Figure 010

R

EFF :

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Page 41
Config-3 May 01/08

IAC
(1) PFD display
For further details concerning speed, altitude or vertical speed
scale, Ref. 31-64-00.
(a) Computed Airspeed (CAS)

(Ref. Fig. 011)
The CAS indication is displayed in analog form by means of a
white tape with graduations every 10 kts and digital values every
20 kts. This tape moves up and down so as to indicate the A/C
actual speed value in front of a fixed yellow reference line.
The displayed part of the scale represents an 84 kts range. The
scale is graduated from 30 kts to 520 kts and the digital values
from 40 to 520 kts (item A).
In no case can the displayed CAS be lower than 30 kts.
In case of computed airspeed failure, the speed scale goes out of
view and is replaced by a red SPD flag (item B).
(b) Mach number (M)

When the Mach number is above 0.5, it is displayed just below the
speed scale.
In case of failure, a red MACH flag is presented.
(c) Altitude (ALT)

(Ref. Fig. 012)
The baro altitude indication is provided by means of a tape which
moves up and down behind a window within which the A/C actual
altitude is displayed.
The tape of the scale is graduated every 100 ft and digital
values are displayed every 500 ft in hundreds.
The A/C actual altitude is provided by a counter located at the
middle of the scale in which the actual value is displayed in
green digits.
The hundreds of feet are written in a large size whereas the tens
and units are displayed by a drum operating as a classical
mechanical altimeter.
Small white marks are positioned in front of each number on the
tape (item A).
If the altitude is negative, a NEG white indication is added at
the left of the digital value. The digital value is limited to
minus 1500 ft (item B).
Different displays are presented depending on the baro setting
reference (standard or baro corrected), Ref. 31-64-00.
In case of baro altitude failure, the scale goes out of view and
a red ALT flag flashes for a few seconds in the altitude window,
then remains steady (item C).

R

EFF :

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Page 42
Config-3 May 01/08

IAC
Computed Airspeed and Mach Indication Display
Figure 011

EFF :

101-199, 901-999, 34-13-00

Page 43
Config-3 May 01/08
R
IAC
Altitude Indication Display
Figure 012

EFF :

101-199, 901-999, 34-13-00

Page 44
Config-3 May 01/08
R
IAC
In case of discrepancy between the altitude given by the CAPT air
data source and the altitude given by the F/O air data source, a
CHECK ALT amber flag is presented on the right side of the
altitude scale (item D).
(d) Vertical Speed (V/S)

(Ref. Fig. 013)
The baro vertical speed is automatically displayed in the right
side of the PFD when the inertial vertical speed is not available
(item A). It is a degraded mode.
- a trapezoidal grey background colored surface
- a fixed white scale with 500 ft/mn spaced marks from -2000
ft/mn to +2000 ft/mn
- a needle giving, in analog form, the actual vertical speed
value
- a number in a moving amber window. This window accompanies the
Between -200 ft/mn and +200 ft/mn, both the window and the
number disappear.
- above +6000 ft/mn (or below -6000 ft/mn), the needle remains
amber.
In addition, those indications change to amber in approach, in
- V/S less than -2000 ft/mn below 2500 ft RA
In case of a failure warning, the vertical speed scale is removed
and replaced by a red V/S flag which flashes for a few seconds,
then remains steady (item B).
(2) ND display
(Ref. Fig. 014)
The true airspeed (TAS) is displayed on the ND in ROSE, ARC and PLAN
mode (item A).
The TAS information is displayed by a numerical indication of three
digits preceded by TAS indication. This information is displayed in
the left upper corner of the ND for speed higher than 100 kts. Below
this value TAS indication remains visible but is followed by three
dashes (item B).

EFF :

101-199, 901-999, 34-13-00

Page 45
Config-3 May 01/08
R
IAC
Vertical Speed Indication Display
Figure 013

EFF :

101-199, 901-999, 34-13-00

Page 46
Config-3 May 01/08
R
IAC
True Airspeed Indication Display
Figure 014

EFF :

101-199, 901-999, 34-13-00

Page 47
Config-3 May 01/08
R
IAC
(3) Display on the lower ECAM DU
(Ref. Fig. 015)
The Static Air Temperature (SAT) and the Total Air Temperature (TAT)
are permanently displayed on the lower part of the lower ECAM DU by a
numerical indication of two digits preceded by the plus or minus sign
(item A).
These data are delivered by the ADR 2 when EIS 1 is installed, by ADR
1 when EIS 2 is installed.
In case of failure or when NCD information is received from the ADR
1, these data are replaced by crosses (item B).

In case of loss of AIR DATA parameters on CAPT or F/O PFD and ND, the
ADR 3 can be used as a back up source by placing the AIR DATA
selector switch in CAPT/3 position for EFIS 1 and F/O/3 position for
EFIS 2.
In case of loss of TAT/SAT parameters on the lower ECAM DU, the ADR 3
can be used as a back up source by placing the AIR DATA selector
switch in F/O/3 position when EIS 1 is installed, in CAPT/3 position
when EIS 2 is installed.
R
C. Warnings
In addition to the AIR DATA flags displayed on the PFDs and NDs and on
the CDU, warning messages are displayed on the lower part of the upper
ECAM DU.
Two kinds of warning messages can be displayed:
- failure warning messages in case of loss of AIR DATA parameters
- configuration warning messages in case of dangerous configuration of
the aircraft.
When the CLR key is pushed on the ECAM control panel, a STATUS page is
displayed on the lower ECAM DU and indicates the STATUS and INOP SYS
(systems).
(1) Failure warning messages

(Ref. Fig. 016, 017, 018)
(a) NAV ADR 1(2)(3) FAULT

NAV ADR 1(2) + 2(3) FAULT
- the FAULT legend of the ADR pushbutton switch on the CDU comes
on.
R

EFF :

101-199, 901-999, 34-13-00

Page 48
Config-3 May 01/08

IAC
TAT/SAT Indication Display
Figure 015

EFF :

101-199, 901-999, 34-13-00

Page 49
Config-3 May 01/08
R
IAC
NAV ADR 1(2)(3) FAULT Message
Figure 016

EFF :

101-199, 901-999, 34-13-00

Page 50
Config-3 May 01/08
R
IAC
NAV ADR 1+3 (2+3) FAULT Message
Figure 017

EFF :

101-199, 901-999, 34-13-00

Page 51
Config-3 May 01/08
R
IAC
NAV ADR 1 + 2 FAULT Message
Figure 018

EFF :

101-199, 901-999, 34-13-00

Page 52
Config-3 May 01/08
R
IAC
(b) NAV ALTI DISCREPANCY
(Ref. Fig. 019)
This message is displayed when a difference higher than plus or
minus 250 ft is detected by the external comparison inside the
FWCs between the baro-corrected altitude (or plus or minus 500 ft
for the standard altitude) provided by two ADRs.
When it is displayed:
- the CHECK ALT message appears on the PFD.
(2) Configuration warning messages

(Ref. Fig. 020)
**ON A/C 101-199,
(Ref. Fig. 021)
**ON A/C 901-999,
(Ref. Fig. 021A)
**ON A/C 101-199, 901-999,
(a) OVERSPEED VM0/MM0

OVERSPEED VFE/VLE
- the Continuous Repetitive Chime (CRC) sounds.
OVERSPEED VMO/MMO warning processed by the FWC is triggered when
the CAS/Mach calculated by the ADR exceed the VMO/MMO threshold
by more than 4 kts/0.006 Mach.
OVERSPEED VFE/VLE processed by the FWC is a function of Vc and
depends on slat/flap position for the VFE and landing gear
position for the VLE.
For overspeed VLE, the warning is triggered at 284 knots.
(b) Stall warning

(Ref. Fig. 022)
When this warning is activated:

EFF :

101-199, 901-999, 34-13-00

Page 53
Config-3 May 01/08
R
IAC
NAV ALTI DISCREPANCY Message
Figure 019

EFF :

101-199, 901-999, 34-13-00

Page 54
Config-3 May 01/08
R
IAC
OVERSPEED VMO/MMO Message
Figure 020

EFF :

101-199, 901-999, 34-13-00

Page 55
Config-3 May 01/08
R
IAC
Figure 021

R

EFF :

101-199, 34-13-00

Page 56
Config-3 May 01/08

IAC
Figure 021A

R

EFF :

901-999, 34-13-00

Page 57
Config-3 May 01/08

IAC
Stall Warning Message
Figure 022

R

EFF :

101-199, 901-999, 34-13-00

Page 58
Config-3 May 01/08

IAC
- the cricket and the voice STALL sound.
This warning is processed by the FWC and is a function of angle
of attack value and slat position following three conditions:
- normal law:
- alternate law

R

EFF :

101-199, 901-999, 34-13-00

Page 59
Config-3 May 01/08

IAC
AIR DATA - REMOVAL/INSTALLATION
_______________________________
TASK 34-13-00-040-001
PFD Mach Number - Overspeed Check
_______
1. __________________
Reason for the Job
R NOTE : This deactivation task is not related to an AFM-CDL/MMEL item.

____
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
3. __________
Job Set-up
Subtask 34-13-00-865-070
A. On the circuit breaker panels 49VU, 121VU and 122VU, close the circuit
breakers related to the NAVIGATION, EIS, FCU, CFDS and LGCIU systems.
Subtask 34-13-00-860-081

002).

EFF :

ALL 34-13-00

Page 401
Feb 01/08

IAC
(4) On the MCDU, get the SYSTEM REPORT/TEST NAV menu page
(Ref. TASK 31-32-00-860-010)
(5) On the overhead panel :

are on.
4. Procedure
_________
R **ON A/C 001-012, 014-099,
Subtask 34-13-00-710-056
A. Overspeed Check
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

ADIRS CDU:
- set the 3 OFF/NAV/ATT selector The OFF legend of the 3 ADR pushbutton
switches to NAV. switches must be off.
- push the ADR3 pushbutton The related OFF legend comes on.
switch.
2. On the MCDU, on the NAV menu

page:
- push the line key adjacent to The ADIRS ADR1 (ADR2) 1/2 page comes
the ADC1 (ADC2) indication. into view.
- push the line key adjacent to The ADIRS ADR1 (ADR2) INTERFACE TEST
the INTERFACE TEST indication. page comes into view.
- push the line key adjacent to From 0 to 10 seconds ignore the

the TEST START indication warnings and indications.
(Ref. TASK 34-13-00-740-002). From 10 seconds:

EFF :

ALL 34-13-00

Page 402
May 01/06

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- the black and red strip comes into
view on the speedscale on the CAPT
(F/O) PFD
- ignore the related warnings.
- Push the line key adjacent to The test procedure stops, the warnings
the RETURN/TEST STOP above stop.
indication.
R **ON A/C 101-199, 901-999,
Subtask 34-13-00-710-056-A
A. Overspeed Check
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

ADIRS CDU:
- set the 3 OFF/NAV/ATT selector The OFF legend of the 3 ADR pushbutton
switches to NAV. switches must be off.
- push the ADR3 pushbutton The related OFF legend comes on.
switch.
2. On the MCDU, on the NAV menu

page:
- push the line key adjacent to The ADR1 (ADR2) page comes into view.
the ADC1 (ADC2) indication.
- push the line key adjacent to The ADR1 (ADR2) OUTPUT TESTS page comes
the OUTPUT TESTS indication. into view.
- push the line key adjacent to The ADR1 (ADR2) INTERFACE TEST 1/2 page
the INTERFACE TEST indication. comes into view.
- on the keyboard push the NEXT The ADR1 (ADR2) INTERFACE TEST 2/2 page
PAGE function key. comes into view.

EFF :

ALL 34-13-00

Page 403
Feb 01/07

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
R - push the line key adjacent to From 0 to 10 seconds ignore the
R the START TEST indication. warnings and indications.
R (Ref. TASK 34-13-00-740-002). From 10 seconds:
R - the black and red strip comes into
R view on the speedscale on the CAPT
R (F/O) PFD
R - ignore the related warnings.
R - push the line key adjacent to The test procedure stops, the warnings
R the RETURN indication. above stop.
R **ON A/C ALL
5. Close-up
________
Subtask 34-13-00-860-082
(1) On the ECAM control panel, set the LOWER DISPLAY and the UPPER
DISPLAY potentiometers to OFF.
(2) On the MCDU, push the MCDU MENU mode key.

(Ref. TASK 24-41-00-862-002).

EFF :

ALL 34-13-00

Page 404
May 01/06

IAC
TASK 34-13-00-440-001
Reactivation of PFD Mach Number - Overspeed Check
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
R Not Applicable
3. __________
Job Set-up
Subtask 34-13-00-869-085
A. Not Applicable
4. Procedure
_________
Subtask 34-13-00-810-050
A. Do the trouble-shooting of the auto-flight function.
R (1) Refer to the trouble shooting procedure relative to the triggered

R message.
R

EFF :

ALL 34-13-00

Page 405
May 01/08

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AIR DATA - ADJUSTMENT/TEST
__________________________
TASK 34-13-00-710-001
Operational Test of the AIR DATA Switching Function
_______
1. __________________
Reason for the Job
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-13-00-860-056
A. Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-002).

EFF :

ALL 34-13-00

Page 501
Aug 01/06
R
IAC
Subtask 34-13-00-010-057
B. Get Access

Subtask 34-13-00-865-063
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R
R
R **ON A/C 001-012, 014-099,
R 121VU ADIRS/ADIRU/2PWR/SHED 10FP N11

R 121VU ADIRS/ADIRU/3PWR/SWTG 9FP N10
R 121VU ADIRS/ADIRU/2/26VAC AND AOA 5FP2 N09
R 121VU ADIRS/ADIRU/3/26VAC AND AOA 5FP3 N08
R **ON A/C ALL
R 121VU HYDRAULIC/LGCIU/SYS2 2GA Q35

R 121VU HYDRAULIC/LGCIU/SYS1/GRND SPLY 52GA Q34

EFF :

ALL 34-13-00

Page 502
Aug 01/06

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R **ON A/C 101-199, 901-999,

**ON A/C ALL
Subtask 34-13-00-860-057
D. Aircraft Maintenance Configuration
860-001).

are on.
(4) On the CAPT and F/O main instrument panels, on the PFDs:
- make sure that the altitude and airspeed data come into view.

EFF :

ALL 34-13-00

Page 503
Feb 01/07

IAC
4. Procedure
_________
Subtask 34-13-00-710-050
A. BITE Test of the AIR DATA Switching Function
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- push the ADR1 pushbutton On the ADIRS CDU, the OFF legend of the
switch. ADR1 pushbutton switch comes on
On the CAPT PFD, the speed and altitude
indications go out of view (ignore the
related flag warnings).
2. On the center pedestal, on the On the CAPT PFD:

SWITCHING panel 8VU:
- set the AIR DATA selector - the speed and altitude indications
switch to CAPT/3 from the ADR3 come into view.
- set the AIR DATA selector - the speed and altitude indications go
switch to NORM. out of view (ignore the related flag
warnings).
3. On the ADIRS CDU: On the ADIRS CDU, the OFF legend of the
- push the ADR2 pushbutton ADR2 pushbutton switch comes on
switch. On the F/O PFD, the speed and altitude
indications go out of view (ignore the
related flag warnings).
4. On the center pedestal, on the On the F/O PFD:

SWITCHING panel 8VU:
- set the AIR DATA selector - the speed and altitude indications
switch to F/O/3 from the ADR3 come into view
- set the AIR DATA selector - the speed and altitude indications go
switch to NORM. out of view (ignore the related flag
warnings).

EFF :

ALL 34-13-00

Page 504
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- push the ADR1 and ADR2 On the ADIRS CDU, the OFF legend of the
pushbutton switches again ADR1 and ADR2 pushbutton switches goes
off
On the CAPT and F/O PFDs, the speed and
altitude indications come into view.

selector switches to OFF.
5. Close-up
________
Subtask 34-13-00-860-058

002).
Subtask 34-13-00-410-057
B. Close Access

EFF :

ALL 34-13-00

Page 505
May 01/08

IAC
TASK 34-13-00-710-002
Operational Test of the VMO/MMO Overspeed Warnings
_______
1. __________________
Reason for the Job
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page

EFF :

ALL 34-13-00

Page 506
May 01/08
R
IAC
3. __________
Job Set-up
Subtask 34-13-00-010-052
A. Get Access

Subtask 34-13-00-860-059
B. Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-002).
Subtask 34-13-00-865-064
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-13-00-865-069
WARNING : OPEN CIRCUIT BREAKER 7XE. THIS WILL PREVENT A POSSIBLE

_______
DEPLOYMENT OF THE RAT IF THE MAIN AC BUSBARS 1XP AND 2XP BECOME
ISOLATED.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
105VU ELEC/CSM/G /EV AUTO/SPLY 7XE C01

EFF :

ALL 34-13-00

Page 507
May 01/08
R
IAC
R
Subtask 34-13-00-860-061
E. Aircraft Maintenance Configuration
(2) Do the ADIRS start procedure (Ref. TASK 34-10-00-860-002),

are on.
- on the ADIRS CDU, on the panel 20VU, make sure that the 3
OFF/NAV/ATT selector switches are at NAV,
(4) On the center pedestal, on one MCDU, get the SYSTEM REPORT/TEST/NAV
page (Ref. TASK 31-32-00-860-010).
(5) Make sure that the L/G doors are closed and the slats/flaps are fully
retracted.
R
4. Procedure
_________
**ON A/C 001-012, 014-099,
Subtask 34-13-00-710-051-B
A. OVERSPEED Warning VMO/MMO 1. (L/G DOWN VMO/MMO SELECTION Switch 22FP at

NORM)
NOTE : This test is for the VMO/MMO overspeed warning only. Ignore the
____
warnings and indications (VLE, ...) which are not related to this
test.

EFF :

ALL 34-13-00

Page 508
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the overhead panel, on the On the ADIRS CDU:

ADIRS CDU:
- Push the ADR2 and ADR3 - the OFF legend of the ADR2 and ADR3
pushbutton switches. pushbutton switches comes on.
- push the line key adjacent to - the ADIRS ADR1 1/2 page comes into
the ADR1 indication. view.
- push the line key adjacent to - the ADIRS ADR1 INTERFACE TEST page
- push the line key adjacent to From 0 to 10 seconds, ignore the

the TEST START indication. warnings and indications.
From 10 seconds and more, on the
CAPT(F/O) PFD, the speed increases to
367.7 Kts . When the value is 354 Kts:
- on the upper ECAM display unit, this
indication is shown:
OVERSPEED
VMO/MMO 350/.82
- you can hear the continuous
repetitive chime aural warning.

the RETURN/STOP indication. The warnings above stop.
- push the line key adjacent to The SYSTEM REPORT/TEST/NAV page comes
the RETURN indication. into view.
- push the ADR2 pushbutton - the OFF legend of the ADR2 pushbutton
switch. switch goes off.
switch. switch comes on.
4. On the MCDU:

R

EFF :

001-012, 014-099, 34-13-00

Page 509
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- push the line key adjacent to Same results on the F/O PFD.
the ADR2 indication.
Do the same test as specified
in the para 2 and 3.
- push the ADR3 pushbutton On the ADIRS CDU, The OFF legend of the
switch. ADR3 pushbutton switch goes off.
6. On the SWITCHING panel 8VU: On the CAPT PFD, the speed and altitude
- set the AIR DATA selector indications from the ADR3 come into
switch to CAPT/3. view.
switch. ADR2 pushbutton switch comes on.
8. On the MCDU:
- push the line key adjacent to Same results on the CAPT PFD.
pushbutton switches ADR1 and ADR2 pushbutton switches goes
off.
10. On the SWITCHING panel 8VU:

- set the AIR DATA selector
switch to NORM.

R

EFF :

001-012, 014-099, 34-13-00

Page 510
May 01/08

IAC
Subtask 34-13-00-710-052-B
B. OVERSPEED Warning VMO/MMO 2 (L/G DOWN VMO/MMO SELECTION Switch 22FP at

L/G DOWN)
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. In the avionics compartment, on

the panel 188VU:
- remove the lockwire from the
safety cover of the L/G DOWN
VMO/MMO SELECTION switch.
- Set the switch to L/G DOWN.
2. In the cockpit on the overhead On the ADIRS CDU:

panel, on the ADIRS CDU:
- push the ADR2 and ADR3 - the OFF legend of the ADR2 and ADR3
- push the line key adjacent to - the ADIRS ADR1 1/2 page comes into
the ADR1 indication. view.
- push the line key adjacent to - the ADIRS ADR1 INTERFACE TEST page

the TEST START indication. warnings and indications.
(Ref. TASK 34-13-00-740-002). From 10 seconds and more, on the
367.7 Kts. When the value is 239Kts:
OVERSPEED
VMO/MMO 235/.60

the RETURN/TEST STOP The warnings above stop.
indication.

R

EFF :

001-012, 014-099, 34-13-00

Page 511
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- push the ADR2 pushbutton switch - the OFF legend of the ADR2 pushbutton
switch goes off.
5. On the MCDU:
9. On the MCDU:
10. ON the ADIRS CDU:
pushbutton switches. ADR1 and ADR2 pushbutton switches goes
off.

EFF :

001-012, 014-099, 34-13-00

Page 512
May 01/08
R
IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
switch to NORM.

the panel 188VU:
- set the L/G DOWN VMO/MMO
SELECTION switch to NORM.
- lock the safety cover and
secure it with lockwire.
R **ON A/C 101-199, 901-999,
Subtask 34-13-00-710-051-C
A. OVERSPEED Warning VMO/MMO 1 (L/G DOWN VMO/MMO SELECTION Switch 22FP at

NORM)
NOTE : This test is for the VMO/MMO overspeed warning only. Ignore the
____
warnings and indications (VLE, ...) which are not related to this
test.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the overhead panel, on the On the ADIRS DCU:

ADIRS CDU:
- push the line key adjacent to - the ADR1 page comes into view.
- push the line key adjacent to - the ADR1 OUTPUT TESTS page comes into
- push the line key adjacent to - the ADR1 INTERFACE TEST 1/2 page

R

EFF :

ALL 34-13-00

Page 513
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- on the keyboard push the NEXT - the ADR1 INTERFACE TEST 2/2 page

the START TEST indication. warnings and indications.
From 10 seconds and more, on the
367.7 Kts. When the value is 354 Kts:
OVERSPEED
VMO/MMO 350/.82
- On the panels 130VU and 131VU, the
- You can hear the continuous

the RETURN indication. The warnings above stop.
switch. switch goes off.
4. On the MCDU:

R

EFF :

101-199, 901-999, 34-13-00

Page 514
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
8. On the MCDU:
pushbutton switches ADR1 and ADR2 pushbutton switches goes
off.

switch to NORM.
Subtask 34-13-00-710-052-C
B. OVERSPEED Warning VMO/MMO 2 (L/G DOWN VMO/MMO SELECTION Switch 22FP at

L/G DOWN)
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

the panel 188VU:
- remove the lockwire from the
safety cover of the L/G DOWN
VMO/MMO SELECTION switch.
- set the switch to L/G DOWN.
2. In the cockpit on the overhead On the ADIRS CDU:

panel, on the ADIRS CDU:

R

EFF :

101-199, 901-999, 34-13-00

Page 515
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- push the line key adjacent to - the ADR1 page comes into view.
- push the line key adjacent to - the ADR1 OUTPUT TESTS page comes into
- push the line key adjacent to - the ADR1 INTERFACE TEST 1/2 page
- on the keyboard push the NEXT - the ADR1 INTERFACE TEST 2/2 page

the START TEST indication. warnings and indications.
(Ref. TASK 34-13-00-740-002). From 10 seconds and more, on the
367.7 Kts. When the value is 239Kts:
OVERSPEED
VMO/MMO 235/.60

the RETURN indication. The warnings above stop.
- push the ADR2 pushbutton switch - the OFF legend of the ADR2 pushbutton
switch goes off.

R

EFF :

101-199, 901-999, 34-13-00

Page 516
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
5. On the MCDU:
9. On the MCDU:
10. ON the ADIRS CDU:
pushbutton switches. ADR1 and ADR2 pushbutton switches goes
off.

switch to NORM.

the panel 188VU:
- set the L/G DOWN VMO/MMO
SELECTION switch to NORM.
- lock the safety cover and
secure it with lockwire.

R

EFF :

101-199, 901-999, 34-13-00

Page 517
May 01/08

IAC
R
**ON A/C ALL
5. Close-up
________
Subtask 34-13-00-860-062
(3) On the MCDU, push the line key adjacent to the RETURN indication
until the CFDS menu page comes into view.
Subtask 34-13-00-865-065
breaker(s):
7XE, 5CC1, 5CC2
Subtask 34-13-00-860-060
C. De-energize the aircraft electrical circuits

(Ref. TASK 24-41-00-862-002).
Subtask 34-13-00-410-052
D. Close Access
items.

R

EFF :

ALL 34-13-00

Page 518
May 01/08

IAC
TASK 34-13-00-710-003
Operational Test of the ALT Comparison Warning
_______
1. __________________
Reason for the Job
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
3. __________
Job Set-up
Subtask 34-13-00-860-063

R

EFF :

ALL 34-13-00

Page 519
May 01/08

IAC
Subtask 34-13-00-865-066
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099, 901-999,
Post SB 22-1015 For A/C 001-012,014-021,
Subtask 34-13-00-865-071
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C ALL
Subtask 34-13-00-860-065
(3) When the circuit breakers 5CC1 and 5CC2 are open:
- - the AUTO FLT FAC 1+2 FAULT message and the MASTER CAUT light
come on
- - you can hear the single chime.
(4) Before the test, on the ECAM Control Panel, push the CLR key to clear
the message.
(5) On the glareshield 13VU, on the CAPT and F/O EFIS control sections of
the FCU, set the mode selector switch to ROSE/NAV.

R

EFF :

ALL 34-13-00

Page 520
May 01/08

IAC
menu page.
(Ref. TASK 31-32-00-860-010).
4. Procedure
_________
**ON A/C 001-012, 014-099,
Subtask 34-13-00-710-053
A. Operational Test of the ALT Comparison Warning
NOTE : This test is for the system 1. For the systems 2 and 3, use the
____
indications between parentheses.
NOTE : For system 3, on the center pedestal, set the SWITCHING/AIR DATA
____
selector switch 15FP to CAPT (F/O) position; the CAPT (F/O) PFD
shows the ADR3 indications.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the glareshield 13VU, on the

CAPT and F/O EFIS control
sections of the FCU:
- pull the baro reference The baro display (above the baro
selector knob. reference selector knob) shows STD.
The CAPT and F/O PFDs show the altitude
related to the standard barometric
pressure.
Below this indication the PFDs show
STD.
indication.
- push the NEXT PAGE function - the ADIRS ADR1 (ADR2) (ADR3) 2/2 page
key. comes into view.

R

EFF :

ALL 34-13-00

Page 521
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- push the line key adjacent to - the ALT DYNAMIC SLEW TEST page comes
the ALT DYNAMIC SLEW TEST into view.
indication.
- on the keyboard, enter: - the display shows:

*the airfield altitude value / *the airfield altitude value /
(airfield altitude value plus (airfield altitude value plus 1500)
1500)
*(Example: for an airfield
altitude value of 1800ft enter:
1800 / 3300).
and push the line key adjacent
to the SET ALT SLEW LIMITS
indication.
- on the keyboard, enter 1000 and - the display shows 1000.

push the line key adjacent to
the SET ALT SLEW RATE
indication.
- push the line key adjacent to The test starts:

the DOWN (START SLEW) - the CAPT (F/O) PFD shows:
indication. *airfield altitude value plus 1500.
- the vertical CHECK ALT indication
comes into view on the two PFDs.
- the upper ECAM DU shows this warning:
NAV ALTI DISCREPANCY
- on the glareshield panels 130VU and
131VU, the MASTER CAUT light comes
on.
- on the CAPT (F/O) PFD, the altitude
starts to decrease.
- when the difference of altitude
between the CAPT PFD and the F/O PFD
is less than 500 ft.
. the vertical CHECK ALT indication
goes out of view on the two PFDs
. the warning goes out of view on the
upper ECAM DU.
. the MASTER CAUT lights go off.
decreases.

R

EFF :

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Page 522
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
NOTE : After the ARD3, set the

____
AIR DATA selector switch
15FP to NORMAL.
**ON A/C 101-199, 901-999,
Subtask 34-13-00-710-053-A
A. Operational Test of the ALT Comparison Warning
____
NOTE : For system 3, on the center pedestal, set the SWITCHING/AIR DATA
____
selector switch 15FP to CAPT (F/O) position; the CAPT (F/O) PFD
shows the ADR3 indications.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

pressure.
Below this indication the PFDs show
STD.
indication.

R

EFF :

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Page 523
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- push the line key adjacent to - the ADR1 (ADR2) (ADR3) OUTPUT TESTS
the OUTPUT TESTS indication. page comes into view.
- push the line key adjacent to - the ADR1 (ADR2) (ADR3) SLEW TESTS
the SLEW TESTS indication. page comes into view.
- push the line key adjacent to - the ADR1 (ADR2) (ADR3) ALT DYNAMIC
the ALT DYNAMIC SLEW SLEW page comes into view.
indication.
- on the keyboard, enter: - the display shows:

*the airfield altitude value / *the airfield altitude value /
(airfield altitude value plus (airfield altitude value plus 1500)
1500)
*(Example: for an airfield
altitude value of 1800ft enter:
1800 / 3300).
to the ALT LIMITS (FT)
indication.

the ALT SLEW RATE (FT/MIN)
indication.

the UP (START SLEW) indication.
- the ADR1 ALT DYNAMIC SLEW TEST page with SLEWING IN PROGRESS 90 S
information comes into view.
- On the CAPT (F/O) PFD the altitude increase.
When the difference of altitude between the CAPT PFD and the F/O PFD is 650
ft approximately:
- the vertical CHECK ALT indication comes into view on the two PFDs.
- the upper ECAM DU shows this warning:
NAV ALTI DISCREPANCY
- on the glareshield panels 130VU and 131VU, the MASTER CAUT light comes on.
On the MCDU:
- at the end of the test, the END OF SLEWING indication comes into view.


R

EFF :

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Page 524
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
NOTE : After the ADR3 test, set
____
the AIR DATA selector
switch 15FP to NORMAL.
**ON A/C ALL
5. Close-up
________
Subtask 34-13-00-860-066
(1) On the CAPT and F/O EFIS control sections of the FCU, push the baro
reference selector knob.
**ON A/C 001-012, 014-099, 901-999,
Post SB 22-1015 For A/C 001-012,014-021,
Subtask 34-13-00-865-072
breaker(s):
5CC1, 5CC2
**ON A/C ALL
Subtask 34-13-00-860-064
C. Close Access

(Ref. TASK 24-41-00-862-002).
items.
(3) Put the aircraft back to the serviceable condition.

EFF :

ALL 34-13-00

Page 525
May 01/08
R
IAC
TASK 34-13-00-710-004
Operational Test of the ALT DYNAMIC SLEW TEST
_______
1. __________________
Reason for the Job
This test simulates a change in altitude.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
3. __________
Job Set-up
Subtask 34-13-00-860-067

EFF :

ALL 34-13-00

Page 526
May 01/08
R
IAC
Subtask 34-13-00-010-058
B. Get Access

Subtask 34-13-00-865-067
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,

**ON A/C 101-199, 901-999,


EFF :

ALL 34-13-00

Page 527
May 01/08
R
IAC
**ON A/C 001-012, 014-099, 901-999,
Post SB 22-1015 For A/C 001-012,014-021,
Subtask 34-13-00-865-073
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C ALL
Subtask 34-13-00-860-069
page
(Ref. TASK 31-32-00-860-010).
4. Procedure
_________
**ON A/C 001-012, 014-099,
Subtask 34-13-00-710-054
A. Operational Test of the ALT DYNAMIC SLEW TEST.
NOTE : This test is for the system 1. For the other system(s), use the
____
indications between the parentheses.
NOTE : This test is an example of the altitude ramp test. Ignore the
____
warnings which are the result of a difference in altitude between
the CAPT and F/O PFD.

EFF :

ALL 34-13-00

Page 528
May 01/08
R
IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

pressure and the STD indication.
indication.
- on the keyboard, push the NEXT - the ADIRS ADR1 (ADR2) (ADR3) 2/2 page
- push the line key adjacent to - the ALT DYNAMIC SLEW TEST page comes
the ALT DYNAMIC SLEW TEST into view.
indication.
- on the keyboard, enter 0/1500 - the display shows 0/1500.

to the SET ALT SLEW LIMITS
indication.

the SET ALT SLEW RATE
indication.

the UP (START SLEW) indication. - the CAPT (F/O) PFD shows 0 ft and the
altitude increases to 1500 ft in
approximately 90 seconds.

R

EFF :

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Page 529
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IAC
**ON A/C 101-199, 901-999,
Subtask 34-13-00-710-054-A
A. Operational Test of the ALT DYNAMIC SLEW TEST
____
NOTE : This test is an example of the altitude ramp test. Ignore the
____
warnings which are the result of a difference in altitude between
the CAPT and F/O PFD.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

- pull the baro reference the baro display (above the baro
the CAPT and F/O PFDs show the altitude
pressure and the STD indication.
indication.
the SLEW TESTS indication. page comes into view.
- push the line key adjacent to - the ADR1 (ADR2) (ADR3) ALT DYNAMIC
the ALT DYNAMIC SLEW SLEW page comes into view.
indication.
- on the keyboard, enter 0/1500 - the display shows 0/1500.


R

EFF :

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Page 530
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
to the ALT LIMITS (FT)
indication.

the ALT SLEW RATE (FT/MIN)
indication.

the UP (START SLEW) indication. - the CAPT (F/O) PFD shows 0 ft and the
altitude increases to 1500 ft in
**ON A/C ALL
5. Close-up
________
Subtask 34-13-00-410-058
A. Close Access
**ON A/C 001-012, 014-099, 901-999,
Post SB 22-1015 For A/C 001-012,014-021,
Subtask 34-13-00-865-074
breaker(s):
5CC1, 5CC2

EFF :

ALL 34-13-00

Page 531
May 01/08
R
IAC
**ON A/C ALL
Subtask 34-13-00-860-068
C. Put the aircraft back to its initial configuration.
(2) On the CAPT and F/O EFIS control sections of the FCU, push the baro
reference selector knob.

(Ref. TASK 24-41-00-862-002).
items.

R

EFF :

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May 01/08

IAC
TASK 34-13-00-710-005
Operational Test of the CAS DYNAMIC SLEW TEST
_______
1. __________________
Reason for the Job
This test simulates a change in airspeed.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

No specific safety barriers
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
3. __________
Job Set-up
Subtask 34-13-00-860-070

EFF :

ALL 34-13-00

Page 533
May 01/08
R
IAC
Subtask 34-13-00-010-059
B. Get Access

Subtask 34-13-00-865-068
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,

**ON A/C 101-199, 901-999,


EFF :

ALL 34-13-00

Page 534
May 01/08
R
IAC
**ON A/C 001-012, 014-099, 901-999,
Post SB 22-1015 For A/C 001-012,014-021,
Subtask 34-13-00-865-075

_______
ISOLATED.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C ALL
Subtask 34-13-00-860-072
(2) on the center pedestal, on the MCDU, get the SYSTEM REPORT/TEST/NAV
page
(Ref. TASK 31-32-00-860-010).
(3) Put the safety barriers in position around the RAT area.

EFF :

ALL 34-13-00

Page 535
May 01/08
R
IAC
4. Procedure
_________
**ON A/C 001-012, 014-099,
Subtask 34-13-00-710-055-B
A. Operational Test of the CAS DYNAMIC SLEW TEST
____
NOTE : This test is an example of the CAS ramp test. Ignore the warnings
____
which are the result of an overspeed.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On one MCDU: On one MCDU:
indication.
- push the line key adjacent to - the ADIRS ADR1 (ADR2) (ADR3) CAS
the CAS DYNAMIC SLEW TEST DYNAMIC SLEW TEST page comes into
indication. view.
- on the keyboard, enter these - the slew limits set come into view
limits: 175/225 and push the below the related indication.
line key adjacent to the SET
CAS SLEW LIMITS indication.
- on the keyboard, enter this - the slew rate comes into view below
slew rate: 0020 and push the the related indication.
line key adjacent to the SET
CAS SLEW RATE indication.
- push the line key adjacent to On the CAPT and F/O PFDs:
the UP-START SLEW indication. - the speed scale moves from 175 Kts to
225 Kts.
The warnings above stop.

EFF :

ALL 34-13-00

Page 536
May 01/08
R
IAC
**ON A/C 101-199, 901-999,
Subtask 34-13-00-710-055-C
A. Operational Test of the CAS DYNAMIC SLEW TEST
____
NOTE : This test is an example of the CAS ramp test. Ignore the warnings
____
which are the result of an overspeed.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On one MCDU: On the MCDU:
indication.
OUTPUT TESTS indication. page comes into view.
SLEW TESTS indication. page comes into view.
- push the line key adjacent to - the ADR1 (ADR2) (ADR3) CAS DYNAMIC
the CAS DYNAMIC SLEW SLEW page comes into view.
indication.
- on the keyboard, enter these - the slew limits set come into view
limits: 175/225 and push the below the related indication.
line key adjacent to the CAS
LIMITS (FT) indication.
- on the keyboard, enter this - the slew rate comes into view below
slew rate: 0020 and push the the related indication.
line key adjacent to the CAS
SLEW RATE (FT/MIN) indication.
- push the line key adjacent to On the CAPT and F/O PFDs:
the UP-START SLEW indication. - the speed scale moves from 175 Kts to
225 Kts.
The warnings above stop.

R

EFF :

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Page 537
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IAC
**ON A/C ALL
5. Close-up
________
Subtask 34-13-00-410-059
A. Close Access
**ON A/C 001-012, 014-099, 901-999,
Post SB 22-1015 For A/C 001-012,014-021,
Subtask 34-13-00-865-076
breaker(s):
5CC1, 5CC2, 7XE
**ON A/C ALL
Subtask 34-13-00-860-071

(Ref. TASK 24-41-00-862-002).
items.

R

EFF :

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Page 538
May 01/08

IAC
TASK 34-13-00-710-006
Operational Test of the AOA SENSOR TEST
_______
1. __________________
Reason for the Job
This test controls the angle of attack (AOA) sensors to the special test
position.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-10-00-710-007 Test of the Angle of Attack Warning
3. __________
Job Set-up
Subtask 34-13-00-860-073
A. Not Applicable
4. Procedure
_________
Subtask 34-13-00-710-060
A. Refer to the operational test of the angle of attack warning.

(Ref. TASK 34-10-00-710-007)

EFF :

ALL 34-13-00

Page 539
May 01/08
R
IAC
TASK 34-13-00-710-007
Operational Test of the Overspeed Warnings in the Slats/Flaps and Landing Gear
Extended (VFE/VLE) Configuration
____
1. __________________
Reason for the Job
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
29-10-00-863-001 Pressurize the Green Hydraulic System
29-10-00-863-002 Pressurize the Yellow Hydraulic System
29-10-00-863-003 Pressurize the Blue Hydraulic System with a Ground
Power Supply
29-10-00-864-001 Depressurize the Green Hydraulic System
29-10-00-864-002 Depressurize the Yellow Hydraulic System
29-10-00-864-003 Depressurize the Blue Hydraulic System
Page
32-22-00-010-001 Nose Gear Doors - Ground Doors Opening
32-22-00-410-001 Nose Gear Doors - Ground Doors Closing

EFF :

ALL 34-13-00

Page 540
May 01/08
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
3. __________
Job Set-up
Subtask 34-13-00-860-050

002).
(2) Make sure that the nose landing gear doors are closed
(Ref. TASK 32-22-00-410-001).
(4) Pressurize the aircraft hydraulic systems

(Ref. TASK 29-10-00-863-001)
(Ref. TASK 29-10-00-863-002)
(Ref. TASK 29-10-00-863-003) (NOTE : You can use the electric pumps).
Subtask 34-13-00-860-052
page
(Ref. TASK 31-32-00-860-010).
(3) On the overhead panel, on the FLT CTL panels 23VU and 24VU:
- make sure that the FAC, ELAC and SEC pushbutton switches are not
pushed (in). The OFF legends are on.
(4) On the center pedestal (panel 114VU), set the flap and slat control
lever to the FULL position.
(5) On the panel 50VU, release the ENG/FADEC GND PWR/1 and ENG/FADEC GND
PWR/2 pushbutton switches. The ON legends come on.

EFF :

ALL 34-13-00

Page 541
May 01/08
R
IAC
Subtask 34-13-00-010-060
C. Get Access

Subtask 34-13-00-865-082
D. Make sure that this(these) circuit breaker(s) is(are) closed:
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,

**ON A/C ALL
**ON A/C 101-199, 901-999,


EFF :

ALL 34-13-00

Page 542
May 01/08
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099, 901-999,
Post SB 22-1015 For A/C 001-012,014-021,
Subtask 34-13-00-865-085
E. Open, safety and tag this(these) circuit breaker(s):

_______
ISOLATED.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C ALL
Subtask 34-13-00-860-090
F. Aircraft Maintenance Configuration
(1) On the center pedestal, on the ECAM control panel:

- push the CLR key until the MASTER CAUT and MASTER WARN lights go
off on the panels 131VU and 130VU.
- push the CLR key until the memo section comes into view in the
lower part of the upper ECAM display unit.

EFF :

ALL 34-13-00

Page 543
May 01/08
R
IAC
4. Procedure
_________
**ON A/C 001-012, 014-099,
Subtask 34-13-00-710-057-A
A. Test of the VFE Overspeed Warning
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the overhead panel 20VU, on

the ADIRS CDU:
pushbutton switches. ADR2 and ADR3 pushbutton switches comes
on.
indication
PAGE function key comes into view.
- push the line key adjacent to - the ADR1 (ADR2) (ADR3) SLEW TEST page
the CAS DYNAMIC SLEW TEST comes into view.
indication
- on the keyboard, enter these

limits: 175/260
- push the line key adjacent to The slew limits set come into view
the SET CAS SLEW LIMITS below the related indication.
indication
- on the keyboard, enter this

slew rate: 020
- push the line key adjacent to The slew rate set comes into view below
the SET CAS SLEW RATE the related indication.
indication

EFF :

ALL 34-13-00

Page 544
May 01/08
R
IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- push the line key adjacent to On the CAPT (F/O) PFD, the speed scale
the UP-START SLEW indication moves from 175 kts to 260 kts as
specified in the table below
On the upper ECAM display unit, make
sure that all the indications given in
the table below come into view
on the panels 130VU and 131VU, the
MASTER WARN lights flash when the
speeds set come into view
The continuous repetitive chime sounds
MASTER WARN lights go off when you set
the flap and slat control lever to a
lower position.
R **ON A/C 101-199, 901-999,
Subtask 34-13-00-710-057-B
A. Test of the VFE Overspeed Warning
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

the ADIRS CDU:
on.
- push the line key adjacent to - the SYSTEM REPORT/TEST page which
the NAV indication contains the three ADR comes into
view.
indication

R

EFF :

ALL 34-13-00

Page 545
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
the OUTPUT TESTS indication page comes into view.
the SLEW TESTS indication page comes into view.
the CAS DYNAMIC SLEW indication SLEW page comes into view.
- on the keyboard, enter these

limits: 175/260
- push the line key adjacent to The slew limits set come into view
the CAS LIMITS (KT) indication below the related indication.
- on the keyboard, enter this

slew rate: 020
- push the line key adjacent to The slew rate set comes into view below
the CAS SLEW RATE (KTs/MIN) the related indication.
indication
the UP-START SLEW indication moves from 175 kts to 260 kts as
specified in the following table
On the upper ECAM display unit, make
sure that all the indications given in
the table below come into view
MASTER WARN lights flash when the
speeds set come into view
The continuous repetitive chime sounds
MASTER WARN lights go off when you set
the flap and slat control lever to a
lower position.

R

EFF :

101-199, 901-999, 34-13-00

Page 546
May 01/08

IAC
**ON A/C 001-012, 014-099, 901-999,
Subtask 34-13-00-710-061
B. Speed values
NOTE : Make sure that speed values are reached before you move the
____
flaps/slats control lever.

R

EFF :

001-012, 014-099, 901-999, 34-13-00

Page 547
May 01/08

IAC
-------------------------------------------------------------------------------
| SLATS AND FLAPS |
|---------------------------------|
| | |
SPEED | Position | Indication | INDICATION
IS MORE | of CTL LEVER | on the upper | ON THE UPPER ECAM
THAN | | ECAM DU | DISPLAY UNIT
| | |
---------|----------------|----------------|-----------------------------------
181 Kts | FULL | FULL | OVERSPEED
| | | - VFE 177
|----------------|----------------|-----------------------------------
| 3 | 3 | The indication goes out of view
---------|----------------|----------------|-----------------------------------
189 Kts | 3 | 3 | OVERSPEED
| | | - VFE 185
|----------------|----------------|-----------------------------------
---------|----------------|----------------|-----------------------------------
| | | - VFE 200
|----------------|----------------|-----------------------------------
| 1 | 1+F | The indication goes out of view
---------|----------------|----------------|-----------------------------------
219 Kts | 1 | 1+F | OVERSPEED
| | | - VFE 215
---------|----------------|----------------|-----------------------------------
(or equal) | | - VFE 215
|----------------|----------------|-----------------------------------
| | | When OVERSPEED
| 0 | 0 | - VFE 215
| | | indication goes out of view:
| | | OVERSPEED
| | | - VFE 230
| | |this indication can come into view
| | |for some seconds then goes out of
| | |view.
-------------------------------------------------------------------------------

R

EFF :

001-012, 014-099, 901-999, 34-13-00

Page 548
May 01/08

IAC
**ON A/C 101-199,
Subtask 34-13-00-710-061-A
B. Speed values
NOTE : Make sure that speed values are reached before you move the
____
flaps/slats control lever.

R

EFF :

101-199, 34-13-00

Page 549
May 01/08

IAC
-------------------------------------------------------------------------------
| SLATS AND FLAPS |
|---------------------------------|
| | |
| | |
---------|----------------|----------------|-----------------------------------
194 Kts | FULL | FULL | OVERSPEED
| | | - VFE 190
|----------------|----------------|-----------------------------------
---------|----------------|----------------|-----------------------------------
| | | - VFE 195
|----------------|----------------|-----------------------------------
---------|----------------|----------------|-----------------------------------
| | | - VFE 215
|----------------|----------------|-----------------------------------
| 1 | 1+F | The indication goes out of view
| | | then comes into view
---------|----------------|----------------|-----------------------------------
234 Kts | 1 | 1+F | The indication
| | | - VFE 215
|----------------|----------------| goes out of view when
| | |
| | |
| | | OVERSPEED
| 0 | 0 | -VFE 230
| | | this indication can come into
---------|----------------|----------------| view for some seconds then goes
When the OVERSPEED VFE 230 goes out of | out of view.
view, move the control lever to the |
position 1 before you reach CAS 254 Kts |
---------|----------------|----------------|-----------------------------------
| | | -VFE 215
|----------------|----------------|-----------------------------------
| | | The indication goes out of view
|----------------|----------------|-----------------------------------
| | | OVERSPEED
| | | -VFE 230
| 0 | 0 |The indication comes into view for
| | |some seconds then goes out of view.

R

EFF :

101-199, 34-13-00

Page 550
May 01/08

IAC
-------------------------------------------------------------------------------
| SLATS AND FLAPS |
|---------------------------------|
| | |
| | |
---------|----------------|----------------|-----------------------------------
-------------------------------------------------------------------------------
**ON A/C ALL
Subtask 34-13-00-860-053
C. Depressurize the aircraft hydraulic systems (Ref. TASK 29-10-00-864-001)

(Ref. TASK 29-10-00-864-002) (Ref. TASK 29-10-00-864-003).
**ON A/C 001-012, 014-099,
Subtask 34-13-00-710-059-B
D. Test of the VLE Overspeed Warning
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. Open the nose landing gear doors

(Ref. TASK 32-22-00-010-001).

the ADIRS CDU:
on.
indication

EFF :

ALL 34-13-00

Page 551
May 01/08
R
IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
PAGE function key comes into view.
- push the line key adjacent to - the ADR1 (ADR2) (ADR3) SLEW TEST page
the CAS DYNAMIC SLEW TEST comes into view.
indication
- on the keyboard, enter these - the slew limits come into view on the
limits: 275/290 bottom line (scratch pad) of the
MCDU.
- push the line key adjacent to - the slew limits set come into view
the SET CAS SLEW LIMITS below the related indication.
indication
- on the keyboard, enter this - the slew rate comes into view on the
slew rate: 025 bottom line (scratch pad) of the
MCDU.
- push the line key adjacent to - the slew rate set comes into view
the SET CAS SLEW RATE below the related indication.
indication
the UP-START SLEW indication moves from 275 kts to 290 kts.
On the upper ECAM display unit, when
the CAS reaches 284 kts, make sure that
this indication comes into view:
OVERSPEED
VLE...............280/.67
MASTER WARN lights flash
The continuous repetitive chime sounds.
the RETURN/STOP indication. moves down
MASTER WARN lights do not flash
The continuous repetitive chime stops.
- push the ADR1 and ADR2 - the OFF legend of the ADR1 pushbutton
pushbutton switches. switch comes on

R

EFF :

001-012, 014-099, 34-13-00

Page 552
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IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- the OFF legend of the ADR2 pushbutton
switch goes off.
5. Do the ADR2 test as specified in Same results on the F/O side.

step 3.
switch goes off.
8. Do the ADR3 test as specified in Same results on the CAPT side.

the step 3.
off.

R

EFF :

001-012, 014-099, 34-13-00

Page 553
May 01/08

IAC
R **ON A/C 101-199, 901-999,
Subtask 34-13-00-710-059-C
D. Test of the VLE Overspeed Warning
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. Open the nose landing gear doors

(Ref. TASK 32-22-00-010-001).

the ADIRS CDU:
on.
indication
the OUTPUT TESTS indication page comes into view.
the SLEW TESTS indication page comes into view.
the CAS DYNAMIC SLEW indication SLEW page comes into view.
- on the keyboard, enter these - the slew limits come into view on the
limits: 275/290 bottom line (scratch pad) of the
MCDU.
- push the line key adjacent to - the slew limits set come into view
the CAS LIMITS (FT) indication. below the related indication.
- on the keyboard, enter this - the slew rate comes into view on the
slew rate: 025 bottom line (scratch pad) of the
MCDU.

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- push the line key adjacent to - the slew rate set comes into view
the CAS SLEW RATE (FT/MIN) below the related indication.
indication.
the UP-START SLEW indication moves from 275 kts to 290 kts.
On the upper ECAM display unit, when
the CAS reaches 284 kts, make sure that
this indication comes into view:
OVERSPEED
VLE...............280/.67
MASTER WARN lights flash
The continuous repetitive chime sounds.
the RETURN/STOP indication. moves down
MASTER WARN lights do not flash
The continuous repetitive chime stops.
switch goes off.

step 3.
switch goes off.

the step 3.

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
off.
**ON A/C ALL
5. Close-up
________
Subtask 34-13-00-410-060
A. Close Access
**ON A/C 001-012, 014-099, 901-999,
Post SB 22-1015 For A/C 001-012,014-021,
Subtask 34-13-00-865-083
breaker(s):
5CC1, 5CC2, 7XE

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**ON A/C ALL
Subtask 34-13-00-860-051
(1) Do the EIS STOP procedure (Ref. TASK 31-60-00-860-002).
(4) De-energize the aircraft electrical circuit

(Ref. TASK 24-41-00-862-002).
(5) Close the nose landing gear doors (Ref. TASK 32-22-00-410-001).

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**ON A/C 001-012, 014-099,
TASK 34-13-00-720-009
Functional Test of the Altitude and Airspeed Data
_______
INSTRUMENTS:
- THE PRESSURES SET MUST NOT BE MORE THAN 1050 hPa (31 in Hg) OR LESS
- CHANGES IN STATIC PRESSURE MUST NOT BE MORE THAN 6000 FEET/MINUTE
_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

TO 1400 MB (20.3 PSI)

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
34-13-00-790-002 Leak Test of the Principal Static and Total Air Data
System
3. __________
Job Set-up
Subtask 34-13-00-860-054

(Ref. TASK 24-41-00-861-002).
(2) Do the EIS start procedure (PFD DUs only) (Ref. TASK 31-60-00-860-
001).
(4) On the SWITCHING panel 8VU, make sure that the AIR DATA selector
switch is at NORM.
(5) Make sure that the flaps are fully retracted (Ref. TASK 27-50-00-866-
009).
(6) On the FCU, set the CAPT (F/O) Baro-Correction to display STD below
the altitude scale on the CAPT (F/O) PFD .
(7) Do the Leak Test of the main Air Data System (Ref. TASK 34-13-00-790-
002).

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Subtask 34-13-00-865-086

_______
ISOLATED.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-13-00-480-050
C. Install the Ground Pressure Generator
NOTE : For this test, use a ground pressure generator with these minimum
____
requirement:
- Static (altitude): -1000ft to 50,000ft (accuracy +/-0,31mb
(0,00453psi)),
- Pitot (speed): 0 to 500kts,
- Mach Nbr: 0 to 1.000,
- Climb Rate: 0 to +/- 6000ft/mn (accuracy +/- 7%).
probes.
(2) Connect the GENERATOR - GROUND PRESSURE MINI. 100 MB (1.45 PSI) TO
1400 MB (20.3 PSI) to the static and pitot probes of the aircraft:
NOTE : For the CAPT and F/O circuits, it is necessary to connect the
____
ground pressure generator to the two static probes (L and R).
For CAPT circuit (ADIRU 1) and F/O circuit (ADIRU 2), connect
the ground pressure generator to the static probes with the
ADAPTER COVER-STATIC PORT (98D34003500102):
- L static probe 1 7DA1, zone 127, STA 8750, for the L static
pressure ADM (19FP5)
and

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- R static probe 1 8DA1, zone 128, STA 9300, for the R static
For the standby circuit (ADIRU 3), connect the ground pressure
generator to the static probes with the ADAPTER COVER-STATIC
PORT (98D34003500100):
- L static probe 3 7DA3, zone 121, STA 4250, for the static
pressure ADM (19FP8) or
- R static probe 3 8DA3, zone 122, STA 4250, for the static
pressure ADM (19FP8).
Connect the ground pressure generator to the pitot probes with

the ADAPTOR-CHARGING,PITOT PROBE or equivalent:
For CAPT circuit:
- pitot probe 1 9DA1, zone 125, for the L total pressure ADM
(19FP1).
For F/O circuit:

- pitot probe 2 9DA2, zone 126, for the R total pressure ADM
(19FP2).
For the standby circuit:

- pitot probe 3 9DA3, zone 125, for the standby total pressure
ADM (19FP3).
(3) Seal the drain holes of the pitot probes with a piece of platic and
colored adhesive tape.
_______
ALWAYS PUT A PIECE OF PLASTIC ON THE HOLE FIRST AND USE THE
COLORED ADHESIVE TAPE TO ATTACH THE PLASTIC.
PROBE.
(a) Seal the opposite static probe of the standby ADM with the
(4) Move the vane of the three AOA sensors to the upper position. Keep
the AOA sensors in position with colored adhesive tape.

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4. Procedure
_________
Subtask 34-13-00-720-065
A. Functional Test of the Altitude and Airspeed Data
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the ground pressure generator, On the CAPT and F/O PFDs, compare and
set a static pressure and a total write the altitude and airspeed values
pressure as given in the table for the ADIRU 1 and 2.
below.
- set the AIR DATA selector to On the CAPT and F/O PFDs, compare and
CAPT/3. write the altitude and airspeed values
for the ADIRU 3 and 2.
F/O/3. write the altitude and airspeed values
for the ADIRU 1 and 3.
3. At the end of the test, on the

ground pressure generator:
- slowly balance the pressure in The rate of descent must not be more
the static and total pressure than 6000 ft/mn.
lines.
- open the lines to get the
atmospheric pressure.
4. Stop the pressure generator.

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-------------------------------------------------------------------------------
Pressure | CAPT PFD and F/O PFD
generator | AIR DATA switch at | AIR DATA switch
| NORM | at CAPT/3 or F/O/3
------------------------------|-----------------------|------------------------
Ps | Pt | QC |Hp 1/2|Vc 1/2 |Mach 1/2| Hp 3 | Vc 3 | Mach 3
(ft)|(hpa)| (ft)|(hpa)|Pt-Ps | (ft) | (Kts) | | (ft) |(Kts) |
| | | | (hpa)| | +/- 2 | | | +/-2 |
-----|-----|-----|-----|------|------|-------|--------|------|------|----------
5304|833.5| 1829|948,1|114.6 | 5000 | 250 |0.413(*)| 5401 | 264 | 0.439 (*)
| | | | |+/-12 | |+/-0.004|+/- 12| |+/-0.004
-----|-----|-----|-----|------|------|-------|--------|------|------|----------
10335|687.8| 6335|801.8|114.0 |10000 | 250 |0.452(*)| 10475| 264 | 0.482 (*)
| | | | |+/-15 | |+/-0.004|+/- 15| |+/-0.004
-----|-----|-----|-----|------|------|-------|--------|------|------|----------
20463|456.7|13010|619.2|163.5 |20000 | 300 | 0.651 | 21093| 319 | 0.704
| | | | |+/- 22| |+/-0.004|+/- 22| |+/-0.004
-----|-----|-----|-----|------|------|-------|--------|------|------|----------
30515|293.9|20579|454.4|160.5 |30000 | 300 | 0.790 | 31845| 322 | 0.873
| | | | |+/- 30| |+/-0.003|+/- 30| |+/-0.003
-----|-----|-----|-----|------|------|-------|--------|------|------|----------
40487|183.2|30618|292.5|109.3 |40000 | 250 | 0.823 | 41761| 267 | 0.903
| | | | |+/- 42| |+/-0.003|+/- 42| |+/-0.003
-------------------------------------------------------------------------------
(*) These indications are not shown when the Mach value is less than 0.5.
5. Close-up
________
Subtask 34-13-00-080-050
A. Remove the ground support and maintenance equipment, the special and
Make sure that there is no remaining piece of plastic and/or adhesive
tape on the pitot probes and AOA sensors. Make sure the pitot drain holes
are operational and that the AOA sensors move freely.

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Subtask 34-13-00-865-088
breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-13-00-860-055
(1) Do a reset of each ELAC:

- on the panel 49VU, open then close the ELAC1 C/B,
- on the panel 121VU, open then close the ELAC2 C/B.
probes.

(Ref. TASK 24-41-00-862-002).

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**ON A/C ALL
Post SB 34-1222 For A/C 001-012,014-099,
TASK 34-13-00-720-009-A
Functional Test of the Altitude and Airspeed Data (A/C with RVSM capability on
three ADIRUs)
_______
INSTRUMENTS:
_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

TO 1400 MB (20.3 PSI)

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-13-00-860-092

(Ref. TASK 24-41-00-861-002).
(2) Do the EIS start procedure (PFD DUs only) (Ref. TASK 31-60-00-860-
001).
switch is at NORM.
(5) Make sure that the flaps are fully retracted (Ref. TASK 27-50-00-866-
009).
(6) On the FCU, set the CAPT (F/O) Baro-Correction to display STD below
the altitude scale on the CAPT (F/O) PFD .
Subtask 34-13-00-865-101

_______
ISOLATED.

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-13-00-480-052
C. Install the Ground Pressure Generator
NOTE : For this test, use a ground pressure generator with these minimum
____
requirements:
- Static (altitude): -1000ft to 50,000ft (accuracy +/-0,1mb
(0.00145psi) in positive t⁰),
- Pitot (speed) : 0 to 500Kts,
- Mach Nbr : 0 to 1.000,
- Climb Rate : 0 to +/- 6000ft/mn (accuracy +/- 7%).
probes.
1400 MB (20.3 PSI) to the static and pitot probes of the aircraft:
NOTE : For the CAPT and F/O circuits, it is necessary to connect the
____
ground pressure generator to the two static probes (L and R).
For CAPT circuit (ADIRU 1) and F/O circuit (ADIRU 2), connect
the ground pressure generator to the static probes with the
ADAPTER COVER-STATIC PORT (98D34003500102):
and
For the standby circuit (ADIRU 3), connect the ground pressure
generator to the static probes with the ADAPTER COVER-STATIC
PORT (98D34003500100):

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- L static probe 3 7DA3, zone 121, STA 4250, for the static
pressure ADM (19FP8) or
- R static probe 3 8DA3, zone 122, STA 4250, for the static
Connect the ground pressure generator to the pitot probes with

the ADAPTOR-CHARGING,PITOT PROBE or equivalent:
For CAPT circuit:
- pitot probe 1 9DA1, zone 125, for the L total pressure ADM
(19FP1).
For F/O circuit:

- pitot probe 2 9DA2, zone 126, for the R total pressure ADM
(19FP2).
For the standby circuit:

- pitot probe 3 9DA3, zone 125, for the standby total pressure
ADM (19FP3).
(3) Seal the drain holes of the pitot probes with a piece of plastic and
colored adhesive tape.
_______
PROBE.
(a) Seal the opposite static probe of the standby ADM with the
(4) Move the vane of the three AOA sensors to the upper position. Keep
the AOA sensors in position with colored adhesive tape.

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IAC
4. Procedure
_________
**ON A/C 101-199,
Subtask 34-13-00-720-063-B
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
pressure as given in the tables for the ADIRU 1 and 2.
below.
for the ADIRU 3 (in relation to the
Trim 0) and the ADIRU 2.
Trim 0) and the ADIRU 1.

lines.

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(1) ADIRUs 1 and 2
------------------------------------------------------------------------------
| | CAPT PFD and F/O PFD |
| Pressure generator | AIR DATA switch at | AIR DATA switch |
| | NORM | at CAPT/3 or F/O/3 |
|------------------------------|-----------------------|---------------------|
| Ps | Pt | QC |Hp 1/2| Vc 1/2|Mach 1/2| |
| (ft)|(hpa)| (ft)|(hpa)|Pt-Ps | (ft) | (Kts) | | For ADIRU 3 to get |
| | | | | (hpa)| | +/- 2 | | |
|-----|-----|-----|-----|------|------|-------|--------| the correct values: |
| 5392|830.8| 1828|948.1|117.3 | 5000 | 250 |0.412(*)| |
| | | | | |+/-12 | |+/-0.004| - use the placard |
|-----|-----|-----|-----|------|------|-------|--------| |
|10450|684.7| 6335|801.8|117.1 |10000 | 250 |0.452(*)| near the ADIRU3 and |
| | | | | |+/-15 | |+/-0.004| |
|-----|-----|-----|-----|------|------|-------|--------| refer to the tables |
|20822|449.8|13009|619.2|169.4 |20000 | 300 | 0.651 | |
| | | | | |+/- 22| |+/-0.004| that follow. |
|-----|-----|-----|-----|------|------|-------|--------| |
|31067|286,6|20579|454.4|167.8 |30000 | 300 | 0.790 | |
| | | | | |+/- 30| |+/-0.003| (in relation to the |
|-----|-----|-----|-----|------|------|-------|--------| |
|41086| 178 |30618|292.5|114.5 |40000 | 250 | 0.823 | Trim 0ft) |
| | | | | |+/- 42| |+/-0.003| |
------------------------------------------------------------------------------

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(2) ADIRU 3
(a) Aircraft with Trim = 0ft
--------------------------------------------------------
| Pressure | CAPT PFD and F/O PFD |
| generator | AIR DATA switch |
| | at CAPT/3 or F/O/3 |
|------------------------------|-----------------------|
| Ps | Pt | QC | Hp 3 | Vc 3 | Mach 3 |
| (ft)|(hpa)| (ft)|(hpa)|Pt-Ps | (ft) |(Kts) | |
| | | | | (hpa)| | +/-2 | |
|-----|-----|-----|-----|------|------|------|---------|
| 5392|830.8| 1828|948.1|117.3 | 5445 | 265 |0.442 (*)|
| | | | | |+/- 12| |+/-0.004 |
|-----|-----|-----|-----|------|------|------|---------|
|10450|684.7| 6335|801.8|117.1 | 10565| 266 |0.487 (*)|
| | | | | |+/- 15| |+/-0.004 |
|-----|-----|-----|-----|------|------|------|---------|
|20822|449.8|13009|619.2|169.4 | 21535| 326 | 0.725 |
| | | | | |+/- 22| |+/-0.004 |
|-----|-----|-----|-----|------|------|------|---------|
|31067|286.6|20579|454.4|167.8 | 32455| 328 | 0.899 |
| | | | | |+/- 30| |+/-0.003 |
|-----|-----|-----|-----|------|------|------|---------|
|41086| 178 |30618|292.5|114.5 | 42430| 272 | 0.932 |
| | | | | |+/- 42| |+/-0.003 |
--------------------------------------------------------

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(*) These indications are not shown when the Mach value is less
than 0.5.
**ON A/C 901-999,
Subtask 34-13-00-720-063-A
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
below.
Trim 0ft) and the ADIRU 2.
Trim 0ft) and the ADIRU 1.

lines.

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(1) ADIRUs 1 and 2
------------------------------------------------------------------------------
| | NORM |at CAPT/3 or F/O/3 |
|------------------------------|-----------------------|---------------------|
| Ps | Pt | QC |Hp 1/2| Vc 1/2|Mach 1/2| |
| (ft)|(hpa)| (ft)|(hpa)|Pt-Ps | (ft) |(Kts) | | For ADIRU 3 to get |
| | | | | (hpa)| | +/- 2| | |
|-----|-----|-----|-----|------|------|-------|--------| the correct values: |
| 5257| 835 | 1827|948.1|113.1 |5000 | 250 |0.413(*)| |
| | | | | |+/-12 | |+/-0.004| - use the placard |
|-----|-----|-----|-----|------|------|-------|--------| |
|10253| 690 | 6335|801.8|111.8 |10000 | 250 |0.452(*)| near the ADIRU3 and |
| | | | | |+/-15 | |+/-0.004| |
|20192|461.9|13009|619.2|157.3 |20000 | 300 | 0.651 | |
| | | | | |+/- 22| |+/-0.004| that follow. |
|-----|-----|-----|-----|------|------|-------|--------| |
|30058|300.1|20576|454.5|154.4 |30000 | 300 | 0.791 | |
|-----|-----|-----|-----|------|------|-------|--------| |
|40004|187.5|30620|292.5| 105 |39995 | 250 | 0.823 | Trim 0ft) |
| | | | | |+/- 42| |+/-0.003| |
------------------------------------------------------------------------------

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(2) ADIRU 3
(a) Aircraft with Trim = 0ft
--------------------------------------------------------
| Pressure generator | AIR DATA switch |
|------------------------------|-----------------------|
| Ps | Pt | QC | Hp 3 | Vc 3 | Mach 3 |
| | | | | (hpa)| | +/-2 | |
|-----|-----|-----|-----|------|------|------|---------|
| 5257| 835 | 1827|948.1|113.1 | 5305 | 261 |0.433 (*)|
| | | | | |+/- 12| |+/-0.004 |
|-----|-----|-----|-----|------|------|------|---------|
|10253| 690 | 6335|801.8|111.8 |10370 | 261 |0.475 (*)|
| | | | | |+/- 15| |+/-0.004 |
|-----|-----|-----|-----|------|------|------|---------|
|20192|461.9|13009|619.2|157.3 |20790 | 314 | 0.690 |
| | | | | |+/- 22| |+/-0.004 |
|-----|-----|-----|-----|------|------|------|---------|
|30058|300.1|20583|454.5|154.4 |31340 | 316 | 0.851 |
| | | | | |+/- 30| |+/-0.003 |
|-----|-----|-----|-----|------|------|------|---------|
|40004|187.5|30618|292.5| 105 |41320 | 263 | 0.883 |
| | | | | |+/- 42| |+/-0.003 |
--------------------------------------------------------

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than 0.5.
**ON A/C 001-012, 014-099,
Subtask 34-13-00-720-063
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
below.
applicable Trim) and the ADIRU 2.
applicable Trim) and the ADIRU 1.

lines.

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(1) ADIRUs 1 and 2
------------------------------------------------------------------------------
| | NORM | at CAPT/3 or F/O/3 |
|------------------------------|-----------------------|---------------------|
| Ps | Pt | QC |Hp 1/2| Vc 1/2|Mach 1/2| |
| (ft)|(hpa)| (ft)|(hpa)|Pt-Ps | (ft) |(Kts) | | For ADIRU 3 to get |
| | | | |(hpa) | | +/- 2| | |
|-----|-----|-----|-----|------|------|-------|--------| the correct value: |
| 5308|833.4| 1828|948.1|114.6 | 5000 | 250 |0.413(*)| |
| | | | | |+/-12 | |+/-0.004| - use the placard |
|-----|-----|-----|-----|------|------|-------|--------| |
|10345|687.6| 6335|801.8|114.3 |10000 | 250 |0.452(*)|near the ADIRU 3 and |
| | | | | |+/-15 | |+/-0.004| |
|20498|456.0|13009|619.2|163.2 |20000 | 300 | 0.651 | |
| | | | | |+/- 22| |+/-0.004| that follow. |
|-----|-----|-----|-----|------|------|-------|--------| |
|30515|293.9|20579|454.4|160.5 |30000 | 300 | 0.790 | |
|-----|-----|-----|-----|------|------|-------|--------| |
|40489|183.2|30618|292.5|109.3 |40000 | 250 | 0.823 | applicable Trim) |
| | | | | |+/- 42| |+/-0.003| |
------------------------------------------------------------------------------

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(2) ADIRU 3
(a) Aircraft with Trim = +250ft
--------------------------------------------------------
|------------------------------|-----------------------|
| Ps | Pt | QC | Hp 3 | Vc 3 | Mach 3 |
| | | | | (hpa)| | +/-2 | |
|-----|-----|-----|-----|------|------|------|---------|
| 5308|833.4| 1828| 948 |114.6 | 5405 | 264 |0.439 (*)|
| | | | | |+/- 12| |+/-0.004 |
|-----|-----|-----|-----|------|------|------|---------|
|10345|687.5| 6335|801.8|114.3 | 10485| 264 |0.482 (*)|
| | | | | |+/- 15| |+/-0.004 |
|-----|-----|-----|-----|------|------|------|---------|
|20498|456.0|13009|619.2|163.2 | 21291| 322 | 0.740 |
| | | | | |+/- 22| |+/-0.004 |
|-----|-----|-----|-----|------|------|------|---------|
|30515|293.9|20579|454.4|160.5 | 32125| 325 | 0.885 |
| | | | | |+/- 30| |+/-0.003 |
|-----|-----|-----|-----|------|------|------|---------|
|40489|183.2|30618|292.5|109.3 | 42040| 269 | 0.915 |
| | | | | |+/- 42| |+/-0.003 |
--------------------------------------------------------

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(b) Aircraft with Trim = +150ft
--------------------------------------------------------
|------------------------------|-----------------------|
| Ps | Pt | QC | Hp 3 | Vc 3 | Mach 3 |
| | | | | (hpa)| | +/-2 | |
|-----|-----|-----|-----|------|------|------|---------|
| 5308|833.4| 1828| 948 |114.6 | 5405 | 264 |0.439 (*)|
| | | | | |+/- 12| |+/-0.004 |
|-----|-----|-----|-----|------|------|------|---------|
|10345|687.5| 6335|801.8|114.3 | 10485| 264 |0.482 (*)|
| | | | | |+/- 15| |+/-0.004 |
|-----|-----|-----|-----|------|------|------|---------|
|20498|456.0|13009|619.2|163.2 | 21230| 321 | 0.711 |
| | | | | |+/- 22| |+/-0.004 |
|-----|-----|-----|-----|------|------|------|---------|
|30515|293.9|20579|454.4|160.5 | 32010| 324 | 0.881 |
| | | | | |+/- 30| |+/-0.003 |
|-----|-----|-----|-----|------|------|------|---------|
|40489|183.2|30618|292.5|109.3 | 41930| 268 | 0.911 |
| | | | | |+/- 42| |+/-0.003 |
--------------------------------------------------------

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(c) Aircraft with Trim = 0ft
--------------------------------------------------------
|------------------------------|-----------------------|
| Ps | Pt | QC | Hp 3 | Vc 3 | Mach 3 |
| | | | | (hpa)| | +/-2 | |
|-----|-----|-----|-----|------|------|------|---------|
| 5308|833.4| 1828| 948 |114.6 | 5405 | 264 |0.439 (*)|
| | | | | |+/- 12| |+/-0.004 |
|-----|-----|-----|-----|------|------|------|---------|
|10345|687.5| 6335|801.8|114.3 | 10485| 265 |0.482 (*)|
| | | | | |+/- 15| |+/-0.004 |
|-----|-----|-----|-----|------|------|------|---------|
|20498|456.0|13009|619.2|163.2 | 21135| 319 | 0.706 |
| | | | | |+/- 22| |+/-0.004 |
|-----|-----|-----|-----|------|------|------|---------|
|30515|293.9|20579|454.4|160.5 | 31845| 321 | 0.873 |
| | | | | |+/- 30| |+/-0.003 |
|-----|-----|-----|-----|------|------|------|---------|
|40489|183.2|30618|292.5|109.3 | 41765| 267 | 0.903 |
| | | | | |+/- 42| |+/-0.003 |
--------------------------------------------------------

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Page 579
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IAC
(d) Aircraft with Trim = -150ft
--------------------------------------------------------
|------------------------------|-----------------------|
| Ps | Pt | QC | Hp 3 | Vc 3 | Mach 3 |
| | | | | (hpa)| | +/-2 | |
|-----|-----|-----|-----|------|------|------|---------|
| 5308|833.4| 1828| 948 |114.6 | 5405 | 264 |0.439 (*)|
| | | | | |+/- 12| |+/-0.004 |
|-----|-----|-----|-----|------|------|------|---------|
|10345|687.5| 6335|801.8|114.3 | 10485| 265 |0.462 (*)|
| | | | | |+/- 15| |+/-0.004 |
|-----|-----|-----|-----|------|------|------|---------|
|20498|456.0|13009|619.2|163.2 | 21050| 318 | 0.702 |
| | | | | |+/- 22| |+/-0.004 |
|-----|-----|-----|-----|------|------|------|---------|
|30515|293.9|20579|454.4|160.5 | 31685| 320 | 0.866 |
| | | | | |+/- 30| |+/-0.003 |
|-----|-----|-----|-----|------|------|------|---------|
|40489|183.2|30618|292.5|109.3 | 41600| 265 | 0.896 |
| | | | | |+/- 42| |+/-0.003 |
--------------------------------------------------------

R

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IAC
(e) Aircraft with Trim = -250ft
--------------------------------------------------------
|------------------------------|-----------------------|
| Ps | Pt | QC | Hp 3 | Vc 3 | Mach 3 |
| | | | | (hpa)| | +/-2 | |
|-----|-----|-----|-----|------|------|------|---------|
| 5308|833.4| 1828| 948 |114.6 | 5405 | 264 |0.439 (*)|
| | | | | |+/- 12| |+/-0.004 |
|-----|-----|-----|-----|------|------|------|---------|
|10345|687.5| 6335|801.8|114.3 | 10485| 265 |0.482 (*)|
| | | | | |+/- 15| |+/-0.004 |
|-----|-----|-----|-----|------|------|------|---------|
|20498|456.0|13009|619.2|163.2 | 21005| 317 | 0.7 |
| | | | | |+/- 22| |+/-0.004 |
|-----|-----|-----|-----|------|------|------|---------|
|30515|293.9|20579|454.4|160.5 | 31580| 319 | 0.862 |
| | | | | |+/- 30| |+/-0.003 |
|-----|-----|-----|-----|------|------|------|---------|
|40489|183.2|30618|292.5|109.3 | 41500| 264 | 0.892 |
| | | | | |+/- 42| |+/-0.003 |
--------------------------------------------------------
than 0.5.
**ON A/C ALL
5. Close-up
________
Subtask 34-13-00-080-052
A. Remove the ground support and maintenance equipment, the special and
Make sure that there is no remaining piece of plastic and/or adhesive
tape on the pitot probes and AOA sensors. Make sure the pitot drain holes
are operational and that the AOA sensors move freely.

R

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IAC
Subtask 34-13-00-865-102
breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-13-00-860-093

probes.

(Ref. TASK 24-41-00-862-002).

R

EFF :

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Page 582
May 01/08

IAC
TASK 34-13-00-790-002
Leak Test of the Principal Static and Total Air Data System
_______
WARNING : PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN POSITION BEFORE YOU
_______
START A TASK ON OR NEAR:
- THE FLIGHT CONTROLS
- THE FLIGHT CONTROL SURFACES
- THE LANDING GEAR AND THE RELATED DOORS
- COMPONENTS THAT MOVE.
MOVEMENT OF COMPONENTS CAN KILL OR INJURE PERSONS.
WARNING : MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL SURFACES ARE
_______
CLEAR BEFORE YOU PRESSURIZE/DEPRESSURIZE A HYDRAULIC SYSTEM.
AUTOMATIC MOVEMENT OF THE FLIGHT CONTROL SURFACES CAN BE DANGEROUS
AND/OR CAUSE DAMAGE.
_______
INSTRUMENTS:
_______
1. __________________
Reason for the Job
To make sure that there are no leaks in the Captain and the First Officer
pitot and static circuits.

R

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Page 583
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IAC
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

TO 1400 MB (20.3 PSI)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-13-00-860-074
Subtask 34-13-00-865-061

_______
ISOLATED.

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Page 584
May 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-13-00-480-051
C. Installation of the Main Air Data System
(1) Remove the slip on covers from the static probes and the pitot probes
of the main system.
(2) Connect the static port of the GENERATOR - GROUND PRESSURE MINI. 100
MB (1.45 PSI) TO 1400 MB (20.3 PSI) to the static probes with the
For CAPT circuit (ADIRU 1) and F/O circuit (ADIRU 2):
- L static probe 1 7DA1, zone 127, STA 8750, for the LH static
- L static probe 2 7DA2, zone 127, STA 8700, for the LH static
and
- R static probe 1 8DA1, zone 128, STA 9300, for the RH static
- R static probe 2 8DA2, zone 128, STA 9350, for the RH static
(3) Connect the ground pressure generator to the pitot probe with the
ADAPTOR-CHARGING,PITOT PROBE.
For CAPT circuit:
- pitot probe 1 9DA1, zone 125
For F/O circuit:
- pitot probe 2 9DA2, zone 126.

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(4) Seal the drain holes:
_______
PROBE.
Seal the drain holes of the pitot probes with a piece of plastic
and/or colored adhesive tape of very bright color.
(5) Move the vane of the AOA sensors 1 and 2 to the upper position.
Maintain the vane in position with colored adhesive tape.
R
Subtask 34-13-00-860-076
(1) Do the EIS start procedure (PFD only)

(Ref. TASK 31-60-00-860-001).
(2) Make sure that the flaps are in the fully retracted position
(Ref. TASK 27-50-00-866-009).
(3) On the ADIRS CDU ,set the OFF/NAV/ATT selector switches to NAV.

R
4. Procedure
_________
**ON A/C 001-012, 014-099,
Subtask 34-13-00-790-050
A. Leak Test of the Main Air Data System
NOTE : You can do the test below for a static pressure of 691.4 hPa
____
(10,000 ft) and an impact pressure of 59 hPa (or a total pressure
of 750.4 hPa) (180 Kts) but it is less accurate.
Make sure that:

R

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Page 586
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IAC
- the CAPT (or F/O) PFD shows the altitude value 10,000ft +/-30ft
and the airspeed value 180kts +/-3kts.
After 5 min:
- the change of altitude must not be more than 275 ft.
- the change of speed must not be more than 10 Kts.
NOTE : The difference between the input parameters for the ground test
____
(speed and altitude) and the values shown on the cockpit displays,
is normal.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the glareshield 13VU ,on the

EFIS control section of the FCU,
set a barometric pressure of 1013
hPa.
2. On the ground pressure generator:

- set a static pressure of 455.4
hPa (20,000 ft).
- set an impact pressure of 186.4

hPa (or a total pressure of
641.8 hPa) (320 Kts).
3. Close the electrovalves to - Make sure that:

isolate the static and total the CAPT (or F/O) PFD shows the
pressure lines of the aircraft altitude value 20,000ft +/-40ft and
from the pressure generator. the airspeed value 320kts +/-3kts.
After 5 minutes, on the CAPT (or F/O)
PFD:
- make sure that the change of altitude
is not more than 320 ft.
After 10 minutes, on the CAPT (or
F/O) PFD:
- make sure that the change of speed is
not more than 10 Kts.
4. On the pressure generator: The rate of descent must not be more

- slowly balance the pressure in than 6000 ft/mn.
the main static and total
pressure lines
- open the electrovalves to get

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Page 587
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R
IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
**ON A/C 101-199,
Subtask 34-13-00-790-050-A
NOTE : You can do the test below for a static pressure of 690,1 hPa
____
(10,000 ft) and an impact pressure of 60.4 hPa (or a total
pressure of 750.5 hPa) (180 Kts) but it is less accurate.
Make sure that:
the CAPT (or F/O) PFD shows the altitude value 10,000ft +/- 40ft
After 5 min:
____
is normal.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

hPa.

hPa (20,000 ft).

hPa (or a total pressure of
641.8 hPa) (320 Kts).

pressure lines of the aircraft altitude value 20,000ft +/-40kts and

R

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Page 588
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
PFD:
After 10 minutes, on the CAPT (or
F/O) PFD:

pressure lines
**ON A/C 901-999,
Subtask 34-13-00-790-050-B
NOTE : You can do the test below for a static pressure of 691 hPa (10,000
____
ft) and an impact pressure of 59.2 hPa (or a total pressure of
750.2 hPa) (180 Kts) but it is less accurate.
Make sure that:
- the CAPT (or F/O) PFD shows the altitude value 10,000ft +/-30ft
After 5 min:
____
is normal.

R

EFF :

101-199, 901-999, 34-13-00

Page 589
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

hPa.

hPa (20,000 ft).

hPa (or a total pressure of 642
hPa) (320 Kts).

pressure lines of the aircraft altitude value 20,000ft +/-30ft and
PFD:
After 10 minutes, on the CAPT (F/O)
PFD:

pressure lines

R

EFF :

901-999, 34-13-00

Page 590
May 01/08

IAC
**ON A/C ALL
5. Close-up
________
Subtask 34-13-00-080-051
A. Disconnect the ground pressure generator.
(1) Remove the adapters from the static probes and the pitot probes.
(2) Remove the piece of plastic and the colored adhesive tape from the
drain holes of the pitot probe.
(3) Remove the adhesive tape from the vane of the AOA.
(4) Install the slip on covers on the static probes and the pitot probes.
Subtask 34-13-00-865-062
breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-13-00-860-075


(Ref. TASK 24-41-00-862-002).
items.

R

EFF :

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Page 591
May 01/08

IAC

EFF :

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Page 592
May 01/08
R
IAC
TASK 34-13-00-740-002
INTERFACE TEST of the ADR
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page

EFF :

ALL 34-13-00

Page 593
May 01/08
R
IAC
3. __________
Job Set-up
Subtask 34-13-00-860-077

002).
(2) On the center pedestal, on the MCDU, get the SYSTEM REPORT/TEST/NAV
page
(Ref. TASK 31-32-00-860-010).

- on the FLT CTL panels 23VU and 24VU, release the FAC,ELAC and SEC
pushbutton switches. The OFF legends are on.
- on the ADIRS CDU, make sure that the 3 OFF/NAV/ATT selectors are at
off
(5) On the center pedestal, on the ECAM control panel, push the STS key.
(6) On the glareshield 13VU, on the CAPT and F/O EFIS control sections of
the FCU, set the mode selector switch to ROSE/NAV.
(7) Put the safety barriers in position around the RAT area.
____
the indications between parentheses.
Subtask 34-13-00-010-055
B. Get Access


EFF :

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Page 594
May 01/08

IAC
Subtask 34-13-00-865-089
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,

**ON A/C ALL

**ON A/C 101-199, 901-999,


EFF :

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Page 595
May 01/08
R
IAC
**ON A/C ALL
Subtask 34-13-00-865-091
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
**ON A/C 001-012, 014-099,
Subtask 34-13-00-740-050-A
A. INTERFACE TEST of the ADR
NOTE : - Ignore the warnings and indications (VLE, ...) which are not
____
related to this interface test.
- When you test the ADR3, set the AIR DATA selector switch 15FP,
on the SWITCHING panel 8VU, to CAPT/3.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

- push the ADR1, ADR2 and ADR3 The OFF legend of the three pushbutton
pushbutton switches switches comes on.
- push the ADR1 (ADR2) (ADR3), On the ADIRS CDU, the OFF legend of the
only if the AIR DATA selector ADR pushbutton switch goes off.
switch is at CAPT/3 or F/O/3) On the CAPT (F/O) PFD, the SPD and ALT
pushbutton switch again. flags go out view. The speed and
altitude indications (30 Kts and local
altitude) are shown.

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Page 596
May 01/08
R
IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- On the lower ECAM display unit, the
local temperature values SAT and TAT
are shown (only with ADR2 set).
indication
- push the line key adjacent to - the ADIRS ADR1 (ADR2) (ADR3)
the INTERFACE TEST indication INTERFACE TEST page comes into view.
- push the line key adjacent to From 0 to 5 seconds:

the TEST START indication - on the ADIRS CDU, the FAULT and OFF
legends of the ADR1 (ADR2) (ADR3)
pushbutton switch come on then go off
- on the CAPT (F/O) PFD, the symbols on
the speed and altitude scale go out
view. The SPD and ALT warning flags
flash for some seconds
- on the CAPT (F/O) ND, the TAS
indication goes out view
From 5 to 10 seconds:
- on the CAPT (F/O) PFD, the warnings
go out of view
increases.
After 10 seconds:
- on the CAPT (F/O) PFD, these values
are shown:
CAS: 367.7 Kts
MACH: 0.66 M
ALTITUDE: 10000 Ft
- on the CAPT (F/O) ND, this value is
shown:
TAS: 433 Kts
- on the lower ECAM display unit, (if
ADR2 set) these values are shown:
TAT: + 35 deg. C
SAT: + 10 deg. C
OVERSPEED

R

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Page 597
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IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
VMO/MMO 350/.82
- push the line key adjacent to The test procedure stops:

the RETURN/TEST STOP - on the upper ECAM display unit, the
indication. OVERSPEED warning indication goes out
of view
- on the CAPT (F/O) PFD, the speed and
altitude indications go back to their
initial value
- on the lower ECAM display unit, the
TAT and SAT values show the local
temperature (only with ADR2 set).
3. On the ADIRS CDU, push the ADR2 On the ADIRS CDU, the OFF legend of the
pushbutton switch. ADR2 pushbutton switch goes off.

the para. 1 and 2.
- push the ADR3 pushbutton switch On the ADIRS CDU, the OFF legend of the
ADR3 pushbutton switch goes off
indications go out of view.
- set the AIR DATA selector indications from the ADR3 are shown.
switch to CAPT/3.

the para. 1 and 2.
pushbutton switch. ADR1 pushbutton switch goes off.
- set the AIR DATA selector indications stay in view.
switch to NORM.

R

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Page 598
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IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
10. On the ADIRS CDU, set the three
OFF/NAV/ATT selector switches to
OFF.
After the ADR3 test, set the AIR

DATA selector switch 15FP to
NORMAL.
R **ON A/C 101-199, 901-999,
Subtask 34-13-00-740-050-C
A. INTERFACE TEST of the ADR
NOTE : - Ignore the warnings and indications (VLE, ...) which are not
____
related to this interface test.
- When you test the ADR3, set the AIR DATA selector switch 15FP,
on the SWITCHING panel 8VU, to CAPT/3.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Set the three OFF/NAV/ATT

- push the ADR1, ADR2 and ADR3 The OFF legend of the ADR1, ADR2 and
pushbutton switches ADR3 pushbutton switches comes on.
- push the ADR1 (ADR2) (ADR3), On the ADIRS CDU, the OFF legend of the
only if the AIR DATA selector related ADR pushbutton switch goes off
switch is to CAPT/3 or F/O/3) On the CAPT (F/O) PFD, the SPD and ALT
pushbutton switch again. flags go out of view. The speed and
altitude indications (30 Kts and local
altitude) are shown
On the lower ECAM display unit, the
local temperature values SAT and TAT
are shown (only with ADR1 and/or ADR3
is set).
2. On the MCDU:

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Page 599
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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
indication
- push the line key adjacent to - the ADR1 (ADR2) (ADR3) INTERFACE TEST
the INTERFACE TEST indication 1/2 page comes into view.
- on the keyboard push the NEXT - the ADR1 (ADR2) (ADR3) INTERFACE TEST
PAGE function key. 2/2 page comes into view.
- push the line key adjacent to From 0 to 5 seconds:

the START TEST indication - on the ADIRS CDU, the FAULT and OFF
legends of the ADR1 (ADR2) (ADR3)
pushbutton switch come on then go off
- on the CAPT (F/O) PFD, the symbols on
the speed and altitude scale go out
of view. The SPD and ALT warning
flags flash for some seconds
- on the CAPT (F/O) ND, the TAS
indication goes out of view
From 5 to 10 seconds:
- on the CAPT (F/O) PFD, the warnings
go out of view
increases.
After 10 seconds:
- on the CAPT (F/O) PFD, these values
are shown:
CAS: 367.7 Kts
MACH: 0.66 M
ALTITUDE: 10000 Ft
- on the CAPT (F/O) ND, this value is
shown:
TAS: 433 Kts
- on the lower ECAM display unit, (if
ADR1 and/or ADR3 is set) these values
are shown:
TAT: + 35 deg. C
SAT: + 10 deg. C

R

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Page A500
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IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
OVERSPEED
VMO/MMO 350/.82
- push the line key adjacent to The test procedure stops:

the RETURN indication. - on the upper ECAM display unit, the
OVERSPEED warning indication goes out
of view,
- on the CAPT (F/O) PFD, the speed and
altitude indications go back to their
initial value,
- on the lower ECAM display unit, the
TAT and SAT values show the local
temperature (only with ADR1 and/or
ADR3 is set).
pushbutton switch. ADR2 pushbutton switch goes off

the para. 1 and 2. - on the lower ECAM display unit, the
TAT and SAT values are not shown
(only with ADR1 and/or ADR3 is set).
- push the ADR3 pushbutton switch On the ADIRS CDU, the OFF legend of the
ADR3 pushbutton switch goes off
- set the AIR DATA selector indications from the ADR3 are shown.
switch to CAPT/3.

the para. 1 and 2.
pushbutton switch. ADR1 pushbutton switch goes off

R

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Page A501
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IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- set the AIR DATA selector indications stay in view.
switch to NORM.
10. On the ADIRS CDU, set the three

OFF/NAV/ATT selector switches to
OFF.
After the ADR3 test, set the AIR

DATA selector switch 15FP to
NORMAL.
**ON A/C ALL
5. Close-up
________
Subtask 34-13-00-860-078
(3) On the FLT CTL panels 23VU and 24VU, push the FAC, ELAC and SEC
pushbutton switches. The related OFF legend goes off.

(Ref. TASK 24-41-00-862-002).
Subtask 34-13-00-410-055
B. Close Access

EFF :

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Page A502
May 01/08

IAC
Subtask 34-13-00-865-092
breaker(s):
7XE, 5CC1, 5CC2

EFF :

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Page A503
May 01/08
R
IAC
TASK 34-13-00-740-003
SYSTEM TEST of the ADR
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
3. __________
Job Set-up
**ON A/C ALL
Post SB 34-1249 For A/C 001-012,014-099,
Subtask 34-13-00-860-079

(Ref. TASK 24-41-00-861-002).

EFF :

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Page A504
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R
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(3) On the center pedestal, on the MCDU, get the SYSTEM REPORT/TEST/NAV
page (Ref. TASK 31-32-00-860-010).
(4) On the overhead panel, on the ADIRS CDU, make sure that the OFF
legend of the ADR pushbutton switches is off).
Subtask 34-13-00-010-056
B. Get Access
(1) Put the access platformin position at the access door 822.

Subtask 34-13-00-865-093
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,

**ON A/C ALL

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Page A505
May 01/08
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 101-199, 901-999,

**ON A/C ALL
4. Procedure
_________
**ON A/C ALL
Post SB 34-1249 For A/C 001-012,014-099,
Subtask 34-13-00-740-051-A
A. SYSTEM TEST of the ADR
NOTE : - The actions and the results of this procedure occur on the MCDU
____
used.
- It is not necessary to do an IR alignment procedure before you
start the ADR SYSTEM TEST.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. Push the line key adjacent to the The ADR 1(ADR 2)(ADR 3) page comes into
ADR 1(ADR 2)(ADR 3) indication view.
2. Push the line key adjacent to the The TEST IN PROGRESS indication comes
SYSTEM TEST indication into view.
At the end of the test, the TEST OK

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Page A506
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IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
3. Push the line key adjacent to the The test procedure stops.
RETURN indication
**ON A/C ALL
5. Close-up
________
**ON A/C ALL
Post SB 34-1249 For A/C 001-012,014-099,
Subtask 34-13-00-860-080

(Ref. TASK 24-41-00-862-002).
Subtask 34-13-00-410-056
B. Close Access

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Page A507
May 01/08
R
IAC
**ON A/C 001-012, 014-099,
TASK 34-13-00-740-004
Read the CFDIU for the ADR CURRENT STATUS
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page

R

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Page A508
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IAC
3. __________
Job Set-up
Subtask 34-13-00-860-083

002).
only) (Ref. TASK 34-10-00-860-002).
Subtask 34-13-00-010-061
B. Get Access

Subtask 34-13-00-865-094
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

EFF :

001-012, 014-099, 34-13-00

Page A509
May 01/08
R
IAC
**ON A/C 001-012, 014-099,
Post SB 22-1015 For A/C 001-012,014-021,
Subtask 34-13-00-865-095

_______
ISOLATED.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
4. Procedure
_________
Subtask 34-13-00-740-052
A. Do the Operational Test of the CURRENT STATUS
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. Get the SYSTEM REPORT/TEST/NAV - the SYSTEM REPORT/TEST/NAV page comes

page into view.
(Ref. TASK 31-32-00-860-010).
2. On the NAV page:
removed ADM)

EFF :

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Page A510
May 01/08
R
IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- if there is no defect detected after
the new ADM is installed, the NO
FAULTS indication comes into view.
5. Close-up
________
Subtask 34-13-00-410-061
A. Close Access
Subtask 34-13-00-860-084
(1) On the center pedestal, on the MCDU, push the line key adjacent to
the RETURN indication until the MCDU MENU page comes into view.

(Ref. TASK 24-41-00-862-002).
**ON A/C 001-012, 014-099,
Post SB 22-1015 For A/C 001-012,014-021,
Subtask 34-13-00-865-096
breaker(s):
5CC1, 5CC2, 7XE

R

EFF :

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IAC
**ON A/C 101-199, 901-999,
TASK 34-13-00-740-005
Read the CFDIU for the ADR INPUT STATUS
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page

R

EFF :

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Page A512
May 01/08

IAC
3. __________
Job Set-up
Subtask 34-13-00-860-085

002).
only) (Ref. TASK 34-10-00-860-002).
page (Ref. TASK 31-32-00-860-010).
Subtask 34-13-00-010-062
B. Get Access

Subtask 34-13-00-865-097
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

R

EFF :

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Page A513
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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-13-00-865-098

_______
ISOLATED.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 34-13-00-740-053
A. Read the CFDIU for the ADR INPUT STATUS
____
The actions and the results of this procedure occur on the MCDU
used.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. Push the line key adjacent to the - the ADR 1(ADR 2)(ADR 3) page comes
ADR 1(ADR 2)(ADR 3) indication. into view.
2. Push the line key adjacent to the - the INPUT STATUS page 1/8 comes into
INPUT STATUS indication. view with the current on-the-ground
status of the ADR1 (ADR2) (ADR3)
parameters.

R

EFF :

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Page A514
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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
3. Push the down arrow function key - the related pages come into view.
to set the INPUT STATUS page 2/8
to 8/8.
4. Push the line key adjacent to the - the test procedure stops.
RETURN indication.
5. Close-up
________
Subtask 34-13-00-410-062
A. Close Access
Subtask 34-13-00-860-086

(Ref. TASK 24-41-00-862-002).
Subtask 34-13-00-865-099
breaker(s):
5CC1, 5CC2, 7XE

R

EFF :

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AIR DATA - INSPECTION/CHECK
___________________________
TASK 34-13-00-200-001
Visual Check of Pitot probes, Static ports and AOA sensors
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific 1 ACCESS PLATFORM 2M (6 FT)

No specific 1 ACCESS PLATFORM 3M (10 FT)- ADJUSTABLE
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-10-00-170-001 Flushing of the Principal Total Pressure Lines

34-10-00-170-002 Flushing of the Principal Static Pressure Lines
34-10-00-170-003 Draining and Flushing of Standby Pneumatic Circuits
34-11-19-000-001 Removal of the Angle of Attack Sensor (3FP1, 3FP2,
3FP3)
34-11-19-200-001 Inspection of the Angle-Of-Attack Sensor (3FP1, 3FP2,
3FP3)
34-11-19-400-001 Installation of the Angle of Attack Sensor (3FP1,
3FP2, 3FP3)
R 34-22-25-170-001 Draining and Flushing of the Standby Static and
R Standby Total Pressure lines (ISIS)

EFF :

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Page 601
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3. __________
Job Set-up
Subtask 34-13-00-860-094
A. Get Access
(1) Put the ACCESS PLATFORM 2M (6 FT) in position in zone 125 to get
access to the pitot probes 1 and 3 and in zone 126 to get access to
the pitot probe 2.
(2) Remove the cover from the pitot probe.
(3) Put the ACCESS PLATFORM 2M (6 FT) in position in zone 128 to get
acces to the static probes 7DA1, 7DA2, 8DA1 and 8DA2.
(4) Remove the cover from the static probe.
(5) Put the ACCESS PLATFORM 2M (6 FT) in zone 120 to get acces to the
static probes 7DA3 and 8DA3.
(6) Remove the cover from the static probe.
(7) Put an ACCESS PLATFORM 3M (10 FT)- ADJUSTABLE in position in zone 231
to get acces to the AOA sensor 3FP1 (232 for 3FP2) (127 for 3FP3).
(8) Remove the slip-on cover from the AOA sensor.
4. Procedure
_________
Subtask 34-13-00-220-050
A. Inspection/Check of the Pitot Probes (9DA1, 9DA2, 9DA3)
(1) Do a general visual inspection of the pitot probes.
(a) Color
During the ageing of the probe, the color of the tube becomes
This coloration has no effect on the operation of the probe.
(b) Make sure that the drain holes are not blocked.
- If a drain hole is blocked, do the flushing (Ref. TASK 34-10-
00-170-001) of the main system, or (Ref. TASK 34-10-00-170-003)
for the standby system.

EFF :

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Page 602
May 01/07
R
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R **ON A/C 001-012, 014-099, 901-901,
Subtask 34-13-00-220-051
B. Inspection/Check of the Static Probes (7DA1, 7DA2, 7DA3, 8DA1, 8DA2,

8DA3)
(1) Do a visual check of the static probes:
(a) If there is contamination, do the (Ref. TASK 34-10-00-170-002) of

the main static circuit, or/and the (Ref. TASK 34-10-00-170-003)
of the standby static circuit.
(2) Do a visual check of the structure around the static probes,

- if there is impact, refer to SRM 53-00-11 Pb101.
R **ON A/C 101-199, 902-999,
R Subtask 34-13-00-220-051-A
R B. Inspection/Check of the Static Probes (7DA1, 7DA2, 7DA3, 8DA1, 8DA2,

R 8DA3)
R (1) Do a visual check of the static probes:
R (a) If there is contamination, do the (Ref. TASK 34-10-00-170-002) of

R the main static circuit, or/and the (Ref. TASK 34-22-25-170-001)
R of the standby static circuit.
R (2) Do a visual check of the structure around the static probes,

R - if there is impact, refer to SRM 53-00-11 Pb101.
R **ON A/C ALL
Subtask 34-13-00-220-052
C. Inspection/Check of the AOA Sensors (3FP1, 3FP2, 3FP3)
(1) Do a visual check of the AOA sensors:
(a) Make sure that there is no paint on the vane and on the mounting
base of the three AOA sensors.
- if not, do the (Ref. TASK 34-11-19-200-001).

EFF :

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Page 603
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IAC
(2) Manually turn the vane of the AOA sensors very carefully from the
maximum to the minimum mechanical stops (+85⁰ to -35⁰) and make sure
that there is no hard point.
(a) if one vane has a hard point, replace the related AOA sensor
(Ref. TASK 34-11-19-000-001) and (Ref. TASK 34-11-19-400-001)
5. Close-up
________
Subtask 34-13-00-860-095
(1) Install the slip-on cover on the AOA sensor.
(2) Install the static cover.
(3) Install the pitot cover.
items.

EFF :

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Page 604
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ATTITUDE, HEADING AND POSITION - DESCRIPTION AND OPERATION
__________________________________________________________
1. _______
General
The Inertial Reference (IR) portion of the Air Data/Inertial Reference Unit
(ADIRU) provides main data sources which are precision attitude, magnetic
heading references and navigation data to the aircraft avionics systems.
Attitude, heading and navigation data are displayed on the Electronic Flight
Instrument System (EFIS) displays (Primary Flight Display (PFD); Navigation
R Display (ND)) and on the DDRMI which recopies the heading data.
2. __________________
System Description
A. General
The IR portion is a strapdown inertial system which provides a quality
reference for attitude, heading (true and magnetic), angular rates and
accelerations.
The IR software also computes:
- the inertial position
- the ground velocities
- the baro inertial vertical speed
- the drift angle
- the wind data
- the flight path data.
B. Inputs
(1) Digital inputs
(a) FMGC inputs

The IR portion is provided with two ARINC 429 low speed buses
from the two ARINC 702 Flight Management and Guidance Computers
(FMGCs). These buses transmit the following data words:
- label 041: SET LATITUDE
- label 042: SET LONGITUDE
- label 043: SET MAGNETIC HEADING
- label 270: FMGC DISCRETES.
These data words are used for initialization and BITE purposes.
(b) CDU input

The IR portion is provided with one ARINC 429 low speed bus from
the CDU.
This bus transmits the following data words:
- label 277: CDU TEST.

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(c) ADR inputs
The IR portion is provided with three ARINC 429 low speed buses
from the other tow ADIRUs (ADR portion) and from its associated
ADR. These buses transmit the following data words:
- label 203: ALTITUDE
- label 210: TRUE AIRSPEED.
(d) CFDS input

the Centralized Fault Display System (CFDS). This bus transmits
the following data words:
- label 125: UTC
- label 126: FLIGHT PHASE
- label 155: AIRCRAFT CONFIG
- label 227: CFDS COMMAND
- label 260: DATE
- labels 233 to 236: FLIGHT NUMBER
- labels 301 to 303: AIRCRAFT TAIL NUMBER
For more details, Ref. 34-18-00.
(2) Analog inputs

The IR portion is provided with analog inputs for power supply
purposes.
For more details Ref. 34-12-00.
(3) Discrete inputs

The IR portion is provided with the following discrete inputs:
---------------------------------------------------------------------
| INPUT SIGNAL | INPUT | INPUT |
| | | DEFINITION |
---------------------------------------------------------------------
| Mounting position 1 | Open/GND | see table 2 |
| SDI MSB (Middle insert) | Open/GND | 0/1 |
| SDI LSB (Middle insert) | Open/GND | 0/1 |
| CDU ON/OFF | Open/GND |Not displayed/displayed|
| IR mode select M1 | Open/GND | see table 3 |
| Auto ADR.DADS select | Open/GND | see table 4 |
| Manual ADR.DADS select | Open/GND | see table 4 |
| Aircraft Ident Code 1/0 | Open/GND | 0/1 |
| Aircraft Ident Code Parity | Open/GND | 0/1 |

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---------------------------------------------------------------------
| | | DEFINITION |
---------------------------------------------------------------------
| IR remote test | Open/GND | No test/test |
---------------------------------------------------------------------
Table 1 : IR Discrete Inputs
(a) Mounting positions 1 and 2

These discrete inputs provide the IR with the unit orientation
data which give the longitudinal and lateral axis of the
aircraft.
Table 2 below gives the unit position according to the discrete
selection.
---------------------------------------------------------------
| Mounting | Mounting | Connector Position/Aircraft |
| Position 1 | Position 2 | |
---------------------------------------------------------------
| Open * | Open * | FWD * |
| Ground | Open | AFT |
| Open | Ground | RIGHT |
| Ground | Ground | LEFT |
---------------------------------------------------------------
Table 2 : Mounting Position Discretes
* These discretes are wired in FWD position.
(b) IR mode select

The IR portion uses these discrete inputs to know the position of
the OFF/NAV/ATT selector switch as follows:
----------------------------------------------
| M1 | M2 | OFF/NAV/ATT |
| | | Selector Switch Position |
|--------------------------------------------|
| Open | Open | OFF |
| Ground | Open | NAV |
| Open | Ground | ATT |
----------------------------------------------
Table 3 : IR Mode Select
(c) ADR DADS select

The IR portion uses these discrete inputs to know which air data
source to use:

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--------------------------------------------------------------------
| Auto | Manual | IR Selection |
| ADR DADS | ADR DADS | |
--------------------------------------------------------------------
| Open | Open | The IR uses the air data received |
| | | on port 1 |
|-------------|----------------|-----------------------------------|
| Open | Ground | The IR uses the air data received |
| | | on port 2 |
|-------------|----------------|-----------------------------------|
| Ground * | Open * | The IR goes automatically from one|
| | | air data source to the others |
| | | according to their validity and |
| | | priority. * |
--------------------------------------------------------------------
Table 4 : ADR DADS Select
* These dicretes are wired in the automatic ADR selection mode

with the following priority:
1: its own ADR unit
2: ADR received on port 1
3: ADR received on port 2.
(d) SDI program pins

These discretes code the installation side of the ADIRU.
The following table gives the IR side according to the SDI.
--------------------------------------------
| SDI-MSB | SDI-LSB | ADIRU NUMBER |
--------------------------------------------
| OPEN | GROUND | 1 |
| GROUND | OPEN | 2 |
| GROUND | GROUND | 3 |
--------------------------------------------
Table 5 : IR SDI Code
(e) Aircraft ident

The IR portion uses input discretes to identify the aircraft
(type, engine model) on which the ADIRU is installed, and to
select the appropriate set of filters for inertial data.
To perform this coding, the IR wires seven input discretes and
one discrete for parity to a common.
(f) IR remote test

The IR portion uses one discrete to select the remote test by
external control.

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In normal operation this discrete is open (unused), but can be
also activated via the CFDIU (on ground).
(g) CFDS message select

On the A/C, this discrete is open.
C. Software Computation
(Ref. Fig. 001, 002)
The software contains the program memory and provides the following basic
functions:
- real-time executive
- attitude integration
- velocity integration
- position integration
- output computation
- built-in test (Ref. 34-18-00).
The IR architecture utilizes two processors:
- H5301 for interface with sensors and inertial computation
- MOTOROLA 68000 for I/O and maintenance functions.
The IR software operates in one of three basic modes: alignment,
navigation, or a reversionary attitude mode. These modes include various
portions of the major functions. The real-time executive and built-in
test functions interface with each function in each mode.
(1) Alignment mode

The alignment is the initialization mode for the IR. Its primary
function is to initialize the attitude, velocity and position
integration functions implemented in the navigation mode. This mode
operates on the ground only.
The IR alignment mode is divided into three parts:
- coarse level processing
The coarse level processing is engaged during the first 30 seconds
of the IR alignment mode. This processing estimates the local
vertical using the three accelerometers and the measured gravity.
During coarse level processing of the alignment mode, the software
computes the level coordinate frame, pitch and roll, and associated
rates and accelerations.
- gyro-compass (or azimuth) processing and level processing
Gyro-compass processing is engaged after the 30 seconds of the IR
alignment mode (coarse level complete) and runs for a minimum of
9.5 minutes.
Gyro-compass processing is used to orient body frame to North
(using earth rotation detection by gyros).
During this alignment submode, an estimated latitude is computed
using local vertical component of the earth rotation.

EFF :

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ADIRU - IR Block Diagram
Figure 001

EFF :

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Config-1 May 01/06

IAC
ADIRU - IR Signal Flow Diagram
Figure 002

EFF :

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IAC
During this submode, the results of the coarse level processing are
sharpened to have a better knowledge of the coordinate frame.
- position entry data processing
This position initialization can take place in coarse level
processing or gyro-compass processing.
The latitude and longitude pair processed for position
initialization is received from the same source (FMGC 1, FMGC 2 or
CDU).
As soon as a valid position initialization pair is received, the
software performs a BITE test to check if the entered latitude and
longitude are within the following limits versus the position
recorded at the end of the last power- up cycle:
Abs val( lat entered - lat recorded ) less than or equal to 1 deg.
Abs val( long entered - long recorded ) less than or equal to 1 deg
(Ref. 34-18-00).
A second BITE test is performed on the entered latitude when an

estimated latitude is available during the gyro-compass processing:
Abs val(cos (lat est) - cos (lat ent)) less than or equal to
0.01234.
Abs val(sin (lat est) - sin (lat ent)) less than or equal to
0.01234.
The alignment is completed after 10 minutes if a valid position

data has been received and verified by the IR.
If not, the automatic sequencing to the NAV mode will be delayed
(up to 1 minute) after position data is received.
The operations to enter position and the warnings associated to the
tests performed in alignment mode are described in para. 3
(operation/control and indicating).
The IR also offers the possibility to enter into a variant of the
alignment mode called rapid realign or 30-second realign. This
mode is selected by moving the CDU selector switch from NAV to OFF,
then to NAV within five seconds, when the aircraft is on ground
(ground speed less than 20 knots). Valid position data must be
received. During the rapid realign mode, all computed velocities
are set to zero and a fine tuning of the alignment is performed
using the attitude reference vertical and the heading data
available from the last NAV phase as initial conditions.
During the alignment mode, the IR outputs on the ARINC 429 bus may
not be available. The chronology of the validation of the outputs
during the alignment is given in para. 2-D (IR output data).

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(2) Navigation (NAV) mode
(Ref. Fig. 003)
The NAV mode is the primary operating mode for the IR and is
implemented in software as unaided strapdown inertial navigation
computation. The basic operating elements consist of three
integration functions (attitude, velocity and position) driven by
input gyro and accelerometer strapdown sensor data.
The equations used to compute the main parameters are the following:
- body pitch, roll, yaw rates (labels 326, 327, 330):

they are representative of the aircraft body rotations relative to
the aircraft body axes and are directly measured by the laser
gyros.
- body longitudinal, lateral, normal accelerations (labels 331, 332,

333):
they are directly measured by the accelerometers but with the
gravity effect substracted to have 0g on the normal acceleration
when in level.
- pitch and roll attitude rate (labels 336, 337)
Pitch Att rate = Q. cos (Ra) - R. sin (Ra)

Q. sin (Ra) + R. cos (Ra)
Roll Att rate = P + -------------------------
cos (Pa)/sin (Pa)
where : Ra = Roll angle
Pa = Pitch angle
P = Body roll rate
Q = Body pitch rate
R = Body yaw rate
- flight path angle (label 322) = angle between the aircraft velocity
vector and the horizontal plane
(VZ)
FPA = Arc tan (--)
(VG)
where : VZ = inertial vertical speed (label 365)
VG = ground speed (label 312)

EFF :

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ADIRU - Navigation Mode Functions
Figure 003

EFF :

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- flight path acceleration (label 323) = aircraft acceleration along
the total velocity vector
Vx.Ax + Vy.Ay + Vz.Az
Flt Path Accel = ---------------------
______________
/ 2 2 2
V Vx + Vy + Vz
where : Ax, Ay, Az, Vx, Vy, Vz: accelerations and velocities in the
earth frame.
- wind speed and direction computation (labels 315 and 316)

___________________
/ 2 2
Wind speed = V Vwind N + Vwind E
(Vwind E)
Wind direction = Arc tan (-------) + 180 deg.
(Vwind N)
Vwind E = Veast - cos (Pa). sin (Hdg). TAS
Vwind N = Vnorth - cos (Pa). cos (Hdg). TAS
where : Veast = east velocity = label 367

Vnorth = north velocity = label 366
Pa = pitch angle = label 324
Hdg = heading = label 314
TAS = true airspeed.
The TAS is received from the ADR. The ADR source to be used is
selected according to the configuration of the discretes described
in para. 2.B.(3)(d). The IR does not compute the wind if the TAS is
less than 100 knots or if the air data sources are no more
available. In this case, the wind labels are sent with their status
matrix coded NCD (No Computed Data).
- inertial vertical speed and inertial altitude computation (labels

365 and 361)
The IR software contains a baro-inertial loop to compute the
Inertial Vertical Speed and Inertial Altitude. This loop permits to
take advantage of the different qualities of the inertial and air
data systems. The IR brings its better behaviour in dynamic
maneuvers while the ADR brings its stability in time (no drift of
the outputs like in IR). The principle of the baro-inertial loop is
given in figure:
(Ref. Fig. 004)

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IR - Baro Inertial Altitude Filter
Figure 004

EFF :

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The ADR source to be used is selected according to the
configuration of the discretes described in para. 2.B.(3)(d). When
no ADR source is available, the labels 361 and 365 are sent with
their status matrix coded NCD (No Computed Data).
- magnetic deviation computation

The principle of the inertial system is based on geographic
referenced measurements and computation. To create the labels which
are magnetic referenced (magnetic heading, magnetic track angle ;
labels 320, 317) the IR computes a magnetic variation which is
added to the true values (labels 314, 313).
The magnetic variation is computed as a function of the present
position (latitude and longitude) within the range of 82⁰N to 60⁰S
excluding the magnetic polar region (latitude exceeds 73⁰N and
longitude between 120⁰W and 90⁰W). The magnetic variation at any
given point is calculated by using four grid intersection data
values and a two-dimensional linear interpolation. The grid data
comes from the National Oceanic and Atmospheric Administration and
must be updated every 10 years in order to meet the accuracy
requirements.
The computation and display of navigation data by the FMGS and the
EIS are in magnetic references (using magnetic referenced labels
from the IR).
(3) Attitude mode

The attitude mode is a reversionary mode which can be activated only
by manual selection of the ATT mode on the CDU.
The mode can be activated on the ground or in flight and is intended
to provide a rapid attitude/heading restart capability if the IR has
experienced total power shutdown or failures which do not disable the
mechanization of the attitude computation. The necessity of selecting
ATT is indicated by the IR on its action code (label 350 - code 04 =
select ATT) and this data is used by the FWC to display a message on
the ECAM displays.
On the CDU, the STS-SELECT ATT indication comes into view if the
DISPLAY/DATA selector switch is in STS (status) position.
This mode needs a 20-second initialization phase with the aircraft in
level flight. During this phase, all the ARINC bus outputs are sent
with their status matrix coded NCD (No Computed Data). At the end of
the initialization phase, the IR sends valid outputs of:
- body axis accelerations and angular rates
- pitch and roll attitude and rate
- vertical acceleration
- vertical velocity
- baro-inertial altitude and vertical speed (Ref. para. D - IR output
data, list of valid labels).

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The magnetic heading may also be valid if an initialization value
has been sent by the FMGC (through the MCDU) or the CDU (Ref. para.
D - IR output data for the complete list of valid outputs).
D. IR Output Data
(1) Digital output characteristics

The IRs have four independently buffered high-speed ARINC 429 digital
output buses, designated bus output 1, 2, 3 and 4
- digital output table:
This table contains all the output parameters in the digital form.
in milliseconds.
- CODE:
HYB: mixed code.

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 010 |PPOS LAT |W |Deg | | 6 |500 |BCD |LATP | |
| | |90S-90N |& | | | | | | |
| | |0.1 |min | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 011 |PPOS LONG |W |Deg | | 6 |500 |BCD | | |
| | |180E-180W |& | | | | | | |
| | |0.1 |min | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 012 |GROUND |W 0 to 2000 |Kts | | 4 |500 |BCD | GS | |
| |SPEED |0 to 1000 | | | | | | | |
| | |R 1 | | | | | | | |
| | |+/- 8 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 013 |TRK ANGLE |W 0 to 359.9|Deg | | 4 |500 |BCD | | |
| |TRUE |R 0.1 | | | | | | | |
| | |+/- 2.3 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 014 |MAG HDG |W 0 to 359.9|Deg | | 4 |500 |BCD | MH | |
| | |R 0.1 | | | | | | | |
| | |+/- 3 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 015 |WIND SPEED|W 0 to 256 |Kts | | 3 |500 |BCD | WS | |
| | |R 1 | | | | | | | |
| | |+/- 9 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 016 |WIND DIR |W 0 to 359 |Deg | | 3 |500 |BCD | WD | |
| |TRUE |R 1 | | | | | | | |
| | |+/- 10 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 041 |SET LAT |W +/- 180 |Deg | | 6 |500 |BCD | | |
| | |90S-90N |& | | | | | | |
| | |R 0.1 |min | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 042 |SET LONG |W +/- 180 |Deg | | 6 |500 |BCD | | |
| | |R 0.1 |& | | | | | | |
| | | |min | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 043 |SET MAG |W 0 to 359.9|Deg | | 4 |500 |BCD | | |

EFF :

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Page 15
Config-1 May 01/06

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |HDG |R 0.1 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 044 |TRUE HDG |W 0 to 359.9|Deg | | 4 |500 |BCD |THDG | |
| | |R 0.1 | | | | | | | |
| | |+/- 0.4 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 052 |PITCH |W +/- 64 |Deg/| | 15 | 20 |BNR | | |
| |ANGULAR |R 0.002 |sec2| | | | | | |
| |ACCEL | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 053 |ROLL |W +/- 64 |Deg/| | 15 | 20 |BNR | | |
| |ANGULAR |R 0.002 |sec2| | | | | | |
| |ACCEL | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 054 |YAW |W +/- 64 |Deg/| | 15 | 20 |BNR | | |
| |ANGULAR |R 0.002 |sec2| | | | | | |
| |ACCEL | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 310 |PPOS LAT |W +/- 180 |Deg | 29 | 20 |200 |BNR | | |
| | |+/- 90 |& | | | | | | |
| | |R 0.00017 |min | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 311 |PPOS LONG |W +/- 180 |Deg | 29 | 20 |200 |BNR |LONP | |
| | |R 0.00017 |& | | | | | | |
| | | |min | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 312 |GROUND |W 0 to 4096 |Kts | | 15 | 40 |BNR | | |
| |SPEED |R 0.125 | | | | | | | |
| | |+/- 8 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 313 |TRK - TRUE|W +/- 180 |Deg | 29 | 15 | 40 |BNR | | |
| | |R 0.0055 | | | | | | | |
| | |+/- 0.23 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 314 |TRUE HDG |W +/- 180 |Deg | 29 | 15 | 40 |BNR | | |
| | |R 0.0055 | | | | | | | |
| | |+/- 0.4 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|

EFF :

001-012, 014-099, 34-14-00

Page 16
Config-1 May 01/06

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 315 |WIND |W 0 to 256 |Kts | | 15 |100 |BNR | | |
| |SPEED |0 to 100 | | | | | | | |
| | |R 0.0078 | | | | | | | |
| | |+/- 8 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 316 |WIND DIR |W +/- 180 |Deg | 29 | 15 |100 |BNR | | |
| |- TRUE |+/- 180 | | | | | | | |
| | |R 0.0055 | | | | | | | |
| | |+/- 10 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 317 |TRK - MAG |W +/- 180 |Deg | 29 | 15 | 40 |BNR | | |
| | |R 0.0055 | | | | | | | |
| | |+/- 3 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 320 |MAG HDG |W +/- 180 |Deg | 29 | 15 | 40 |BNR | | |
| | |82 N to 60 S| | | | | | | |
| | |R 0.0055 | | | | | | | |
| | |+/- 3 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 321 |DRIFT |W +/- 180 |Deg | 29 | 15 | 40 |BNR | DA | |
| |ANGLE |+/- 90 | | | | | | | |
| | |R 0.0055 | | | | | | | |
| | |+/- 2.3 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 322 |FLIGHT |W +/- 180 |Deg | 29 | 15 | 40 |BNR | FPA | |
| |PATH |+/- 90 | | | | | | | |
| |ANGLE |R 0.0055 | | | | | | | |
| | |+/- 0.28 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 323 |FLT PATH |W +/- 4 | g | 29 | 15 | 20 |BNR |FPAC | |
| |ACCEL |R 0.0001 | | | | | | | |
| | |+/- 10 % of | | | | | | | |
| | |outp | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 324 |PITCH |W +/- 180 |Deg | 29 | 15 | 20 |BNR |PTCH | |
| |ANGLE |-90 to + 90 | | | | | | | |
| | |R 0.0055 | | | | | | | |
| | |+/- 0.05 | | | | | | | |

EFF :

001-012, 014-099, 34-14-00

Page 17
Config-1 May 01/06

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 325 |ROLL |W +/- 180 |Deg | 29 | 15 | 20 |BNR |ROLL | |
| |ANGLE |-90 to + 90 | | | | | | | |
| | |R 0.0055 | | | | | | | |
| | |+/- 0.05 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 326 |BODY AXIS |W +/- 128 |Deg/| 29 | 15 | 20 |BNR |PTCR | |
| |PITCH RATE|+/- 45 |s | | | | | | |
| | |R 0.0039 | | | | | | | |
| | |+/- 0.1 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 327 |BODY AXIS |W +/- 128 |Deg/| 29 | 15 | 20 |BNR |ROLR | |
| |ROLL RATE |+/- 45 |s | | | | | | |
| | |R 0.0039 | | | | | | | |
| | |+/- 0.1 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 330 |BODY AXIS |W +/- 128 |Deg/| 29 | 15 | 20 |BNR |YAW | |
| |YAW RATE |+/- 45 |s | | | | | | |
| | |R 0.0039 | | | | | | | |
| | |+/- 0.1 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 331 |BODY LONG |W +/- 4 | g | 29 | 15 | 20 |BNR |LONG | |
| |ACCEL |+/- 4.000 | | | | | | | |
| | |R 0.0001 | | | | | | | |
| | |+/- 0.01 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 332 |BODY LAT |W +/- 4 | g | 29 | 15 | 20 |BNR |LATG | |
| |ACCEL |+/- 4.000 | | | | | | | |
| | |R 0.0001 | | | | | | | |
| | |+/- 0.01 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 333 |BODY NORM |W +/- 4 | g | 29 | 15 | 20 |BNR |VRTG | |
| |ACCEL |+/- 4.000 | | | | | | | |
| | |R 0.0001 | | | | | | | |
| | |+/- 0.01 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 334 |PLATFORM |W +/- 180 |Deg | 29 | 15 | 40 |BNR | | |
| |HEADING |R 0.0055 | | | | | | | |

EFF :

001-012, 014-099, 34-14-00

Page 18
Config-1 May 01/06

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | |+/- 0.23 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 335 |TRK ANGLE |W +/- 32 |Deg/| 29 | 15 | 20 |BNR | | |
| |RATE |R 0.0039 |s | | | | | | |
| | |+/- 0.17 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 336 |PITCH ATT |W +/- 128 |Deg/| 29 | 15 | 20 |BNR | | |
| |RATE |R 0.0039 |s | | | | | | |
| | |+/- 0.1 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 337 |ROLL ATT |W +/- 128 |Deg/| 29 | 15 | 20 |BNR | | |
| |RATE |R 0.0039 |s | | | | | | |
| | |+/- 0.1 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 360 |POTENTIAL |W +/- 32768 |ft /| 29 | 15 | 20 |BNR | | |
| |V/S |R 1.0 | min| | | | | | |
| | |+/- 30 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 361 |INERTIAL |W +/- 131072|ft | 29 | 20 | 40 |BNR | | |
| |ALT |R 0.125 | | | | | | | |
| | |+/- 5 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 362 |ALONG TRK |W +/- 4 | g | 29 | 15 | 20 |BNR | | |
| |HORIZ |R 0.00012 | | | | | | | |
| |ACCEL |+/- 10 % | | | | | | | |
| | |of outp | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 363 |CROSS TRK |W +/- 4 | g | 29 | 15 | 20 |BNR | | |
| |HORIZ |R 0.00012 | | | | | | | |
| |ACCEL |+/- 10 % | | | | | | | |
| | |of outp | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 364 |VERTICAL |W +/- 4 | g | 29 | 15 | 20 |BNR |VACC | |
| |ACCEL |+/- 4.000 | | | | | | | |
| | |R 0.00012 | | | | | | | |
| | |+/- 0.01 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 365 |INERTIAL |W +/- 32768 |ft /| 29 | 15 | 20 |BNR |IVV | |

EFF :

001-012, 014-099, 34-14-00

Page 19
Config-1 May 01/06

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |V/S |R 1.0 |min | | | | | | |
| | |+/- 30 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 366 |N - S |W +/- 4096 |Kts | 29 | 15 |100 |BNR | | |
| |VELOCITY |R 0.125 | | | | | | | |
| | |+/- 8 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 367 |E - W |W +/- 4096 |Kts | 29 | 15 |100 |BNR | | |
| |VELOCITY |R 0.125 | | | | | | | |
| | |+/- 8 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 270 |DSCRT DATA| | | | |500 |DIS | | |
| |WORD 1 | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 275 |DSCRT DATA| | | | |500 |DIS | | |
| |WORD 2 | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 276 |DSCRT DATA| | | | |500 |DIS | | |
| |WORD 3 | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 277 |IRS TEST | | | | |500 |HYB | | |
| |WORD | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 350 |ACTION | | | | |500 |HYB | | |
| |CODE | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 351 |IR MAINT | | | | |500 |DIS | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 354 |TOTAL TIME| | | | |500 |BNR | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 356 |FAULT STAT| | | | | |ISO | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 377 |EQUIP | | | | |500 |HEX | | |
| |IDENT | | | | | | | | |
-------------------------------------------------------------------------------
Table 7 :IR Digital Output Characteristics

EFF :

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Page 20
Config-1 May 01/06

IAC
----------------------------------------------------------------------------
| BIT | SIGNAL | 1 CONDITION |
|-----|--------------------|-----------------------------------------------|
| 1 | 1 - | |
| 2 | 0 | | |
| 3 | 1 | | |
| 4 | 1 | LABEL 270 | |
| 5 | 1 | | |
| 6 | 0 | | |
| 7 | 0 | | |
| 8 | 0 - | |
| 9 | SDI - LSB | |
| 10 | SDI - MSB | |
| 11 | Alignment Not Ready| In Align Submode |
| 12 | Rev Att Mode | In Attitude Mode |
| 13 | Nav Mode | In Nav Mode |
| 14 | Valid Set Heading | A valid set heading has to be input to the |
| | | IR. Magnetic heading outputs are no longer |
| | | being computed, but have the characteristics |
| | | of a Free Direction Gyro. |
| 15 | Attitude Invalid | Attitude Critical Fault |
| 16 | DC Fail | DC Power Less Than 18V |
| 17 | On DC | On DC Power |
| 18 | ADR Fault | The IR has detected an ADR input (TAS, ALT |
| | | and ALT RATE) as FW or NCD. Note functional |
| | | test data is ignored by the IR and last valid |
| | | input is used. |
| 19 | IR Failure | Navigation (Non Critical) Fault |
| 20 | DC Fail - On DC | The IR has detected that a DC fail occurred |
| | | while on DC from last turn on. |
| 21 | Align Fault | The IR has detected a position miscompare |
| | | or a Quality of Align fault. |
| 22 | No IR Initial | IR does not have position data or data |
| | | received is invalid. |
| 23 | Excess Motion Error| X or Y velocity greater than 0.011 ft/s |
| | | during align. |
| 24 | ADR/IR Fault | No data has been received from the ADR or |
| | | was received with a parity error. |
| 25 | Extreme Latitude | Latitude exceeds 73⁰N (+/-0.5⁰ hysteresis) |
| | | while Longitude is between 120⁰W and 90⁰W |
| | | (+/-2.5⁰ hysteresis) or Latitude exceeds |
| | | 82⁰N (+/-0.5⁰ hysteresis) or Latitude |
| | | exceeds 60⁰S (+/-0.5⁰ hysteresis). |
| | | Magnetic Deviation is set to zero. |
| 26 | Align Time Status | Bits 28 27 26 Time Until Nav |
| 27 | | 1 1 1 7 - 10 minutes |
| 28 | | 1 1 0 6 minutes |

EFF :

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Page 21
Config-1 May 01/06

IAC
----------------------------------------------------------------------------
|-----|--------------------|-----------------------------------------------|
| | | 1 0 1 5 minutes |
| | | 1 0 0 4 minutes |
| | | 0 1 1 3 minutes |
| | | 0 1 0 2 minutes |
| | | 0 0 1 1 minute |
| | | 0 0 0 IN NAV MODE ONLY |
| 29 | COMPUT LAT MISCOMP | SIN/COS OF LATITUDE TEST FAILED |
| 30 | SSM | |
| 31 | SSM | |
| 32 | Parity | |
----------------------------------------------------------------------------
Digital Word 270 (IR Discretes)
(Ref. Fig. 005, 006, 007)

EFF :

001-012, 014-099, 34-14-00

Page 22
Config-1 May 01/06

IAC
Digital Word 275 IR Discrete 2
Figure 005

EFF :

001-012, 014-099, 34-14-00

Page 23
Config-1 May 01/06

IAC
Figure 006

EFF :

001-012, 014-099, 34-14-00

Page 24
Config-1 May 01/06

IAC
Digital Word 351 IR Maintenance
Figure 007

EFF :

001-012, 014-099, 34-14-00

Page 25
Config-1 May 01/06

IAC
The data field of the test word 277 (21 bits) alternates between the
four first patterns shown in the following table below, except during
the REALIGN DECISION submode, and the POWER OFF submode. During these
submodes the data field shall be as shown in pattern 5.
----------------------------------------------------------------------------
| BIT | DEFINITION |
|--------------------------------------------------------------------------|
| 1 | 1 - |
| 2 | 0 | |
| 3 | 1 | |
| 4 | 1 | LABEL 277 |
| 5 | 1 | |
| 6 | 1 | |
| 7 | 1 | |
| 8 | 1 - |
|--------------------------------------------------------------------------|
| 9 | SDI |
| 10 | SDI |
|---------|----------------------------------------------------------------|
| |PATTERN 1 |PATTERN 2|PATTERN 3|PATTERN 4| PATTERN 5 |
|---------|----------|---------|---------|---------|-----------------------|
| 11 | 0 | 0 | 1 | 1 | BCD MODE TIMER |
| 12 | 1 | 1 | 0 | 0 | (LSD) |
| 13 | 0 | 1 | 1 | 0 | (REALIGN AND |
| 14 | 1 | 1 | 0 | 0 | POWER OFF) |
|---------|----------|---------|---------|---------------------------------|
| 15 | 0 | 0 | 1 | 1 | BCD MODE TIMER |
| 16 | 1 | 1 | 0 | 0 | (MSD) |
| 17 | 0 | 1 | 1 | 0 | (REALIGN AND |
| 18 | 1 | 1 | 0 | 0 | POWER OFF) |
|---------|----------|---------|---------|---------------------------------|
| | | | | | MODE FLAG: |
| 19 | 0 | 0 | 1 | 1 | 00 = PWR OFF SUBMODE |
| 20 | 1 | 1 | 0 | 0 | 11 = REALIGN DECISION |
| | | | | | SUBMODE |
|---------|----------|---------|---------|---------|-----------------------|
| 21 | 0 | 1 | 1 | 0 | 0 |
| 22 | 1 | 1 | 0 | 0 | 0 |
| 23 | 0 | 0 | 1 | 1 | 0 |
| 24 | 1 | 1 | 0 | 0 | 0 |
| 25 | 0 | 1 | 1 | 0 | 0 |
| 26 | 1 | 1 | 0 | 0 | 0 |
| 27 | 0 | 0 | 1 | 1 | 0 |
| 28 | 1 | 1 | 0 | 0 | 0 |
| 29 | 0 | 1 | 1 | 0 | 0 |
| 30 | 0 | 0 | 1 | 0 | 0 |

EFF :

001-012, 014-099, 34-14-00

Page 26
Config-1 May 01/06

IAC
----------------------------------------------------------------------------
|--------------------------------------------------------------------------|
| 31 | 0 | 0 | 1 | 1 | 0 |
|---------|----------|---------|---------|---------|-----------------------|
| 32 | Parity |
----------------------------------------------------------------------------
Digital Word 277 (CDU Test Word)
NOTE : Time (seconds) remaining in the POWER OFF submode and the time
____
(seconds) remaining in the REALIGN DECISION submode are
transmitted with the BCD data (bits 11-18).
----------------------------------------------------------------------------
|--------------------------------------------------------------------------|
| 1 | 1 - |
| 2 | 1 | |
| 3 | 1 | |
| 4 | 0 | LABEL 350 |
| 5 | 1 | |
| 6 | 0 | |
| 7 | 0 | |
| 8 | 0 - |
|--------------------------------------------------------------------------|
| 9 | SDI - LSB |
| 10 | SDI - MSB |
|--------------------------------------------------------------------------|
| 11 TO 14 | SPARE |
|----------|---------------------------------------------------------------|
| 15 | TIME UNTIL NAV LEAST |
| 16 | TIME UNTIL NAV SIGNIFICANT |
| 17 | TIME UNTIL NAV DIGIT |
| 18 | TIME UNTIL NAV (BCD) |
|----------|---------------------------------------------------------------|
| 19 | TIME UNTIL NAV MOST |
|----------|---------------------------------------------------------------|
| 23 | Action Code (1) Least |
| 24 | Action Code (1) Significant |
| 25 | Action Code (1) Digit |
| 26 | Action Code (1) |
|----------|---------------------------------------------------------------|
| 27 | Action Code (1) Most |

EFF :

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Page 27
Config-1 May 01/06

IAC
----------------------------------------------------------------------------
|--------------------------------------------------------------------------|
|----------|---------------------------------------------------------------|
| 30 | SSM |
| 31 | SSM |
| 32 | Parity |
----------------------------------------------------------------------------
Digital Word 350 (Action Code)
NOTE : (1) The action codes corresponding to the maintenance messages

____
are listed in the following table.
---------------------------------------------------------------------------
| ACTION CODE | MAINTENANCE MESSAGE | DESCRIPTION |
|-------------|---------------------|-------------------------------------|
| 01 | IR FAULT | Critical failure; Remove ADIRU for |
| | | maintenance |
| 02 | DELAYED MAINT | Non-Critical failure; Service ADIRU |
| | | when convenient |
| 03 | ENTER PPOS | Enter present position |
| 04 | SELECT ATT | Hard failure; Select ATTITUDE MODE |
| 05 | EXCESS MOTION | Excess motion detected during ALIGN |
| 06 | SWITCH ADR | Air Data Reference invalid |
| 07 | CHK C/B | Check circuit breakers |
| 08 | CDU FAULT | Remove CDU for maintenance |
| 09 | ENTER HEADING | Enter heading for ATTITUDE MODE |
R | 10 | | Unassigned |
----------------------------------------------------------------------------
Action Code - Maintenance Messages
(Ref. Fig. 005, 006, 008, 009)

EFF :

001-012, 014-099, 34-14-00

Page 28
Config-1 Aug 01/07

IAC
IR - Binary Output Words
Figure 008

EFF :

001-012, 014-099, 34-14-00

Page 29
Config-1 May 01/06

IAC
IR - BCD and Special Output Words
Figure 009

EFF :

001-012, 014-099, 34-14-00

Page 30
Config-1 May 01/06

IAC
(2) Discrete outputs
The IR provides three discrete outputs.
The following table defines the characteristics of these discretes.
---------------------------------------
| SIGNAL | OUTPUT | DEFINITION |
|----------|-------------|------------|
| ON BAT | OPEN/+28VDC | NO/YES |
| IR FAULT | OPEN/+28VDC | NO/YES |
| IR ALIGN | OPEN/GROUND | NO/YES |
---------------------------------------
Discrete Outputs
- ON BAT
When the IR is powered with batteries, this discrete delivers a
28VDC state and sets the ON BAT light to on.
- IR FAULT
When a failure is detected by the IR, this discrete delivers a
28VDC state and sets the FAULT legend to on.
- IR ALIGN
When the IR is aligning, this discrete delivers a ground and sets
the ALIGN legend to on.

EFF :

001-012, 014-099, 34-14-00

Page 31
Config-1 May 01/06

IAC
3. Operation/Control
________________________________
and Indicating
R (Ref. Fig. 010)
R A. Control
R (1) Modes of operation

R Operation interface with the IR is performed through the Multipurpose
R Control and Display Unit 1(2) or the CDU. The MCDU 1(2) is used for
R entering initialization data and displaying IR data.
R (Ref. Fig. 011)
R The CDU is used for mode selection, IR annunciation (FAULT, ALIGN),
R for entering initialization data and displaying IR data.
R The IR has three selectable modes: OFF, NAV and ATT.
R The relation between the mode selection and system response is shown
R in the figure
R (Ref. Fig. 012)
R (2) OFF mode

R When the OFF/NAV/ATT selector switch on the CDU is in the OFF
R position, all circuitry in the ADIRU is de-energized except for any
R logic associated with the power-off function. When the ADIRU has
R turned off, it consumes less than 10 milliamps (needed for power
R supply turn-on control). The power supply of the ADMs is switched
R off.
R A period of 15 seconds is required between switching to OFF and
R actual power- off. During this sequence, the last position computed
R is stored in NVM.
**ON A/C 001-012, 014-028,
R (3) NAV (Navigation) mode

After selection of the NAV mode on the ground, the IR automatically
enters the NAV mode if a self-determined satisfactory alignment has
been completed. If alignment is not completed, the IR remains in the
Align submode.
No updating of the IR present position latitude and longitude is
allowed once the IR has completed the Align submode.
The IR latitude and longitude entered during alignment is the
starting point for its computation.
The following logical processes are mechanized:
- OFF to NAV provides automatic alignment in 10 minutes for latitudes
between 73⁰N and 60⁰S, with automatic entry to NAV mode. Requires
initial position data to be entered.
NOTE : The automatic alignment requires 15 min delay for latitudes

____
between 73⁰N and 82⁰N.

EFF :

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Page 32
Config-1 Feb 01/08

IAC
IR - Operation/Control and Indicating
R Figure 010

EFF :

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Page 33
Config-1 Feb 01/08

IAC
IR - Alignment Procedure from the MCDU
R Figure 011

EFF :

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Page 34
Config-1 Feb 01/08

IAC
IR - Mode State Diagram
R Figure 012

EFF :

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Page 35
Config-1 Feb 01/08

IAC
For high latitudes, the alignment is provided by an
operational procedure which delays the entering of the initial
position by the crew. Accuracies of the system are slightly
degraded.
- a message on the upper ECAM DU indicates that the IRs are in ALIGN
submode with the maximum time until NAV
- in the NAV mode, rapid realignment of the IR is initiated by
switching the OFF/NAV/ATT selector switch from NAV to OFF and back
to NAV within 5 seconds. The IR starts a 30-second realignment
submode with existing attitude and heading angles and rezeroed
velocities
- the system does not enter the rapid realignment sequence if the
ground speed is greater than 20 knots
The CDU permits to observe some particular parameters (Ref.
34-12-00).
(a) Initialization data

R (Ref. Fig. 013)
IR alignment is carried out on the ground before takeoff and
after the entry of the current aircraft coordinates on the INIT
page of the MCDU 1(2) (Ref. 22-72-00) or on the CDU (DATA DISPLAY
selector switch in PPOS position).
Valid initial position data must be received and verified by the
IR during the 10-minute alignment or automatic sequencing to the
NAV mode will be delayed after position data is received.
**ON A/C 029-099,
R (3) NAV (Navigation) mode

Align submode.
Updating of the IR present position latitude and longitude is allowed
once the IR has completed the Align submode.
- OFF to NAV provides automatic alignment in 10 minutes for latitudes
between 73⁰N and 60⁰S, with automatic entry to NAV mode. Requires
initial position data to be entered.

____

EFF :

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MCDU - INIT Page
R Figure 013

EFF :

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IAC
degraded.
- a message on the upper ECAM DU indicates that the IRs are in ALIGN
velocities
ground speed is greater than 20 knots
34-12-00).

R (Ref. Fig. 013)
after the entry of the current aircraft coordinates on the INIT
page of the MCDU 1(2) (Ref. 22-72-00) or on the CDU (DATA DISPLAY
selector switch in PPOS position).
IR during or after the 10-minute alignment before starting the
automatic sequencing to the NAV mode.
**ON A/C 001-012, 014-099,
Initial position data are verified by the IR if Set Latitude and

Set Longitude compare within one degree of the last latitude and
longitude from the previous flight. If a miscompare exists then:
- on the ADIRS CDU, the ALIGN light flashes.
- a message ENTER PPOS is displayed on the CDU (DATA DISPLAY
selector switch in STS position).
The miscompare is removed and the position data verified by the
IR when:
- the last two Set Latitudes received by the IR are identical and
the last two Set Longitudes received by the IR are identical,
or
- the last Set Latitude and Set Longitude received by the IR
compare within one degree of the latitude and longitude from
the previous flight.

EFF :

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(b) Latitude comparison
The IR compares Set Latitude with a self-computed gyro-compass
latitude after 10 minutes into alignment or any subsequent time
when a valid Set Latitude is available.
In case of discrepancy, on the ADIRS CDU the ALIGN light flashes.
The message ENTER PPOS is displayed on the CDU (DATA DISPLAY
The discrepancy exists when:
- the cosine of entered latitude differs from the computed cosine
of latitude by more than 0.01234, or
- the sine of entered latitude differs from the computed sine of
latitude by more than 0.01234.
The miscompare is removed if a subsequent entry of Set Latitude
passes the test.
If sin/cos test fails two times with identical set latitude
inputs then:
- the IR FAULT legend flashes on the CDU
- a warning message appears on the upper ECAM DU:
NAV IR 1(2)(3) FAULT.
(c) Excessive motion

The IR performs an excessive motion test during the Align
submode.
If taxiing or towing causes a step input which exceeds 0.5 ft/s,
in the X or Y velocity then:
- the EXCESS MOTION message is displayed on the CDU (DATA DISPLAY
selector switch in STS position)
- the following message is displayed on the upper ECAM DU:
NAV
IR 1(2)(3) NOT ALIGN
EXCESS MOTION
IR 1(2)(3) IN ALIGN
- the attitude information is flagged on the PFD.

Thirty seconds after motion detection, the system reverts to a
full alignment (time to the end of alignment will revert to 9 min
30 s).
It is not necessary to re-enter the position.
(d) Thirty-second rapid realignment

A thirty-second rapid realignment is provided by moving the
OFF/NAV/ATT selector switch on the CDU from NAV to OFF and back
to NAV within five seconds.
A subsequent switching on the selector switch from NAV to OFF and
back to NAV within 5 seconds during the 30-second realignment
causes the system to start the 30-second realignment again.

EFF :

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R
IAC
The realignment is initialized with existing attitude and heading
angles. Velocities are zeroed.
Valid position data must be received and verified by the IR
during the 30-second realignment.
R (4) ATT (Attitude) mode

The IR has a reversionary mode which can be activated only by manual
selection of ATT mode on the CDU. The mode can be activated on the
ground or in flight and is intended to provide a rapid
attitude/heading restart capability in the event that the IR has
experienced a total power shutdown or a failure has occurred
resulting in the following:
- IR FAULT legend flashing on the CDU
- IR 1(2)(3) FAULT message displayed on the upper ECAM DU:
IR x MODE SEL...ATT
- SELECT ATT message displayed on the CDU (DATA DISPLAY selector
switch in STS position).
The IR is designed so that the ATT mode can be used after BITE has
detected failures which will cause excessive NAV mode data errors but
does not disable the ATT mode mechanization. However, it is
recommended to stay in NAV mode even with excessive navigation errors
because of higher accuracy of attitude signals and a more complete
signal processing. The ATT mode must always be used after loss of
power or a similar situation in flight where a new alignment/leveling
is required.
The ENTER HEADING message is displayed on the CDU (DATA DISPLAY
selector switch in STS position) when the ATT mode is selected until
valid heading initialization is received from the MCDU or the CDU.
The ATT mode is normally engaged with the aircraft in level flight.
A 20-second period is needed with the aircraft in level flight to
perform an attitude erection to initialize a level attitude. During
this period, the data normally computed in ATT mode have SSMs set to
NCD.
In the event the ATT mode is engaged with the aircraft not in level
flight, an erection cut-out function delays erection when yaw rate
exceeds 0.5 deg/s and permits erection to continue when yaw rate
drops below 0.25 deg/s. Twenty seconds of flight with the erection
cut-out switch disengaged is required to erect the attitude.
R B. Indicating
Attitude and heading information is computed by the ADIRU (IR portion)
and processed by the associated DMC. The attitude data are displayed on
the PFD and the heading data are displayed on the PFD, the ND and the
VOR/DME RMI.
In addition, vertical speed (V/S) is displayed on the PFD and Ground
Speed and wind indications are displayed on the ND.

EFF :

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In normal configuration, with the ATT/HDG selector switch in NORM
position, the IR1 data are displayed on the CAPT PFD, ND and the VOR/DME
RMI (Ref. ATA 34-57-00). The IR2 data are displayed on the F/O PFD and
ND.
The following parameters can be displayed on the CDU liquid crystal
display according to the position of the DATA DISPLAY selector switch on
the CDU:
- wind (WIND)
- present position (PPOS)
- true heading (HDG)
- status of selected system conditions (STS)
- track and ground speed (TK/GS)
- test values (TEST).
The sources of the data displayed are controlled by the SYS DISPLAY
selector switch on the CDU.
(1) Attitude information

R (Ref. Fig. 014)
The aircraft roll and pitch attitude is indicated in the center part
of the PFD by a sphere representing a conventional ADI drum. (Ref.
31-64-00 for sphere definition and display).
(a) Pitch angle information (item A)

The A/C present pitch angle is given by the vertical
displacements of the pitch attitude scale with respect to the
center of the A/C reference. The scale moves behind the
cut-sphere shaped window, limited by the lines of an upper and a
lower sector. The scale rotates around the center of the A/C
reference in accordance with the A/C present roll angle.
The pitch scale comprises white reference lines and associated
pitch angle values. The lines are given every 2.5 degrees from 0
to 10 degrees, then for the 15 degrees, 20 degrees, 30 degrees,
50 degrees and 80 degrees values. Beyond 30 degrees, red large
arrow heads (V-shaped) indicate an excessive attitude and the
direction to follow in order to reduce it (item B).
(b) Roll angle information (item A)

A yellow triangle which remains on the line going through the
center of the A/C reference and which is perpendicular to the
horizon line, moves against the fixed roll scale on the upper
contour of the attitude sphere.
This fixed roll scale comprises white marks for the 10 degrees,
20 degrees, 30 degrees and 45 degrees significant values, on
either side of the zero position (horizontal wings) which is
indicated by a small fixed triangle. The 60 degrees roll
indication corresponds to the limits of the upper contour of the
cut-sphere shaped window.

EFF :

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IR - Attitude Information Display
R Figure 014

EFF :

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(c) Attitude failure
In case of attitude failure concerning the pitch and/or roll
information, the attitude sphere goes out of view and is replaced
by a red ATT flag which flashes for a few seconds then remains
steady (item C).
In case of discrepancy detected by the FWC between the pitch or
roll attitude information presented on the CAPT and F/O PFDs, a
CHECK ATT amber message flashes for a few seconds on both PFDs,
then remains steady (item D).
(2) Heading information

R (Ref. Fig. 015)
The aircraft magnetic or true heading is displayed on the PFD, the ND
and the VOR/DME RMI.
The true heading can be displayed on the CDU.
(a) On the PFD

When true heading is displayed, a TRUE white message appears
above the heading scale (item A).
A blank heading scale (with 10 deg. spaced marks without any
indicated value) is provided on the horizon line. The marks are
just under this line.
This scale moves as the aircraft heading varies. For important
nose-up or nose- down the heading graduations remain at the lower
or upper sector limit.
Below the sphere, a heading scale provides the pilot with the
aircraft actual track and relative selection. This heading scale
is graduated every 5 deg. (item A).
In case of failure, the heading graduation disappears on the two
scales and a red HDG flag appears on the lower heading scale
(item B). It flashes for a few seconds, then remains steady.
Furthermore, in case of discrepancy detected by the FWC between
CAPT and F/O heading indications, with the heading signal valid,
a CHECK HDG amber message is displayed at the center of the
heading scale (item C).
(b) On the ND
R (Ref. Fig. 016)
The heading data is displayed on the ND in the three following
operating modes: ROSE, ARC and PLAN.
The ROSE mode and the ARC mode are oriented with respect to the
aircraft heading, while the PLAN mode is oriented with respect to
the true north.
1
_ True heading display
In ROSE or ARC mode, when true heading is displayed, a cyan
TRUE indication appears at the top of the ND.

EFF :

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IR - Heading Information Display on the PFD
R Figure 015

EFF :

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IR - Heading Information Display on the ND
R Figure 016

EFF :

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2
_ ROSE mode (item A)
In this mode, each pilot has three different sub-modes of
presentation on his ND: ROSE-ILS/ROSE-VOR/ROSE-NAV.
In the three ROSE sub-modes, the ND provides a display which
is similar to that of a conventional HSI, i.e. a rotating
heading dial orientated to the North and giving to the pilot
the aircraft actual magnetic or true heading with as reference
the fixed yellow lubber line at the top of the dial.
3
_ ARC mode (item B)
In this mode, the ND displays a 90 deg. heading sector ahead
of the aircraft giving the aircraft actual magnetic or true
heading with respect to the fixed yellow lubber line at the
top of the scale.
4
_ PLAN mode
The ND displays a static map orientated with respect to the
true North.
5
_ Heading failure (items C and D)
In case of heading failure, the scale and all symbols
positioned on the ROSE and ARC scales go out of view; a red
HDG flag comes into view below the scale after flashing for a
few seconds, when the DMC has detected an anomaly concerning
the heading parameter.
In addition, if a discrepancy between CAPT and F/O sides is
detected by the comparison inside the FWCs, the CHECK HDG
message is displayed in amber on both NDs (item E).
(c) On the DDRMI

R (Ref. Fig. 017)
The heading indication is given by a dial which rotates in front
of a fixed index (item A).
In case of heading failure, the fire orange warning flag with the
black HDG inscription comes into view at the top of the compass
card (item B).
(d) On the CDU

The time heading can be displayed on the CDU if the DATA DISPLAY
selector switch is placed in the HDG position.

EFF :

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IR - Heading Information Display on the VOR/DME RMI
R Figure 017

EFF :

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(3) Ground speed
R (Ref. Fig. 018)
The ground speed is displayed in the left upper corner of the ND for
ROSE, ARC or PLAN mode (item A).
The GS title is displayed in white color and the ground speed value
in green.
In case of failure or NCD, the ground speed value is replaced by
three dashed lines (item B).
The ground speed can also be displayed on the CDU if the DATA DISPLAY
selector switch is placed in the TK/GS position.
(4) Wind indications

R (Ref. Fig. 018)
The wind origin, force and direction is displayed in the left upper
corner of the ND, for ROSE, ARC and PLAN mode (item A):
- the wind origin is displayed in green color in degrees with respect
to the true North
- the wind force is displayed in green color in knots
- the wind direction, in analog form, is represented by means of a
green arrow orientated with respect to the north reference in use.
This arrow is displayed only if the wind force is greater than 2
knots.
In case of failure or NCD, the digital data are replaced by three
dashed lines and the wind direction arrow disappears (item B). The
wind indications can also be displayed on the CDU if the DATA
DISPLAY selector switch is placed in the WIND position.
(5) Vertical speed

R (Ref. Fig. 018)
The inertial vertical speed is displayed in the right side of the PFD
(item C).
(a) a trapezoidal grey background colored surface
(b) a fixed white scale with 500 ft/mn spaced marks from -2000 ft/mn
to +2000 ft/mn
(c) a needle giving in analog form the actual vertical speed value
(d) a number in a moving blanking window. This window accompanies the

Between -200 ft/mn and +200 ft/mn, both the window and the number
disappear.

EFF :

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IR - GS, Wind, Vertical Speed Information Display
R Figure 018

EFF :

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(e) above +6000 ft/mn (or below -6000 ft/mn), the needle remains
amber.
(f) In addition, those indications change to amber in approach, in

In case of failure, the inertial vertical speed display is
automatically replaced by the baro vertical speed display. (Ref.
34-13-00).

In case of loss of inertial parameters on the CAPT or F/O PFD and ND,
the IR3 can be used as a back up source by placing the ATT HDG
selector switch in CAPT/3 position for the CAPT PFD and ND or in
F/O/3 position for the F/O PFD and ND.
R C. Warnings
R (Ref. Fig. 019, 020, 021, 022, 023)
(1) In addition to the ATT or HDG flags displayed on the PFDs, NDs and on
the CDU, warning messages are displayed on the lower part of the
upper ECAM DU.
(a) NAV IR 1(2)(3) FAULT

NAV IR 1(2) + 2(3) FAULT
- the IR FAULT legend flashes on the CDU.
(b) NAV ATT DISCREPANCY

This message is displayed when a difference higher than 5 deg. is
detected by comparison inside the FWCs between the roll angle or
the pitch angle provided by two IRs. When it is displayed:
- the CHECK ATT message appears on the PFD.
(c) NAV HDG DISCREPANCY

This message is displayed when a difference higher than 7 deg.
(or 5 deg. in true heading) is detected by comparison inside the
FWCs between the heading value provided by two IRs. When it is
displayed:

EFF :

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NAV IR 1(2)(3) FAULT Message
R Figure 019

EFF :

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NAV IR 1+2 FAULT Message
R Figure 020

EFF :

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NAV IR 1+3 (2+3) FAULT Message
R Figure 021

EFF :

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NAV ATT DISCREPANCY Message
R Figure 022

EFF :

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NAV HDG DISCREPANCY Message
R Figure 023

EFF :

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- the CHECK HDG message appears on the PFDs and NDs.
(2) When the CLR key is pushed on the ECAM control panel, a status page
is displayed on the lower ECAM DU and indicates the STATUS and INOP
SYS (systems).
R D. ADIRUs Performance Criteria
(1) History
The inertial parameters to be considered to evaluate the level of
performance of an inertial system after flight completion are:
- the radial position error (in NM)
- the residual ground speed error (in kts).
Depending on their magnitude noticed at the end of the flight, the
concerned inertial system(s) shall or shall not be removed from the
aircraft.
(2) Radial position error

In order to address the statistical term of this requirement with the
most relevant approximation, the removal criteria use a limit based
on the recording of the radial position error on two consecutive
flights.
The use of a two-strike method presents the advantage to decrease the
removal rate of healthy units that have shown, by chance, or by an
inaccurate position entry at alignment, a radial position error
beyond the specified criterion.
The removal boundaries described on the figure present three
different areas:
R (Ref. Fig. 024)
- Area 1 - ADIRU OK all the time
- Area 2 - ADIRU to be checked after second flight
- Area 3 - ADIRU to be replaced.
NOTE : Area 2 is applicable when the residual radial position error

____
ranges within the limits described in following Para.
(a) Lower limit for removal criteria

The integration of the drift rate results in a lower limit for
the radial position error:
Radial position error (NM) = (2 (NM/h) * T (h)) + Offset (NM)
The presence of an offset is necessary to avoid the unjustified
removal of healthy units subject to the natural Schuler effects
and to the Present Position inaccuracies entered during
initialization.

EFF :

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ADIRU - Radial Position Error - Removal Criteria
R Figure 024

EFF :

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It should be pointed out that the adverse impacts of such
inaccuracies over the radial position error will reveal stronger
for short flight durations (below 1.5 hour).
- Flight duration < 1.5 FH:
The lower limit of the grey band is fixed at 5 NM.
- 1.5 FH < Flight duration < 10 FH:
The lower limit of the grey band is fixed at 2T + 2.
- Flight duration > 10 FH:
(b) Upper limit for removal criteria

The upper limit of the grey band is fixed at 7.5 NM.
The upper limit of the grey band is fixed at 3T + 3.
The upper limit of the grey band is fixed at 33 NM.
(3) Residual Ground Speed Error

The residual ground speed for each IR is determined at the end of the
flight when the aircraft has come to a complete stop.
(a) Check of the residual ground speed can be made:

- On the CAPT (IR1) and F/O (IR2) Navigation Displays (ND):
The residual ground speed of the IR3 can be read on the CAPT ND
by setting the ATT HDG selector switch to CAPT/3.
- On the ADIRS CDU:
. set the DATA DISPLAY selector switch to TK/GS
. set the SYS DISPLAY selector switch to 1, 2, 3
. read the respective ground speed in the CDU display.
(b) Compare the recorded ground speed values with the following
limits:
- if the residual ground speed error is 15 kts or greater after
each of two consecutive flights, replace the ADIRU
- if the residual ground speed error is 21 kts or greater at the
end of any one flight, replace the ADIRU.

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R
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__________________________________________________________
1. General
_______
R **ON A/C 101-199, 902-999,
R The Inertial Reference (IR) part of the Air Data/Inertial Reference Unit
R (ADIRU) supplies the primary data that follows to the aircraft avionic
R systems:
R - Precision attitude
R - Magnetic heading references
R - Navigation data.
R The attitude, heading and navigation data is shown on the displays of the
R Electronic Flight Instrument System (EFIS):
R - Primary Flight Display (PFD)
R - Navigation Display (ND).
R The IR part also supplies data from the selected MMR and the accurate GPIR
R hybrid position.
R **ON A/C 901-901,
The Inertial Reference (IR) portion of the Air Data/Inertial Reference Unit
(ADIRU) provides main data sources which are precision attitude, magnetic
heading references and navigation data to the aircraft avionics systems.
Attitude, heading and navigation data are displayed on the Electronic Flight
Instrument System (EFIS) displays (Primary Flight Display (PFD); Navigation
Display (ND)) and on the Digital Distance and Radio Magnetic Indicator
(DDRMI) with recopies the heading data.
The IR portion also provides data from the selected MMR and accurate GPIR
hybrid position.
R **ON A/C 101-199, 901-999,
2. __________________
System Description
A. General
The IR portion is a strapdown inertial system which provides a quality
reference for attitude, heading (true and magnetic), angular rates and
accelerations.
The IR software also computes:
- the inertial position
- the ground velocities
- the baro inertial vertical speed
- the drift angle

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- the wind data
- the flight path data.
The GPS partition integrated in the IR portion provides both the GPS
autonomous and hybrid navigation solutions. The term hybrid is
used to indicate that the navigation solution is a result of combining
the GPS, Inertial, and Air Data altitude data. The autonomous
navigation solution denotes a solution derived solely by the MMR using
only satellite data. For each type of data, hybrid and autonomous, the
software provides:
- the position
- the velocities (Ground, N/S, E/W)
- the accuracy parameters
- the integrity parameters.
B. Inputs
(1) Digital inputs
(a) FMGC inputs

The IR portion is provided with two ARINC 429 low speed buses
from the two ARINC 702 Flight Management and Guidance Computers
(FMGCs). These buses transmit the following data words:
- label 256: FIELD ELEVATION
- label 270: FMGC DISCRETES
- label 271: ADR discrete word 2.
R
These data words are used for initialization and BITE purposes,
and barometric data setting.
(b) CDU inputs

The IR portion is provided with one ARINC 429 low speed buses
from the CDU.
This bus transmits the following data words:
- label 277: CDU TEST.
(c) ADR inputs

The IR portion is provided with three ARINC 429 low speed buses
from the two other ADIRUs (ADR portion) and from its associated
ADR. These buses transmit the following data words:
- label 203: ALTITUDE

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- label 204: BAROMETRIC CORRECTED ALTITUDE 1
- label 210: TRUE AIRSPEED
- label 212: ALTITUDE RATE
- label 220: BAROMETRIC CORRECTED ALTITUDE 2
- label 241: CORRECTED AOA.
(d) CFDS input

the Centralized Fault Display System (CFDS). This bus transmits
the following data words:
- label 125: UTC
- label 126: FLIGHT PHASE
- label 155: AIRCRAFT CONFIG
- label 227: CFDS COMMAND
- label 260: DATE
- labels 233 to 236: FLIGHT NUMBER
- labels 301 to 303: AIRCRAFT TAIL NUMBER
R
(e) GPS inputs

The IR portion is provided with two ARINC 429 high speed buses
from the GPS portion of the Multi-Mode Receivers (MMRs).
These buses transmit the following data words:
- label 057: USER RANGE ACCURACY
- label 060: MEASUREMENT STATUS
- label 061: PSEUDO RANGE
- label 062: PSEUDO RANGE FINE
- label 063: RANGE RATE
- label 064: DELTA RANGE
- label 065: SV POSITION X
- label 066: SV POSITION X FINE
- label 070: SV POSITION Y
- label 071: SV POSITION Y FINE
- label 072: SV POSITION Z
- label 073: SV POSITION Z FINE
- label 074: UTC MEASURE TIME
- label 076: GPS ALTITUDE (MSL)
- label 101: GPS HDOP
- label 102: GPS VDOP
- label 103: GPS TRACK ANGLE
- label 110: GPS LATITUDE
- label 111: GPS LONGITUDE
- label 112: GPS GROUND SPEED
- label 120: GPS LATITUDE FINE
- label 121: GPS LONGITUDE FINE
- label 125: GPS UTC BCD

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- label 126: SAT DE-SELECT 1
- label 127: SAT DE-SELECT 2
- label 130: GPS HORIZONTAL INTEGRITY LIMIT
- label 136: GPS VERTICAL FOM
- label 140: GPS UTC FINE
- label 141: GPS UTC FINE FRACTIONS
- label 143: TERMINAL AREA HIL
- label 144: APPROACH AREA HIL
- label 150: GPS UTC BIN
- label 162: DESTINATION ETA
- label 163: ALT WAYPOINT ETA
- label 165: GPS VERTICAL VELOCITY
- label 166: GPS N/S VELOCITY
- label 174: GPS E/W VELOCITY
- label 226: GPS DATA LOADER
- label 247: GPS HORIZONTAL FOM
- label 260: GPS DATE
- label 273: GPS SENSOR STATUS
- label 343: DESTINATION HIL
- label 347: ALT WAYPOINT HIL
- label 377: EQUIPMENT IDENT
(2) Analog inputs

The IR portion is provided with analog inputs for power supply and
GPS/IRS synchronization purposes (Time Mark).
R **ON A/C 101-199, 902-999,
(3) Discrete inputs

---------------------------------------------------------------------
| | | DEFINITION |
---------------------------------------------------------------------
| Aircraft Ident Code 1/0 |Open/A.I. Com| 0/1 |

EFF :

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IAC
---------------------------------------------------------------------
| | | DEFINITION |
---------------------------------------------------------------------
| Aircraft Ident Code Parity |Open/A.I. Com| 0/1 |
| MAGVAR select | Open/GND |Reserved/expended model|
| GPS sensor 1 present | Open/GND | GND = present |
| GPS priority select | Open/GND |Normal priority/ |
| | |Reserved priority |
---------------------------------------------------------------------

These discrete inputs are used to indicate to the IR the
orientation of the unit. It is needed to know the longitudinal
and lateral axis of the aircraft.
Table 2 below gives the unit position in function of the discrete
selection.
---------------------------------------------------------------
---------------------------------------------------------------
---------------------------------------------------------------
* The discretes are wired in FWD position.
(b) IR mode select


R

EFF :

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Page 5
Config-2 May 01/08

IAC
----------------------------------------------
|--------------------------------------------|
----------------------------------------------
**ON A/C 901-901,
(3) Discrete inputs

---------------------------------------------------------------------
| | | DEFINITION |
---------------------------------------------------------------------
| Aircraft Ident Code Parity |Open/A.I. Com| 0/1 |
| MAGVAR select | Open/GND |Standard/expended model|
| GPS priority select | Open/GND |Normal priority/ |
| | |Reserved priority |
---------------------------------------------------------------------

R

EFF :

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Page 6
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IAC
These discrete inputs are used to indicate to the IR the
orientation of the unit. It is needed to know the longitudinal
and lateral axis of the aircraft.
Table 2 below gives the unit position in function of the discrete
selection.
---------------------------------------------------------------
---------------------------------------------------------------
---------------------------------------------------------------
* The discretes are wired in FWD position.
(b) IR mode select

----------------------------------------------
|--------------------------------------------|
----------------------------------------------

R

EFF :

901-901, 34-14-00

Page 7
Config-2 May 01/08

IAC
**ON A/C 101-199, 901-999,
(c) ADR DADS select

The IR portion uses these discrete inputs to know which air data
source to use:
--------------------------------------------------------------------
| Auto | Manual | IR Selection |
| ADR DADS | ADR DADS | |
--------------------------------------------------------------------
| Open | Open | The IR uses the air data received |
| | | on port 1 |
|-------------|----------------|-----------------------------------|
| Open | Ground | The IR uses the air data received |
| | | on port 2 |
|-------------|----------------|-----------------------------------|
| Ground * | Open | The IR goes automatically from one|
| | | air data source to the others |
| | | according to their validity and |
| | | priority. * |
--------------------------------------------------------------------
Table 4 : ADR DADS Select
* The discretes are wired in the automatic ADR selection mode

with the following priority:
1: its own ADR unit
2: ADR received on port 1
3: ADR received on port 2.
(d) SDI program pins

These discretes code the installation side of the ADIRU.
The following table gives the IR side according to the SDI.
--------------------------------------------
| SDI-MSB | SDI-LSB | ADIRU NUMBER |
--------------------------------------------
| OPEN | GROUND | 1 |
| GROUND | OPEN | 2 |
| GROUND | GROUND | 3 |
--------------------------------------------
Table 5 : IR SDI Code

R

EFF :

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Config-2 May 01/08

IAC
**ON A/C 101-199, 902-999,
(e) IR remote test

external control.
On the A/C, this discrete is opened.
In normal operation this discrete is open (unused) but can be
also activated via the CFDIU on ground (Ref. 34-18-00).
(f) CFDS message select

(g) GPS present

These discretes are used to activate GPS/IRS hybridization
(computation, BITE function).
(h) GPS priority select

The GPIRS function uses this discrete to modify the GPS priority.
Each ADIRU receives data from the two GPS portions of the MMRs on
the primary and secondary inputs.
For each ADIRU, the primary and secondary GPS inputs are defined
as follows:
---------------------------------------------
| ADIRU | PRIMARY | SECONDARY |
| SDI | INPUT | INPUT |
---------------------------------------------
| 1 | GPSSU 1 (MMR 1) | GPSSU 2 (MMR 2) |
---------------------------------------------
Depending on the GPS validity and GPS priority select input

discrete status, the GPS source is defined as follows:

R

EFF :

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IAC
---------------------------------------------------------------------
| PRIORITY | PRIMARY | SECONDARY | GPSSU SOURCE |
| STATUS | GPSSU | GPSSU |-----------------------------------
| | | | GPS PRIORITY | GPS PRIORITY |
| | | | SELECT = OPEN | SELECT = GROUND |
---------------------------------------------------------------------
| 1 | Valid | Valid | Primary | Secondary |
| 2 | Valid | Fail | Primary | Primary |
| 3 | Fail | Valid | Secondary | Secondary |
| 4 | Fail | Fail | Primary | Secondary |
---------------------------------------------------------------------
**ON A/C 901-901,
(e) IR remote test

external control.
In normal operation this discrete is open (unused) but can be
also activated via the CFDIU on ground (Ref. 34-18-00).
(f) CFDS message select

(g) GPS present

These discretes are used to activate GPS/IRS hybridization
(computation, BITE function).
(h) GPS priority select

The GPIRS function uses this discrete to modify the GPS priority.
Each ADIRU receives data from the two GPS portions of the MMRs on
the primary and secondary inputs.
For each ADIRU, the primary and secondary GPS inputs are defined
as follows:
---------------------------------------------
| ADIRU | PRIMARY | SECONDARY |
| SDI | INPUT | INPUT |
---------------------------------------------
---------------------------------------------

R

EFF :

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IAC
Depending on the GPS validity and GPS priority select input
discrete status, the GPS source is defined as follows:
---------------------------------------------------------------------
| PRIORITY | PRIMARY | SECONDARY | GPSSU SOURCE |
| STATUS | GPSSU | GPSSU |-----------------------------------
| | | | GPS PRIORITY | GPS PRIORITY |
| | | | SELECT = OPEN | SELECT = GROUND |
---------------------------------------------------------------------
| 1 | Valid | Valid | Primary | Secondary |
| 2 | Valid | Fail | Primary | Primary |
| 3 | Fail | Valid | Secondary | Secondary |
| 4 | Fail | Fail | Primary | Secondary |
---------------------------------------------------------------------
**ON A/C 101-199, 901-999,
C. Software Computation
R
R (Ref. Fig. 001, 002)
R
The software contains the program memory and provides the following basic
functions:
- real-time executive
- attitude integration
- velocity integration
- position integration
- output computation
- built-in test (Ref. 34-18-00).
The IR software operates in one of three basic modes: alignment,
navigation, or a reversionary attitude mode. These modes include various
portions of the major functions. The real-time executive and built-in
test functions interface with each function in each mode.
(1) Alignment mode

The alignment is the initialization mode for the IR. Its primary
function is to initialize the attitude, velocity and position
integration functions implemented in the navigation mode. This mode
operates on the ground only.
The IR alignment mode is divided into three parts:
- coarse level processing
The coarse level processing is engaged during the first 30 seconds
of the IR alignment mode. This processing estimates the local
vertical using the three accelerometers and the measured gravity.

R

EFF :

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Page 11
Config-2 May 01/08

IAC
ADIRU - IR Block Diagram
Figure 001

EFF :

101-199, 901-999, 34-14-00

Page 12
Config-2 May 01/08
R
IAC
ADIRU - IR Signal Flow Diagram
Figure 002

R

EFF :

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Page 13
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IAC
During coarse level processing of the alignment mode, the software
computes the level coordinate frame, pitch and roll, and associated
rates and accelerations.
- gyro-compass (or azimuth) processing and level processing
Gyro-compass processing is engaged after the 30 seconds of the IR
alignment mode (coarse level complete) and run for a minimum of 5
minutes. The ADIRU alignment time will be reduced from 10 minutes
fixed alignment time to a variable time based on aircraft latitude.
Gyro-compass processing is used to orient body frame to North
(using earth rotation detection by gyros).
During this alignment submode, an estimated latitude is computed
using local vertical component of the earth rotation.
During this submode, the results of the coarse level processing are
sharpened to have a better knowledge of the coordinate frame.
R
- position entry data processing
This position initialization can take place in coarse level
processing or gyro-compass processing.
The latitude and longitude pair processed for position
initialization is received from the same source (FMGC 1, FMGC 2,
CDU, GPSSU1/MMR1 or GPSSU2/MMR2).
.If a GPS position data is available and if there is no pilot
entry, the GPS data is used to perform the alignment.
.If a GPS position data is available and if there is a pilot entry,
the pilot entry is compared with the GPS position. The
discrepancies between the two latitudes and the two longitudes must
be within 5Nm. If the discrepancies exceed 5Nm, the ALIGN
annunciator flashes.
. If no GPS position data is available, the software performs a
BITE test to check if the entered latitude and longitude are within
the following limits versus the position recorded at the end of the
last power- up cycle:
Abs val( lat entered - lat recorded ) less than or equal to 1 deg.
Abs val( long entered - long recorded ) less than or equal to 1 deg
(Ref. 34-18-00).
A second BITE test is performed on the entered latitude when an

estimated latitude is available during the gyro-compass processing:
Abs val(cos (lat est) - cos (lat ent)) less than or equal to
0.01234.
Abs val(sin (lat est) - sin (lat ent)) less than or equal to
0.01234.

EFF :

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IAC
The alignment is completed if a valid position data has been
received and verified by the IR.
The typical alignment time will be calculated for a given latitude
as follows:
ABS (5.0 minutes/cosine (latitude)) for latitudes between 60S and 60N
10.0 minutes at a latitude more than or equal to 73.0S and less than 60S
10.0 minutes at a latitude more than 60N and less than or equal to 73.0N
17 minutes at latitude less than 73.0S
17 minutes at latitude more than 73.0N
(Ref. Fig. 003)
If not, the automatic sequencing to the NAV mode will be delayed
(up to 1 minute) after position data is received.
The operations to enter position and the warnings associated to the
tests performed in alignment mode are described in para. 3
(operation/control and indicating).
The IR also offers the possibility to enter into a variant of the
alignment mode called rapid realign or 30-second realign. This
mode is selected by moving the CDU selector switch from NAV to OFF,
then to NAV within five seconds, when the aircraft is on ground
(ground speed less than 20 knots). Valid position data must be
received. During the rapid realign mode, all computed velocities
are set to zero and a fine tuning of the alignment is performed
using the attitude reference vertical and the heading data
available from the last NAV phase as initial conditions.
During the alignment mode, the IR outputs on the ARINC 429 bus may
not be available. Position initialization of the ADIRU is
transmitted to the MMR for its own initialization. In addition to
this position, the MMR requires initialization data of date and
UTC. The IR portion receives date and UTC from the CMC and
transmits the data to the MMRs. The chronology of the validation
of the outputs during the alignment is given in para. 2-D (IR
output data).
R
**ON A/C 101-199, 902-999,

(Ref. Fig. 004)

EFF :

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Page 15
Config-2 May 01/08

IAC
ADIRU - Alignment Time in North Hemisphere
Figure 003

R

EFF :

101-199, 901-999, 34-14-00

Page 16
Config-2 May 01/08

IAC
ADIRU - Navigation Mode Functions
Figure 004

R

EFF :

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Page 17
Config-2 May 01/08

IAC
gyros.

333):
when in level.

Roll Att rate = P + -------------------------
cos (Pa)/sin (Pa)
Pa = Pitch angle
P = Body roll rate
Q = Body pitch rate
R = Body yaw rate
(VZ)
FPA = Arc tan (--)
(VG)

R

EFF :

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IAC
Flt Path Accel = ---------------------
______________
/ 2 2 2
V Vx + Vy + Vz
earth frame.

___________________
/ 2 2
(Vwind E)
(Vwind N)

- inertial vertical speed and inertial altitude computation (labels

365 and 361)
given in: the figure
(Ref. Fig. 005)

R

EFF :

101-199, 902-999, 34-14-00

Page 19
Config-2 May 01/08

IAC
IR - Baro Inertial Altitude Filter
Figure 005

EFF :

101-199, 901-999, 34-14-00

Page 20
Config-2 May 01/08
R
IAC
- magnetic deviation computation

position (latitude and longitude) within the range of 73⁰N to 60⁰S
excluding the magnetic polar region (latitude exceeds 73⁰N and
longitude between 120⁰W and 90⁰W). The magnetic variation at any
given point is calculated by using four grid intersection data
values and a two-dimensional linear interpolation. The grid data
comes from the National Oceanic and Atmospheric Administration and
must be updated every 10 years in order to meet the accuracy
requirements.
from the IR).
**ON A/C 901-901,

(Ref. Fig. 004)

gyros.

333):
when in level.

R

EFF :

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Page 21
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IAC

Roll Att rate = P + -------------------------
cos (Pa)/sin (Pa)
Pa = Pitch angle
P = Body roll rate
Q = Body pitch rate
R = Body yaw rate
(VZ)
FPA = Arc tan (--)
(VG)

R

EFF :

901-901, 34-14-00

Page 22
Config-2 May 01/08

IAC
Flt Path Accel = ---------------------
______________
/ 2 2 2
V Vx + Vy + Vz
earth frame.

___________________
/ 2 2
(Vwind E)
(Vwind N)

- Inertial vertical speed and inertial altitude computation (labels

365 and 361)
given in: the figure
(Ref. Fig. 005)

R

EFF :

901-901, 34-14-00

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IAC
- Magnetic deviation computation

position (latitude and longitude) within the range of 73⁰N to 60⁰S.
The magnetic variation at any given point is calculated by using
four grid intersection data values and a two-dimensional linear
interpolation. The grid data comes from the National Oceanic and
Atmospheric Administration and must be updated every 10 years in
order to meet the accuracy requirements.
from the IR).
**ON A/C 101-199, 901-999,
- GPS/IRS hybridization computation

At the end of GPIR NAV mode ground align processing, an 18-state
PR/DR (Pseudo Range / Delta Range) mechanized Kalman filter is
engaged to estimate the system error states. The hybrid solution is
then corrected by removing its errors estimated from the Kalman
filter.
R **ON A/C 101-199,
(3) Attitude mode

the ECAM displays.

R

EFF :

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Page 24
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IAC
the initialization phase the IR sends valid outputs of:
- vertical velocity
has been sent by the FMGC (through the MCDU) or the CDU. (Ref.
para. D - IR output data for the complete list of valid outputs).
(4) Hybrid partition

The hybrid filter function of this partition utilizes an 18 state
Kalman filter using MMR pseudo-range measurements, Air Data altitude
measurements, and inertial sensor data inputs to provide the hybrid
navigation solution. To assure integrity of the hybrid navigation
solution, the GPS partition executes a Receiver Autonomous Integrity
Monitor (RAIM) algorithm. In addition to determining the validity of
the solution, the RAIM function also performs satellite failure
detection and isolation so erroneous satellite measurements can be
removed from the navigation solution. The integrity limit for the
hybrid solution is computed from either the MMR autonomous or
integrity monitor based data and provided as output.
In contrast to the hybrid solution, the autonomous solution is
provided by each MMR via the GPS ARINC input buses. The autonomous
data from one MMR is then relayed and retransmitted on the output
buses. Also, predictive RAIM labels can be received from the MMR, and
relayed to the output fonctions for retransmission.
The GPS partition remains operating in the Navigation mode unless the
hybrid filter must be restarted or less than 4 unique satellites are
being used by the filter - the hybrid filter is restarted if the IR
partition transitions to a mode other than NAV after transitioning to
NAV, and also if True Heading or position data from the IR partition
becomes invalid prior to the IR partition transitioning to NAV. This
restart condition will then initiate a transition back to the
Acquisition mode of operation. Also when less than 4 satellites are
being used by the filter, the GPS partition transitions to the
Altitude Aiding/Clock Coasting mode. However the software performs
the same operational tasks as performed in the GPS Navigation mode,
except for the mode indication in the GPIRS status word of the
outputs. It remains in this mode until four or more satellite
measurements are received again when its transitioned back to the
Navigation mode.
R

R

EFF :

101-199, 34-14-00

Page 25
Config-2 May 01/08

IAC
R **ON A/C 901-999,
(3) Attitude mode

the ECAM displays.
the initialization phase the IR sends valid outputs of:
- vertical velocity
has been sent by the FMGC (through the MCDU) or the CDU. (Ref.
para. D - IR output data for the complete list of valid outputs).
R
**ON A/C 101-199, 901-999,
D. IR, GPS, and GPIRS Output Data
(1) Digital output characteristics

The IRs have 4 independently buffered high-speed ARINC 429 digital
output buses, designated bus output 1, 2, 3 and 4
- digital output table:
- EQ.SYS.LAB.SDI : (SDAC, FWC, DMC...) output label for which the

R

EFF :

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Page 26
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IAC
- UNIT : unit in which the digital value is transmitted
- SIG BIT : indicates whether a sign bit is available
- BITS : number of bits used by the parameter in the label
in milliseconds.
- CODE:
HYB: mixed code.
When the input discretes of THE GPS PRESENT programming pins are
grounded (indicating GPS present), both the MMR outputs and the
GPIRS integrated navigation solution outputs are transmitted on the
IR output buses with the IR output data.

R

EFF :

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Page 27
Config-2 May 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 010 |PPOS LAT |W |Deg | | 6 |500 |BCD |LATP | |
| | |90S-90N |& | | | | | | |
| | |0.1 |min | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 011 |PPOS LONG |W |Deg | | 6 |500 |BCD | | |
| | |180E-180W |& | | | | | | |
| | |0.1 |min | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 012 |GROUND |W 0 to 2000 |Kts | | 4 |500 |BCD | GS | |
| |SPEED |0 to 1000 | | | | | | | |
| | |R 1 | | | | | | | |
| | |+/- 8 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 013 |TRK ANGLE |W 0 to 359.9|Deg | | 4 |500 |BCD | | |
| |TRUE |R 0.1 | | | | | | | |
| | |+/- 2.3 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 014 |MAG HDG |W 0 to 359.9|Deg | | 4 |500 |BCD | MH | |
| | |R 0.1 | | | | | | | |
| | |+/- 3 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 015 |WIND SPEED|W 0 to 256 |Kts | | 3 |500 |BCD | WS | |
| | |R 1 | | | | | | | |
| | |+/- 9 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 016 |WIND DIR |W 0 to 359 |Deg | | 3 |500 |BCD | WD | |
| |TRUE |R 1 | | | | | | | |
| | |+/- 10 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 041 |SET LAT |W +/- 180 |Deg | | 6 |500 |BCD | | |
| | |90S-90N |& | | | | | | |
| | |R 0.1 |min | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 042 |SET LONG |W +/- 180 |Deg | | 6 |500 |BCD | | |
| | |R 0.1 |& | | | | | | |
| | | |min | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 043 |SET MAG |W 0 to 359.9|Deg | | 4 |500 |BCD | | |

EFF :

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Page 28
Config-2 May 01/08
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |HDG |R 0.1 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 044 |TRUE HDG |W 0 to 359.9|Deg | | 4 |500 |BCD |THDG | |
| | |R 0.1 | | | | | | | |
| | |+/- 0.4 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 052 |PITCH |W +/- 64 |Deg/| | 15 | 20 |BNR | | |
| |ANGULAR |R 0.002 |sec2| | | | | | |
| |ACCEL | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 053 |ROLL |W +/- 64 |Deg/| | 15 | 20 |BNR | | |
| |ANGULAR |R 0.002 |sec2| | | | | | |
| |ACCEL | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 054 |YAW |W +/- 64 |Deg/| | 15 | 20 |BNR | | |
| |ANGULAR |R 0.002 |sec2| | | | | | |
| |ACCEL | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 310 |PPOS LAT |W +/- 180 |Deg | 29 | 20 |200 |BNR | | |
| | |+/- 90 |& | | | | | | |
| | |R 0.00017 |min | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 311 |PPOS LONG |W +/- 180 |Deg | 29 | 20 |200 |BNR |LONP | |
| | |R 0.00017 |& | | | | | | |
| | | |min | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 312 |GROUND |W 0 to 4096 |Kts | | 15 | 40 |BNR | | |
| |SPEED |R 0.125 | | | | | | | |
| | |+/- 8 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 313 |TRK - TRUE|W +/- 180 |Deg | 29 | 15 | 40 |BNR | | |
| | |R 0.0055 | | | | | | | |
| | |+/- 0.23 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 314 |TRUE HDG |W +/- 180 |Deg | 29 | 15 | 40 |BNR | | |
| | |R 0.0055 | | | | | | | |
| | |+/- 0.4 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|

EFF :

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Page 29
Config-2 May 01/08
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 315 |WIND |W 0 to 256 |Kts | | 15 |100 |BNR | | |
| |SPEED |0 to 100 | | | | | | | |
| | |R 0.0078 | | | | | | | |
| | |+/- 8 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 316 |WIND DIR |W +/- 180 |Deg | 29 | 15 |100 |BNR | | |
| |- TRUE |+/- 180 | | | | | | | |
| | |R 0.0055 | | | | | | | |
| | |+/- 10 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 317 |TRK - MAG |W +/- 180 |Deg | 29 | 15 | 40 |BNR | | |
| | |R 0.0055 | | | | | | | |
| | |+/- 3 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 320 |MAG HDG |W +/- 180 |Deg | 29 | 15 | 40 |BNR | | |
| | |82 N to 60 S| | | | | | | |
| | |R 0.0055 | | | | | | | |
| | |+/- 3 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 321 |DRIFT |W +/- 180 |Deg | 29 | 15 | 40 |BNR | DA | |
| |ANGLE |+/- 90 | | | | | | | |
| | |R 0.0055 | | | | | | | |
| | |+/- 2.3 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 322 |FLIGHT |W +/- 180 |Deg | 29 | 15 | 40 |BNR | FPA | |
| |PATH |+/- 90 | | | | | | | |
| |ANGLE |R 0.0055 | | | | | | | |
| | |+/- 0.28 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 323 |FLT PATH |W +/- 4 | g | 29 | 15 | 20 |BNR |FPAC | |
| |ACCEL |R 0.0001 | | | | | | | |
| | |+/- 10 % of | | | | | | | |
| | |outp | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 324 |PITCH |W +/- 180 |Deg | 29 | 15 | 20 |BNR |PTCH | |
| |ANGLE |-90 to + 90 | | | | | | | |
| | |R 0.0055 | | | | | | | |
| | |+/- 0.05 | | | | | | | |

R

EFF :

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Page 30
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IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 325 |ROLL |W +/- 180 |Deg | 29 | 15 | 20 |BNR |ROLL | |
| |ANGLE |-90 to + 90 | | | | | | | |
| | |R 0.0055 | | | | | | | |
| | |+/- 0.05 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 326 |BODY AXIS |W +/- 128 |Deg/| 29 | 15 | 20 |BNR |PTCR | |
| |PITCH RATE|+/- 45 |s | | | | | | |
| | |R 0.0039 | | | | | | | |
| | |+/- 0.1 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 327 |BODY AXIS |W +/- 128 |Deg/| 29 | 15 | 20 |BNR |ROLR | |
| |ROLL RATE |+/- 45 |s | | | | | | |
| | |R 0.0039 | | | | | | | |
| | |+/- 0.1 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 330 |BODY AXIS |W +/- 128 |Deg/| 29 | 15 | 20 |BNR |YAW | |
| |YAW RATE |+/- 45 |s | | | | | | |
| | |R 0.0039 | | | | | | | |
| | |+/- 0.1 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| |ACCEL |+/- 4.000 | | | | | | | |
| | |R 0.0001 | | | | | | | |
| | |+/- 0.01 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| |ACCEL |+/- 4.000 | | | | | | | |
| | |R 0.0001 | | | | | | | |
| | |+/- 0.01 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| |ACCEL |+/- 4.000 | | | | | | | |
| | |R 0.0001 | | | | | | | |
| | |+/- 0.01 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 334 |PLATFORM |W +/- 180 |Deg | 29 | 15 | 40 |BNR | | |
| |HEADING |R 0.0055 | | | | | | | |

R

EFF :

101-199, 901-999, 34-14-00

Page 31
Config-2 May 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | |+/- 0.23 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 335 |TRK ANGLE |W +/- 32 |Deg/| 29 | 15 | 20 |BNR | | |
| |RATE |R 0.001 |s | | | | | | |
| | |+/- 0.17 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 336 |PITCH ATT |W +/- 128 |Deg/| 29 | 15 | 20 |BNR | | |
| |RATE |R 0.0039 |s | | | | | | |
| | |+/- 0.1 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 337 |ROLL ATT |W +/- 128 |Deg/| 29 | 15 | 20 |BNR | | |
| |RATE |R 0.0039 |s | | | | | | |
| | |+/- 0.1 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 340 |TRACK |W +/- 180 |Deg | 29 | 15 | 40 |BNR | | |
| |ANGLE |R 0.0055 | | | | | | | |
| |GRID |+/- 3 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 341 |GRID |W +/- 180 |Deg | 29 | 15 | 40 |BNR | | |
| |HEADING |R 0.0055 | | | | | | | |
| | |+/- 3 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 360 |POTENTIAL |W +/- 32768 |ft /| 29 | 15 | 20 |BNR | | |
| |V/S |R 1.0 | min| | | | | | |
| | |+/- 30 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 361 |INERTIAL |W +/- 131072|ft | 29 | 20 | 40 |BNR | | |
| |ALT |R 0.125 | | | | | | | |
| | |+/- 5 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 362 |ALONG TRK |W +/- 4 | g | 29 | 15 | 20 |BNR | | |
| |HORIZ |R 0.00012 | | | | | | | |
| |ACCEL |+/- 10 % | | | | | | | |
| | |of outp | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 363 |CROSS TRK |W +/- 4 | g | 29 | 15 | 20 |BNR | | |
| |HORIZ |R 0.00012 | | | | | | | |
| |ACCEL |+/- 10 % | | | | | | | |

EFF :

101-199, 901-999, 34-14-00

Page 32
Config-2 May 01/08
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | |of outp | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 364 |VERTICAL |W +/- 4 | g | 29 | 15 | 20 |BNR |VACC | |
| |ACCEL |+/- 4.000 | | | | | | | |
| | |R 0.00012 | | | | | | | |
| | |+/- 0.01 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 365 |INERTIAL |W +/- 32768 |ft /| 29 | 15 | 20 |BNR |IVV | |
| |V/S |R 1.0 |min | | | | | | |
| | |+/- 30 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 366 |N - S |W +/- 4096 |Kts | 29 | 15 |100 |BNR | | |
| |VELOCITY |R 0.125 | | | | | | | |
| | |+/- 8 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 367 |E - W |W +/- 4096 |Kts | 29 | 15 |100 |BNR | | |
| |VELOCITY |R 0.125 | | | | | | | |
| | |+/- 8 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 270 |DSCRT DATA| | | | |500 |DIS | | |
| |WORD 1 | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 275 |DSCRT DATA| | | | |500 |DIS | | |
| |WORD 2 | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 276 |DSCRT DATA| | | | |500 |DIS | | |
| |WORD 3 | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 277 |IRS TEST | | | | |500 |HYB | | |
| |WORD | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 350 |ACTION | | | | |500 |HYB | | |
| |CODE | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 351 |IR MAINT | | | | |500 |DIS | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 354 |LRU IDENT | | | | | |ISO | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|

R

EFF :

101-199, 901-999, 34-14-00

Page 33
Config-2 May 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 356 |FAULT | | | | | |ISO | | |
| |STAT | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 377 |EQUIP | | | | |500 |HEX | | |
| |IDENT | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 242 |BODY PITCH|W +/-128 |Deg/| 29 | 15 | 20 |BNR |PTCR | |
| |RATE |+/-128 |s | | | | | | |
| |(unfiltrd)|R 0,0039 | | | | | | | |
| | |+/- 0,1 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 342 |BODY ROLL |W +/-128 |Deg/| 29 | 15 | 20 |BNR |ROLR | |
| |RATE |+/-45 |s | | | | | | |
| |(unfiltrd)|R 0,0039 | | | | | | | |
| | |+/- 0,1 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 344 |BODY YAW |W +/-128 |Deg/| 29 | 15 | 20 |BNR | YAW | |
| |RATE |+/- 45 |s | | | | | | |
| |(unfiltrd)|R 0,0039 | | | | | | | |
| | |+/- 0,1 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 346 |PITCH ATT |W +/-128 |Deg/| 29 | 15 | 20 |BNR | | |
| |RATE |R 0,0039 |s | | | | | | |
| |(unfiltrd)|+/- 0,1 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 173 |PITCH |W +/-180 |Deg | 29 | 15 | 20 |BNR |PITCH| |
| |ANGLE |-90 to +90 | | | | | | | |
| |(unfiltrd)|R 0,0055 | | | | | | | |
| | |+/- 0,05 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 202 |ROLL |W +/-180 |Deg | 29 | 15 | 20 |BNR |ROLL | |
| |ANGLE |-90 to +90 | | | | | | | |
| |(unfiltrd)|R 0,0055 | | | | | | | |
| | |+/- 0,05 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| |ACCEL |+/- 4,000 | | | | | | | |
| |(unfiltrd)|R 0,0001 | | | | | | | |

R

EFF :

101-199, 901-999, 34-14-00

Page 34
Config-2 May 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | |+/- 0,01 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| |ACCEL |+/- 4,000 | | | | | | | |
| |(unfiltrd)|R 0,0001 | | | | | | | |
| | |+/- 0,01 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| |ACCEL |+/- 4,000 | | | | | | | |
| |(unfiltrd)|R 0,0001 | | | | | | | |
| | |+/- 0,01 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 076 |GPS ALT |W +/- 131072|ft | | 20 |666 |BNR | | |
| |(MLS) |R 0.125 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 101 |HDOP |W 0 to 1024 | | | 15 |666 |BNR | | |
| | |R 0.031 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 102 |VDOP |W 0 to 1024 | | | 15 |666 |BNR | | |
| | |R 0.031 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 103 |GPS TRACK |W +/- 180 |DEG | | 15 |666 |BNR | | |
| |ANGLE TRUE|R 0.0055 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 110 |GPS PRES |W +/- 90 |DEG | | 20 |666 |BNR | | |
| |POS-LAT |R 0.000172 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 111 |GPS PRES |W +/- 180 |DEG | | 20 |666 |BNR | | |
| |POS-LONG |R 0.000172 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 112 |GPS GROUND|W 0 to 4096 |KTS | | 15 |666 |BNR | | |
| |SPEED |R 0.125 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 120 |GPS PRES |W +/- |DEG | | 11 |666 |BNR | | |
| |POS-LAT |0.000172 | | | | | | | |
| |FINE |R 8.38 E-8 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 121 |GPS PRES |W +/- |DEG | | 11 |666 |BNR | | |

R

EFF :

101-199, 901-999, 34-14-00

Page 35
Config-2 May 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |POS-LONG |0.000172 | | | | | | | |
| |FINE |R 8.38 E-8 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 125 |GPS UTC |W 23:59.9 |H/ | | 5 |666 |BCD | | |
| | |R 0.1 min |min | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 130 |GPS INTEG |W 0 to 16 |NM | | 18 |666 |BNR | | |
| |LIMIT |R 1.2 E-4 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 131 |HYB INTEG |W 0 to 16 |NM | | 18 |666 |BNR | | |
| |LIMIT |R 6.1 E-5 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 132 |HYB TRUE |W +/- 180 |DEG | | 15 | 40|BNR | | |
| |HEADING |R 0.0055 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 135 |HYB VERT |W 0 to 32768|ft | | 18 |666 |BNR | | |
| |FOM |R 0.125 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 136 |GPS VERT |W 0 to 32768|ft | | 18 |666 |BNR | | |
| |FOM |R 0.125 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 137 |HYB TRACK |W +/- 180 |DEG | | 15 | 40|BNR | | |
| |ANGLE TRUE|R 0.0055 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 143 |TERMINAL |W 0 to 16 |NM | | 17 |666 |BNR | | |
| |AREA HIL |R 1.22 E-4 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 150 |GPS UTC |W 23:59:59 |H:M | | 17 |666 |BNR | | |
| | |R 1.0 |:S | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 162 |DESTINA- |W 23:59 |H:M | | 11 |333 |BNR | | |
| |TION ETA |R 1 |M | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 163 |ALT |W 23:59 |H:M | | 11 |333 |BNR | | |
| |WAYPOINT |R 1 |M | | | | | | |
| |ETA | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 165 |GPS VERT |W +/- 32768 |ft/ | | 15 |666 |BNR | | |

EFF :

101-199, 901-999, 34-14-00

Page 36
Config-2 May 01/08
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |SPEED |R 1.0 |mn | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 166 |GPS N/S |W +/- 4096 |kts | | 15 |666 |BNR | | |
| |VELOCITY |R 0.125 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 174 |GPS E/W |W +/- 4096 |kts | | 15 |666 |BNR | | |
| |VELOCITY |R 0.125 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 175 |HYB GROUND|W 0 TO 4096 |kts | | 15 | 40|BNR | | |
| |SPEED |R 0.125 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 247 |GPS HORIZ |W 0 TO 16 |NM | | 18 |666 |BNR | | |
| |FOM |R 6.1 E-5 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 254 |HYB LAT |W +/- 90 |DEG | | 20 |80 |BNR | | |
| | |R 0.000172 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 255 |HYB LONG |W +/- 180 |DEG | | 20 |80 |BNR | | |
| | |R 0.000172 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 256 |HYB LAT |W 0.000172 |DEG | | 11 |80 |BNR | | |
| |FINE |R 8.38 E-8 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 257 |HYB LONG |W 0.000172 |DEG | | 11 |80 |BNR | | |
| |FINE |R 8.38 E-8 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 260 |GPS DATE |W 31:12:99 |D:M | | 6 |666 |BCD | | |
| | |R 1 |:D | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 261 |HYB ALT |W +/- 131072|ft | | 20 | 40|BNR | | |
| |(MSL) |R 0.125 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 263 |HYB FLIGHT|W +/- 90 |DEG | | 12 | 40|BNR | | |
| |PATH ANGLE|R 0.044 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 264 |HYB HORIZ |W 0 to 16 |NM | | 18 |666 |BNR | | |
| |FOM |R 6.1 E-S | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|

EFF :

101-199, 901-999, 34-14-00

Page 37
Config-2 May 01/08
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 266 |HYB N/S |W 0 TO 4096 |kts | | 15 |80 |BNR | | |
| |VELOCITY |R 0.125 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 267 |HYB E/W |W 0 TO 4096 |kts | | 15 |80 |BNR | | |
| |VELOCITY |R 0.125 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 273 |GPS SENSOR| N/A | | | |666 |DIS | | |
| |STATUS | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 274 |GPIRS | | | | |666 |DIS | | |
| |SENSOR | N/A | | | | | | | |
| |STATUS | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 343 |DESTINA- |W 0 to 16 |NM | | 13 |333 |BNR | | |
| |TION HIL | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 345 |HYB VERT |W +/- 32768 |ft/ | | 15 | 40|BNR | | |
| |VELOCITY |R 1.0 |mn | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 347 |ALT |W 0 to 16 |NM | | 13 | 333|BNR | | |
| |WAYPOINT | | | | | | | | |
| |HIL | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 352 |GPSSU RCVR| N/A | | | |666 |DIS | | |
| |MAINT | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 353 |GPIRS | N/A | | | |666 |DIS | | |
| |MAINT WORD| | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 355 |GPSSU NAV | N/A | | | |666 |DIS | | |
| |MAINT | | | | | | | | |
-------------------------------------------------------------------------------
Table 7A :IR Digital Output Characteristics

EFF :

101-199, 901-999, 34-14-00

Page 38
Config-2 May 01/08
R
IAC
**ON A/C 101-199, 902-999,
----------------------------------------------------------------------------
|-----|--------------------|-----------------------------------------------|
| 1 | 1 - | |
| 2 | 0 | | |
| 3 | 1 | | |
| 4 | 1 | LABEL 270 | |
| 5 | 1 | | |
| 6 | 0 | | |
| 7 | 0 | | |
| 8 | 0 - | |
| 9 | SDI - LSB | |
| 10 | SDI - MSB | |
| | | while Longitude is between 120⁰W and 90⁰W |
| | | (+/-2.5⁰ hysteresis) or Latitude exceeds |
| | | 82⁰N (+/-0.5⁰ hysteresis) or Latitude |
| | | exceeds 60⁰S (+/-0.5⁰ hysteresis). |

R

EFF :

101-199, 902-999, 34-14-00

Page 39
Config-2 May 01/08

IAC
----------------------------------------------------------------------------
|-----|--------------------|-----------------------------------------------|
| 27 | | 1 1 1 7 - 10 minutes |
| 28 | | 1 1 0 6 minutes |
| | | 1 0 1 5 minutes |
| | | 1 0 0 4 minutes |
| | | 0 1 1 3 minutes |
| | | 0 1 0 2 minutes |
| | | 0 0 1 1 minute |
| 30 | SSM | |
| 31 | SSM | |
| 32 | Parity | |
----------------------------------------------------------------------------
R (Ref. Fig. 006, 007, 008, 009)

R

R

EFF :

101-199, 902-999, 34-14-00

Page 40
Config-2 May 01/08

IAC
Figure 006

EFF :

101-199, 901-999, 34-14-00

Page 41
Config-2 May 01/08
R
IAC
Figure 007

EFF :

101-199, 901-999, 34-14-00

Page 42
Config-2 May 01/08
R
IAC
Digital Word 351 IR Maintenance
Figure 008

EFF :

101-199, 901-999, 34-14-00

Page 43
Config-2 May 01/08
R
IAC
Figure 009

R

EFF :

101-199, 902-999, 34-14-00

Page 44
Config-2 May 01/08

IAC
**ON A/C 901-901,
----------------------------------------------------------------------------
|-----|--------------------|-----------------------------------------------|
| 1 | 1 - | |
| 2 | 0 | | |
| 3 | 1 | | |
| 4 | 1 | LABEL 270 | |
| 5 | 1 | | |
| 6 | 0 | | |
| 7 | 0 | | |
| 8 | 0 - | |
| 9 | SDI - LSB | |
| 10 | SDI - MSB | |
| | | or Latitude exceeds 60⁰S (+/-0.5⁰ hysteresis).|
| 27 | | 1 1 1 7 - 10 minutes |
| 28 | | 1 1 0 6 minutes |

R

EFF :

901-901, 34-14-00

Page 45
Config-2 May 01/08

IAC
----------------------------------------------------------------------------
|-----|--------------------|-----------------------------------------------|
| | | 1 0 1 5 minutes |
| | | 1 0 0 4 minutes |
| | | 0 1 1 3 minutes |
| | | 0 1 0 2 minutes |
| | | 0 0 1 1 minute |
| 30 | SSM | |
| 31 | SSM | |
| 32 | Parity | |
----------------------------------------------------------------------------
(Ref. Fig. 006, 007, 008)

R

EFF :

901-901, 34-14-00

Page 46
Config-2 May 01/08

IAC
R **ON A/C 101-199, 901-999,
The data field of the test word 277 (21 bits) alternates between the
four first patterns shown in the following table below, except during
the REALIGN DECISION submode and the POWER OFF submode. During these
submodes the data field shall be as shown in pattern 5.
----------------------------------------------------------------------------
|--------------------------------------------------------------------------|
| 1 | 1 - |
| 2 | 0 | |
| 3 | 1 | |
| 4 | 1 | LABEL 277 |
| 5 | 1 | |
| 6 | 1 | |
| 7 | 1 | |
| 8 | 1 - |
|--------------------------------------------------------------------------|
| 9 | SDI |
| 10 | SDI |
|---------|----------------------------------------------------------------|
| |PATTERN 1 |PATTERN 2|PATTERN 3|PATTERN 4| PATTERN 5 |
|---------|----------|---------|---------|---------|-----------------------|
| 11 | 0 | 0 | 1 | 1 | BCD MODE TIMER |
| 12 | 1 | 1 | 0 | 0 | (LSD) |
| 13 | 0 | 1 | 1 | 0 | (REALIGN AND |
| 14 | 1 | 1 | 0 | 0 | POWER OFF) |
|---------|----------|---------|---------|---------------------------------|
| 15 | 0 | 0 | 1 | 1 | BCD MODE TIMER |
| 16 | 1 | 1 | 0 | 0 | (MSD) |
| 17 | 0 | 1 | 1 | 0 | (REALIGN AND |
| 18 | 1 | 1 | 0 | 0 | POWER OFF) |
|---------|----------|---------|---------|---------------------------------|
| | | | | | MODE FLAG: |
| 19 | 0 | 0 | 1 | 1 | 00 = PWR OFF SUBMODE |
| 20 | 1 | 1 | 0 | 0 | 11 = REALIGN DECISION |
| | | | | | SUBMODE |
|---------|----------|---------|---------|---------|-----------------------|
| 21 | 0 | 1 | 1 | 0 | 0 |
| 22 | 1 | 1 | 0 | 0 | 0 |
| 23 | 0 | 0 | 1 | 1 | 0 |
| 24 | 1 | 1 | 0 | 0 | 0 |
| 25 | 0 | 1 | 1 | 0 | 0 |
| 26 | 1 | 1 | 0 | 0 | 0 |
| 27 | 0 | 0 | 1 | 1 | 0 |

EFF :

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Page 47
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IAC
----------------------------------------------------------------------------
|--------------------------------------------------------------------------|
| 28 | 1 | 1 | 0 | 0 | 0 |
| 29 | 0 | 1 | 1 | 0 | 0 |
| 30 | 0 | 0 | 1 | 0 | 0 |
| 31 | 0 | 0 | 1 | 1 | 0 |
|---------|----------|---------|---------|---------|-----------------------|
| 32 | Parity |
----------------------------------------------------------------------------
Digital Word 277 (CDU Test Word)
NOTE : Time (seconds) remaining in the POWER OFF submode and the time
____
(seconds) remaining in the REALIGN DECISION submode are
transmitted with the BCD data (bits 11-18).
----------------------------------------------------------------------------
|--------------------------------------------------------------------------|
| 1 | 1 - |
| 2 | 1 | |
| 3 | 1 | |
| 4 | 0 | LABEL 350 |
| 5 | 1 | |
| 6 | 0 | |
| 7 | 0 | |
| 8 | 0 - |
|--------------------------------------------------------------------------|
| 9 | SDI - LSB |
| 10 | SDI - MSB |
|--------------------------------------------------------------------------|
| 11 TO 14 | SPARE |
|----------|---------------------------------------------------------------|
| 15 | TIME UNTIL NAV LEAST |
|----------|---------------------------------------------------------------|
| 19 | TIME UNTIL NAV MOST |
|----------|---------------------------------------------------------------|
| 23 | Action Code (1) Least |
| 26 | Action Code (1) |

EFF :

101-199, 901-999, 34-14-00

Page 48
Config-2 May 01/08
R
IAC
----------------------------------------------------------------------------
|--------------------------------------------------------------------------|
|----------|---------------------------------------------------------------|
| 27 | Action Code (1) Most |
|----------|---------------------------------------------------------------|
| 30 | SSM |
| 31 | SSM |
| 32 | Parity |
----------------------------------------------------------------------------
Digital Word 350 (Action Code)
NOTE : (1) The action codes corresponding to the maintenance messages

____
are listed in the following table.
---------------------------------------------------------------------------
| ACTION CODE | MAINTENANCE MESSAGE | DESCRIPTION |
|-------------|---------------------|-------------------------------------|
| 01 | IR FAULT | Critical failure; Remove ADIRU for |
| | | maintenance |
| 02 | DELAYED MAINT | Non-Critical failure; Service ADIRU |
| | | when convenient |
| 03 | ENTER PPOS | Enter present position |
| 04 | SELECT ATT | Hard failure; Select ATTITUDE MODE |
| 05 | EXCESS MOTION | Excess motion detected during ALIGN |
| 06 | SWITCH ADR | Air Data Reference invalid |
| 07 | CHK C/B | Check circuit breakers |
| 08 | CDU FAULT | Remove CDU for maintenance |
| 09 | ENTER HEADING | Enter heading for ATTITUDE MODE |
| 10 | | Unassigned TBD |
----------------------------------------------------------------------------
Action Code - Maintenance Messages
(Ref. Fig. 006, 007)
R **ON A/C 101-199, 902-999,
(Ref. Fig. 010)
**ON A/C 901-901,
(Ref. Fig. 010A)

R

EFF :

101-199, 901-999, 34-14-00

Page 49
Config-2 May 01/08

IAC
R Figure 009A

R

EFF :

901-901, 34-14-00

Page 50
Config-2 May 01/08

IAC
Figure 010

R

EFF :

101-199, 902-999, 34-14-00

Page 51
Config-2 May 01/08

IAC
Figure 010A

R

EFF :

901-901, 34-14-00

Page 52
Config-2 May 01/08

IAC
R **ON A/C 101-199, 901-999,
-------------------------------------------------------------------------------
| BIT No.| FUNCTION |
|--------|--------------------------------------------------------------------|
| 9 | SDI |
| 10 | SDI |
| 11 | MSB OF SATELLITES VISIBLE (16) |
| 12 | DADS STATUS Present = 0 Not present = 1 |
| 13 | DADS SOURCE Primary = 0 Secondary = 1 |
| 14 | IRS/FMS STATUS Present = 0 Not present = 1 |
| 15 | IRS/FMS SOURCE Primary = 0 Secondary = 1 |
| 16 | - |
| 17 | | NUMBER OF SATELLITES VISIBLE (0-15) |
| 18 | | |
| 19 | - |
| 20 | - |
| 21 | | NUMBER OF SATELLITES TRACKED (0-15) |
| 22 | | |
| 23 | - |
| 24 | - 00 = GPS |
| | | SYSTEM DESIGNATOR 01 = GLONASS |
| | | 10 = GPS GLONASS |
| 25 | - 11 = Spare |
| 26 | - |
| 27 | | MMR OPERATIONAL MODE (Ref table below) |
| 28 | - |
| 29 | MSB OF TRACKED SATELLITES |
| 30 | SSM |
| 31 | SSM |
| 32 | PARITY |
-------------------------------------------------------------------------------
Discrete Word 273 Output Format
-----------------------------------------------------------
| MMR MODE | BIT 28 | BIT 27 | BIT 26 |
-----------------------------------------------------------
| SELF TEST | 0 | 0 | 0 |
| INITIALIZATION | 0 | 0 | 1 |
| ACQUISITION | 0 | 1 | 0 |
| NAVIGATION | 0 | 1 | 1 |
| ALTITUDE AIDING | 1 | 0 | 0 |
| DIFFERENTIAL MODE | 1 | 0 | 1 |
| DIR/SPEED AIDING MODE | 1 | 1 | 0 |
| FAULT | 1 | 1 | 1 |
-----------------------------------------------------------

EFF :

101-199, 901-999, 34-14-00

Page 53
Config-2 May 01/08

IAC
R
-------------------------------------------------------------------------------
|--------|--------------------------------------------------------------------|
| 9 | - |
| | | SDI |
| 10 | - |
| 11 | - SPARE |
| | |
| 12 | - |
| 13 | | POSITION DATA SOURCE/POSITION COMPARISON FAILURE MODE |
| 14 | - |
| 15 | - |
| | | SECONDARY MMR VALIDITY 00 = Valid |
| 16 | - 01 = Inactive |
| 17 | - 10 = Functional Test |
| | | PRIMARY MMR VALIDITY 11 = Fail |
| 18 | - |
| 19 | MMR SOURCE Primary = 0 Secondary = 1 |
| 20 | - |
| 21 | | NUMBER OF SATELLITES TRACKED (0-15) |
| 22 | | |
| 23 | - |
| 24 | - |
| | | SPARE |
| 25 | - |
| 26 | - |
| 27 | | GPIRS SENSOR OPERATIONAL MODE (Ref table below) |
| 28 | - |
| 29 | MSB OF TRACKED SATELLITES (16) |
| 30 | SSM |
| 31 | SSM |
| 32 | PARITY |
-------------------------------------------------------------------------------
Discrete Word 274 Output Format

R

EFF :

101-199, 901-999, 34-14-00

Page 54
Config-2 May 01/08

IAC
-----------------------------------------------------------
| GPIRS MODE | BIT 28 | BIT 27 | BIT 26 |
-----------------------------------------------------------
| SELF TEST | 0 | 0 | 0 |
| INITIALIZATION | 0 | 0 | 1 |
| ACQUISITION | 0 | 1 | 0 |
| NAVIGATION | 0 | 1 | 1 |
| ALTITUDE AIDING | 1 | 0 | 0 |
| SPARE | 1 | 0 | 1 |
| SPARE | 1 | 1 | 0 |
| FAULT | 1 | 1 | 1 |
-----------------------------------------------------------
-------------------------------------------------------------------------------
|--------|--------------------------------------------------------------------|
| 9 | SDI (LSB) |
| 10 | SDI (LSB) |
| 11 | - |
| 12 | | |
| 13 | | |
| 14 | | |
| 15 | | |
| 16 | | |
| 17 | | |
| 18 | | |
| 19 | | |
| 20 | | RESERVED |
| 21 | | |
| 22 | | |
| 23 | | |
| 24 | | |
| 25 | | |
| 26 | | |
| 27 | | |
| 28 | | |
| 29 | - |
| 30 | SSM |
| 31 | SSM |
| 32 | PARITY |
-------------------------------------------------------------------------------
MMR Maintenance Word (Label 352)
| 9 | GPS SYSTEM FAILURE |
| 10 | DUAL GPS CHANNEL FAIL |
| 11 | NO IR DATA |
| 12 | INVALID IR DATA |
| 13 | TM MISSING ON PRIMARY |

R

EFF :

101-199, 901-999, 34-14-00

Page 55
Config-2 May 01/08

IAC
-------------------------------------------------------------------------------
|--------|--------------------------------------------------------------------|
| 14 | TM MISSING ON SECONDARY |
| 15 | ARINC TRANSMISSION FAULT |
| 16 | NO AUTONOMOUS DATA FROM PRIMARY |
| 17 | NO AUTONOMOUS DATA FROM SECONDARY |
| 18 | AUTONOMOUS/IRS LATITUDE MISCOMPARE |
| 19 | SPARE |
| 20 | AUTONOMOUS/IRS LONGITUDE MISCOMPARE |
| 21 | SPARE |
| 22 | CLOCK PHASE MISCOMPARE ON PRIMARY |
| 23 | CLOCK PHASE MISCOMPARE ON SECONDARY |
| 24 | TM TIMING/UTC MISCOMPARE ON PRIMARY |
| 25 | TM TIMING/UTC MISCOMPARE ON SECONDARY |
| 26 | - |
| 27 | | RESERVED |
| 28 | | |
| 29 | - |
| 30 | SSM |
| 31 | SSM |
| 32 | PARITY |
-------------------------------------------------------------------------------
ADIRU Maintenance Word 353
-------------------------------------------------------------------------------
|--------|--------------------------------------------------------------------|
| 9 | SDI (LSB) |
| 10 | SDI (MSB) |
| 11 | - |
| 12 | | |
| 13 | | |
| 14 | | RESERVED |
| 15 | | |
| 16 | | |
| 17 | - |
| 18 | CMC INPUT BUS (OMS) No activity = 1 |
| 19 | DIFF BUS No. 2 No activity = 1 |
| 20 | DIFF BUS No. 2 No activity = 1 |
| 21 | DADS BUS 2 No activity = 1 |
| 22 | DADS BUS 1 No activity = 1 |
| 23 | IRS INPUT BUS 2 No activity = 1 |
| 24 | IRS INPUT BUS 1 No activity = 1 |
| 25 | GPS Fail = 1 |
| 26 | RF INPUT Fail = 1 |
| 27 | SENSOR UNIT Fail = 1 |

R

EFF :

101-199, 901-999, 34-14-00

Page 56
Config-2 May 01/08

IAC
-------------------------------------------------------------------------------
|--------|--------------------------------------------------------------------|
| 28 | TEST INHIBIT Inhibit = 1 |
| 29 | COMMAND WORD ACKNOWLEDGE Forced = 0 |
| 30 | SSM |
| 31 | SSM |
| 32 | PARITY |
-------------------------------------------------------------------------------
GPSSU Navigation Maintenance Word (Label 355)
(2) Discrete outputs

The IR provides 3 discrete outputs.
The following table defines the characteristics of these discretes.
---------------------------------------
| SIGNAL | OUTPUT | DEFINITION |
|----------|-------------|------------|
| ON BAT | OPEN/+28VDC | NO/YES |
| IR FAULT | OPEN/+28VDC | NO/YES |
| IR ALIGN | OPEN/GROUND | NO/YES |
---------------------------------------
Discrete Outputs
- ON BAT
When the IR is powered with batteries, this discrete delivers a
28VDC state and sets the ON BAT light to on.
- IR FAULT
When a failure is detected by the IR, this discrete delivers a
28VDC state and sets the FAULT legend to on.
- IR ALIGN
When the IR is aligning, this discrete delivers a ground and sets
the ALIGN legend to on.

R

EFF :

101-199, 901-999, 34-14-00

Page 57
Config-2 May 01/08

IAC
R
3. ________________________________
R
(Ref. Fig. 011)
A. Control

Operation interface with the IR is performed through the Multipurpose
Control and Display Unit 1(2) or the CDU. The MCDU 1(2) is used for
entering initialization data and displaying IR data.
(Ref. Fig. 012)
The CDU is used for mode selection, IR annunciation (FAULT, ALIGN),
for entering initialization data and displaying IR data.
The IR has three selectable modes: OFF, NAV and ATT.
The relation between the mode selection and system response is shown
in the figure
(Ref. Fig. 013)
(2) OFF mode

When the OFF/NAV/ATT selector switch on the CDU is in the OFF
position, all circuitry in ADIRU is de-energized except for any logic
associated with the power-off function. When the ADIRU has turned
off, it consumes less than 10 milliamps (needed for power supply
turn-on control). The power supply of the ADMs is switched off.
A period of 15 seconds is required between switching to OFF and
actual power off. During this sequence, the last position computed is
stored in NVM.
R
(3) NAV (Navigation) mode

Align submode.
No updating of the IR present position latitude and longitude is
allowed once the IR has completed the Align submode.
- OFF to NAV provides automatic alignment with automatic entry to NAV
mode. Requires either initial position data to be entered, or GPS
data to be valid.

____

R

EFF :

101-199, 901-999, 34-14-00

Page 58
Config-2 May 01/08

IAC
IR - Operation/Control and Indicating
Figure 011

R

EFF :

101-199, 901-999, 34-14-00

Page 59
Config-2 May 01/08

IAC
IR - Alignment Procedure from the MCDU
Figure 012

R

EFF :

101-199, 901-999, 34-14-00

Page 60
Config-2 May 01/08

IAC
IR - Mode State Diagram
Figure 013

R

EFF :

101-199, 901-999, 34-14-00

Page 61
Config-2 May 01/08

IAC
degraded.
- a message on the UPPER ECAM DU indicates that the IRs are in ALIGN
velocities
ground speed is greater than 20 knots.
34-12-00).
R **ON A/C 101-199, 902-999,
(Ref. Fig. 014)
**ON A/C 901-901,
(Ref. Fig. 014A)
R **ON A/C 101-199, 901-999,

after the acquisition of valid position data (either GPS data or
pilot entry) or on the CDU (DATA DISPLAY selector switch in PPOS
position).
IR during the 10-minute alignment or automatic sequencing to the
NAV mode will be delayed after position data is received.
Initial position data are verified by the IR if Set Latitude and
Set Longitude compare within one degree of the last latitude and
longitude from the previous flight. If a miscompare exists then:
- on the ADIRS CDU, the ALIGN light flashes.
- a message ENTER PPOS is displayed on the CDU (DATA DISPLAY
The miscompare is removed and the position data verified by the
IR when:

R

EFF :

101-199, 901-999, 34-14-00

Page 62
Config-2 May 01/08

IAC
MCDU - INIT Page
Figure 014

R

EFF :

101-199, 902-999, 34-14-00

Page 63
Config-2 May 01/08

IAC
MCDU - INIT Page
Figure 014A

R

EFF :

901-901, 34-14-00

Page 64
Config-2 May 01/08

IAC
- the last two Set Latitudes received by the IR are identical and
the last two Set Longitudes received by the IR are identical,
or
- the last Set Latitude and Set Longitude received by the IR
compare within one degree of the latitude and longitude from
the previous flight.
(b) Latitude comparison

The IR compares the selected Latitude with a self-computed
gyro-compass latitude at the end of the alignment into alignment
or any subsequent time when a valid Set Latitude is available.
In case of discrepancy, on the ADIRS CDU the ALIGN light flashes.
The message ENTER PPOS is displayed on the CDU (DATA DISPLAY
The discrepancy exists when:
- the cosine of entered latitude differs from the computed cosine
of latitude by more than 0.01234, or
- the sine of entered latitude differs from the computed sine of
latitude by more than 0.01234.
The miscompare is removed if a subsequent entry of Set Latitude
passes the test.
If sin/cos test fails two times with identical set latitude
inputs then:
- the IR FAULT legend flashes on the CDU
- a warning message appears on the upper ECAM DU:
NAV IR 1(2)(3) FAULT.
(c) Excessive motion

The IR performs an excessive motion test during the Align
submode.
If taxiing or towing causes a step input which exceeds 0.5 ft/s
in the X or Y velocity, then:
- the EXCESS MOTION message is displayed on the CDU (DATA DISPLAY
selector switch in STS position)
- the following message is displayed on the upper ECAM DU:
NAV
IR NOT ALIGNED
EXCESS MOTION
IR 1(2)(3) IN ALIGN
- the attitude information is flagged on the PFD.

Thirty seconds after motion detection, the system reverts to a
full alignment (time to the end of alignment will revert to 9 min
30 s).
It is not necessary to re-enter the position.

R

EFF :

101-199, 901-999, 34-14-00

Page 65
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IAC
(d) Thirty-second rapid realignment
A thirty-second rapid realignment is provided by moving the
OFF/NAV/ATT selector switch on the CDU from NAV to OFF and back
to NAV within five seconds.
A subsequent switching on the selector switch from NAV to OFF and
back to NAV within 5 seconds during the 30-second realignment
causes the system to start the 30-second realignment again.
The realignment is initialized with existing attitude and heading
angles. Velocities are zeroed.
Valid position data must be received and verified by the IR
during the 30-second realignment.
R
(4) ATT (Attitude) mode

The IR has a reversionary mode which can be activated only by manual
selection of ATT mode on the CDU. The mode can be activated on the
ground or in the flight and is intended to provide a rapid
attitude/heading restart capability in the event that the IR has
experienced a total power shutdown or a failure has occurred
resulting in the following:
- IR FAULT legend flashing on the CDU
- IR 1(2)(3) FAULT message displayed on the upper ECAM DU:
IR x MODE SEL...ATT
- SELECT ATT message displayed on the CDU (DATA DISPLAY selector
switch in STS position).
The IR is designed so that the ATT mode can be used after BITE has
detected failures which will cause excessive NAV mode data errors but
does not disable the ATT mode mechanization. However, it is
recommended to stay in NAV mode even with excessive navigation errors
because of higher accuracy of attitude signals and a more complete
signal processing. The ATT mode must always be used after loss of
power or a similar situation in flight where a new alignment/leveling
is required.
The ENTER HEADING message is displayed on the CDU (DATA DISPLAY
selector switch in STS position) when the ATT mode is selected until
valid heading initialization is received from the MCDU or the CDU.
The ATT mode is normally engaged with the aircraft in level flight.
A 20-second period is needed with the aircraft in level flight to
perform an attitude erection to initialize a level attitude. During
this period, the data normally computed in ATT mode have SSMs set to
NCD.
In the event the ATT mode is engaged with the aircraft not in level
flight, an erection cut-out function delays erection when yaw rate
exceeds 0.5 deg/s and permits erection to continue when yaw rate
drops below 0.25 deg/s. Twenty seconds of flight with the erection
cut-out switch disengaged is required to erect the attitude.

R

EFF :

101-199, 901-999, 34-14-00

Page 66
Config-2 May 01/08

IAC
B. Indicating
Attitude and heading information is computed by the ADIRU (IR portion)
and processed by the associated DMC. The attitude data are displayed on
the PFD and the heading data are displayed on the PFD, the ND and the
RMI.
In addition, vertical speed (V/S) is displayed on the PFD and Ground
Speed and wind indications are displayed on the ND.
In normal configuration, with the ATT/HDG selector switch in NORM
position, the IR1 data are displayed on the CAPT PFD, ND and the RMI
(Ref. ATA 34-57-00). The IR2 data are displayed on the F/O PFD and ND.
The following parameters can be displayed on the CDU liquid crystal
display according to the position of the DATA DISPLAY selector switch on
the CDU:
- wind (WIND)
- present position (PPOS)
- true heading (HDG)
- status of selected system conditions (STS)
- track and ground speed (TK/GS)
- test values (TEST).
The sources of the data displayed are controlled by the SYS DISPLAY
selector switch on the CDU.
R
(1) Attitude information

(Ref. Fig. 015)
The aircraft roll and pitch attitude is indicated in the center part
of the PFD by a sphere representing a conventional ADI drum. (Ref.
31-64-00 for sphere definition and display).
(a) Pitch angle information (item A)

center of the A/C reference. The scale moves behind the
cut-sphere shaped window, limited by the lines of an upper and a
lower sector. The scale rotates around the center of the A/C
reference in accordance with the A/C present roll angle.
pitch angle values. The lines are given every 2.5 degrees from 0
to 10 degrees, then for the 15 degrees, 20 degrees, 30 degrees,
50 degrees and 80 degrees values. Beyond 30 degrees, red large
arrow heads (V-shaped) indicate an excessive attitude and the
direction to follow in order to reduce it (item B).

EFF :

101-199, 901-999, 34-14-00

Page 67
Config-2 May 01/08

IAC
IR - Attitude Information Display
Figure 015

EFF :

101-199, 901-999, 34-14-00

Page 68
Config-2 May 01/08
R
IAC
(b) Roll angle information (item A)
center of the A/C reference and which is perpendicular to the
20 degrees, 30 degrees and 45 degrees significant values, on
either side of the zero position (horizontal wings) which is
indicated by a small fixed triangle. The 60 degrees roll
indication corresponds to the limits of the upper contour of the
cut-sphere shaped window.
(c) Attitude failure

In case of attitude failure concerning the pitch and/or roll
information the attitude sphere goes out of view and is replaced
by a red ATT flag which flashes for a few seconds then remains
steady (item C).
In case of discrepancy detected by the FWC between the pitch or
roll attitude information presented on the CAPT and F/O PFDs, a
CHECK ATT amber message flashes for a few seconds on both PFDs,
then remains steady (item D).
R
(2) Heading information

(Ref. Fig. 016)
The aircraft magnetic or true heading is displayed on the PFD, the ND
and the RMI.
The true heading can be displayed on the CDU.
(a) On the PFD

When true heading is displayed, a TRUE white message appears
above the heading scale (item A).
A blank heading scale (with 10 deg. spaced marks without any
indicated value) is provided on the horizon line. The marks are
just under this line.
This scale moves as the aircraft heading varies. For important
nose-up or nose- down, the heading graduations remain at the
lower or upper sector limit.
Below the sphere, a heading scale provides the pilot with the
aircraft actual track and relative selection. This heading scale
is graduated every 5 deg. (item A).
In case of failure, the heading graduation disappears on the two
scales and a red HDG flag appears on the lower heading scale
(item B). It flashes for a few seconds, then remains steady.

EFF :

101-199, 901-999, 34-14-00

Page 69
Config-2 May 01/08

IAC
IR - Heading Information Display on the PFD
Figure 016

EFF :

101-199, 901-999, 34-14-00

Page 70
Config-2 May 01/08
R
IAC
Furthermore, in case of discrepancy detected by the FWC between
CAPT and F/O heading indications, with the heading signal valid,
a CHECK HDG amber message is displayed at the center of the
heading scale (item C).
(b) On the ND
(Ref. Fig. 017)
The heading data is displayed on the ND in the three following
operating modes: ROSE, ARC and PLAN.
The ROSE mode and the ARC mode are oriented with respect to the
aircraft heading, while the PLAN mode is oriented with respect to
the true north.
1
_ True heading display
In ROSE or ARC mode, when true heading is displayed, a cyan
TRUE message appears at the top of the ND.
2
_ ROSE mode (item A)
In this mode each pilot has three different sub-modes of
presentation on his ND: ROSE-ILS/ROSE-VOR/ROSE-NAV.
In the three ROSE sub-modes, the ND provides a display which
is similar to that of a conventional HSI, i.e. a rotating
heading dial orientated to the North and giving to the pilot
the aircraft actual magnetic or true heading with as reference
the fixed yellow lubber line at the top of the dial.
3
_ ARC mode (item B)
In this mode, the ND displays a 90 deg. heading sector ahead
of the aircraft giving the aircraft actual magnetic or true
heading with respect to the fixed yellow lubber line at the
top of the scale.
4
_ PLAN mode
The ND displays a static map orientated with respect to the
true North.
5
_ Heading failure (items C and D)
In case of heading failure, the scale and all symbols
positioned on the ROSE and ARC scales go out of view; a red
HDG flag comes into view below the scale after flashing for a
few seconds, when the DMC has detected an anomaly concerning
the heading parameter.
In addition, if a discrepancy between CAPT and F/O sides is
detected by the comparison inside the FWCs, the CHECK HDG
message is displayed in amber on both NDs (item E).

R

EFF :

101-199, 901-999, 34-14-00

Page 71
Config-2 May 01/08

IAC
IR - Heading Information Display on the ND
Figure 017

EFF :

101-199, 901-999, 34-14-00

Page 72
Config-2 May 01/08
R
IAC
(c) On the RMI
**ON A/C 901-901,
(Ref. Fig. 018)
R **ON A/C 101-199, 901-999,
The heading indication is given by a dial which rotates in front

of a fixed index (item A).
In case of heading failure, the fire orange warning flag with the
black HDG inscription comes into view at the top of the compass
card (item B).
(d) On the CDU

The time heading can be displayed on the CDU if the DATA DISPLAY
selector switch is placed in the HDG position.
R
(3) Ground speed

(Ref. Fig. 019)
The ground speed is displayed in the left upper corner of the ND for
ROSE, ARC or PLAN mode (item A).
The GS title is displayed in white color and the ground speed value
in green.
In case of failure or NCD, the ground speed value is replaced by
three dashed lines (item B).
The ground speed can also be displayed on the CDU if the DATA DISPLAY
selector switch is placed in the TK/GS position.
R
(4) Wind indications

(Ref. Fig. 019)
The wind origin, force and direction is displayed in the left upper
corner of the ND, for ROSE, ARC and PLAN mode (item A):
- the wind origin is displayed in green color in degrees with respect
to the true North
- the wind force is displayed in green color in knots
- the wind direction, in analog form, is represented by means of a
green arrow orientated with respect to the north reference in use.
This arrow is displayed only if the wind force is greater than 2
knots.

R

EFF :

101-199, 901-999, 34-14-00

Page 73
Config-2 May 01/08

IAC
IR - Heading Information Display on the VOR/ADF/DME RMI
Figure 018

R

EFF :

901-901, 34-14-00

Page 74
Config-2 May 01/08

IAC
IR - GS, Wind, Vertical Speed Information Display
Figure 019

R

EFF :

101-199, 901-999, 34-14-00

Page 75
Config-2 May 01/08

IAC
In case of failure or NCD, the digital data are replaced by three
dashed lines and the wind direction arrow disappears (item B). The
wind indications can also be displayed on the CDU if the DATA
DISPLAY selector switch is placed in the WIND position.
R
(5) Vertical speed

(Ref. Fig. 019)
The inertial vertical speed is displayed in the right side of the PFD
(item C).
(a) a trapezoidal grey background colored surface
(b) a fixed white scale with 500 ft/mn spaced marks from -2000 ft/mn
to +2000 ft/mn
(c) a needle giving in analog form the actual vertical speed value
(d) a number in a moving blanking window. This window accompanies the

needle (above) the needle if V/S > 0, below if V/S < 0).
Between -200 ft/mn and +200 ft/mn, both the window and the number
disappear.
(e) above +6000 ft/mn (or below -6000 ft/mn), the needle remains
amber.
(f) In addition, those indications change to amber in approach, in

In case of failure, the inertial vertical speed display is
automatically replaced by the baro vertical speed display. (Ref.
34-13-00).

In case of loss of inertial parameters on the CAPT or F/O PFD and ND,
the IR3 can be used as a back up source by placing the ATT HDG
selector switch in CAPT/3 position for the CAPT PFD and ND or in
F/O/3 position for the F/O PFD and ND.

EFF :

101-199, 901-999, 34-14-00

Page 76
Config-2 May 01/08

IAC
R
C. Warnings
(Ref. Fig. 020, 021, 022, 023, 024)
(1) In addition to the ATT or HDG flags displayed on the PFDs, NDs and on
the CDU, warning messages are displayed on the lower part of the
upper ECAM DU.
(a) NAV IR 1(2)(3) FAULT

NAV IR 1(2) + 2(3) FAULT
- the IR FAULT legend flashes on the CDU.
(b) NAV ATT DISCREPANCY

This message is displayed when a difference higher than 5 deg. is
detected by comparison inside the FWCs between the roll angle or
the pitch angle provided by two IRs. When it is displayed:
- the CHECK ATT message appears on the PFD.
(c) NAV HDG DISCREPANCY

this message is displayed when a difference higher than 7 deg.
(or 5 deg. in true heading) is detected by comparison inside the
FWCs between the heading value provided by two IRs. When it is
displayed:
- the CHECK HDG message appears on the PFDs and NDs.
(d) NAV GPS 1(2) FAULT
(Ref. Fig. 025)

The GPSSUs are monitored by the three ADIRUs using the status
word sent by the GPSSU and the BITE of the IR partion.
This message is accompanied by:
- activation of the MASTER CAUT lights on the glareshield panel
- aural warning: single chime (SC).
R

R

EFF :

101-199, 901-999, 34-14-00

Page 77
Config-2 May 01/08

IAC
NAV IR 1(2)(3) fault message
Figure 020

EFF :

101-199, 901-999, 34-14-00

Page 78
Config-2 May 01/08
R
IAC
NAV IR 1+2 FAULT Message
Figure 021

R

EFF :

101-199, 901-999, 34-14-00

Page 79
Config-2 May 01/08

IAC
NAV IR 1+3 (2+3) FAULT Message
Figure 022

R

EFF :

101-199, 901-999, 34-14-00

Page 80
Config-2 May 01/08

IAC
NAV ATT DISCREPANCY Message
Figure 023

R

EFF :

101-199, 901-999, 34-14-00

Page 81
Config-2 May 01/08

IAC
NAV HDG DISCREPANCY Message
Figure 024

R

EFF :

101-199, 901-999, 34-14-00

Page 82
Config-2 May 01/08

IAC
NAV GPS - Fault Messages
Figure 025

EFF :

101-199, 901-999, 34-14-00

Page 83
Config-2 May 01/08
R
IAC
D. ADIRUs Performance Criteria
(1) History
aircraft.

flights.
different areas:
(Ref. Fig. 026)

____

initialization.

R

EFF :

101-199, 901-999, 34-14-00

Page 84
Config-2 May 01/08

IAC
ADIRU RPE removal criteria
Figure 026

EFF :

101-199, 901-999, 34-14-00

Page 85
Config-2 May 01/08
R
IAC
R


- On the ADIRS CDU:
limits:
R

R

EFF :

101-199, 901-999, 34-14-00

Page 86
Config-2 May 01/08

IAC
**ON A/C 001-012, 014-099,
Post SB 34-1330 For A/C 001-012,014-099,

__________________________________________________________
R **ON A/C 001-012, 014-099,
R Post SB 34-1245 For A/C 001-012,014-099,
R A. Inputs
R (1) Digital inputs
R (a) FMGC inputs

R The IR portion is provided with two ARINC 429 low speed buses
R from the two ARINC 702 Flight Management and Guidance Computers
R (FMGCs). These buses transmit the following data words:
R - label 041: SET LATITUDE
R - label 042: SET LONGITUDE
R - label 270: FMGC DISCRETES.
R These data words are used for initialization and BITE purposes.
R (b) CDU input

R The IR portion is provided with one ARINC 429 low speed bus from
R the CDU. This bus transmits the following data words:
R - label 041: SET LATITUDE
R - label 042: SET LONGITUDE
R - label 043: SET MAGNETIC HEADING
R - label 277: CDU TEST.
R These data words are used for initialization and BITE purpose.
R (c) ADR inputs

R The IR portion is provided with three ARINC 429 low speed buses
R from the other two ADIRUs (ADR portion) and from its associated
R ADR. These buses transmit the following data words:
R - label 203: ALTITUDE
R - label 210: TRUE AIRSPEED
R - label 241: CORRECTED AOA (only from internal ADR bus).
R (d) GPS inputs

R The IR portion is provided with two ARINC 429 high speed buses
R from the two ARINC 743 Global Positioning System Sensor Units
R (GPSSU) which are part of the Global Positioning System (GPS).
R These buses transmit the following data words:
R - label 060: MEASUREMENT STATUS
R - label 061: PSEUDO RANGE

EFF :

001-012, 014-099, 34-14-00

Page 1
Config-3 Feb 01/07

IAC
R - label 062: PSEUDO RANGE FINE 4
R - label 063: RANGE RATE
R - label 064: DELTA RANGE
R - label 065: SV POSITION X
R - label 066: SV POSITION X FINE 4
R - label 070: SV POSITION Y
R - label 071: SV POSITION Y FINE 4
R - label 072: SV POSITION Z
R - label 073: SV POSITION Z FINE 4
R - label 074: UTC MEASURE TIME
R - label 076: GPS ALTITUDE (MSL)
R - label 101: HDOP
R - label 102: VDOP
R - label 103: GPS TRACK ANGLE TRUE
R - label 110: GPS LATITUDE 2
R - label 111: GPS LONGITUDE
R - label 112: GPS GROUND SPEED
R - label 120: GPS LATITUDE LSBS 2
R - label 121: GPS LONGITUDE LSBS
R - label 125: GPS UTC BCD
R - label 130: GPS INTEGRITY LIMIT
R - label 136: VERTICAL FIGURE OF MERIT
R - label 140: UTC BIN FINE 4
R - label 141: UTC BIN FRACTION 4
R - label 150: GPS UTC BIN
R - label 165: GPS VERTICAL VELOCITY
R - label 166: GPS NORTH VELOCITY
R - label 174: GPS EAST VELOCITY
R - label 247: HORIZ FIGURE OF MERIT
R - label 260: GPS DATE
R - label 273: GPS SENSOR STATUS
R - label 377: EQUIPMENT IDENT
R (2) Analog inputs

R The IR portion is provided with analog inputs for power supply AND
R GPS/IRS synchronization purposes.
R For more details Ref. 34-12-00.

EFF :

001-012, 014-099, 34-14-00

Page 2
Config-3 Feb 01/07

IAC
R **ON A/C 001-012, 014-099,
R B. ADIRUs Performance Criteria
(1) History
aircraft.

flights.
different areas:
(Ref. Fig. 001)

____

initialization.

EFF :

001-012, 014-099, 34-14-00

Page 3
Config-3 Feb 01/07

IAC
ADIRU RPE Removal Criteria
Figure 001

EFF :

001-012, 014-099, 34-14-00

Page 4
Config-3 Feb 01/07

IAC



- On the ADIRS CDU:
limits:

EFF :

001-012, 014-099, 34-14-00

Page 5
Config-3 Feb 01/07

IAC
ATTITUDE, HEADING AND POSITION - ADJUSTMENT/TEST
________________________________________________
TASK 34-14-00-710-003
Operational Test of the Attitude/Heading (ATT/HDG) Switching Function
_______
1. __________________
Reason for the Job
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-14-00-010-050
A. Get Access

EFF :

ALL 34-14-00

Page 501
Aug 01/06
R
IAC
Subtask 34-14-00-865-054
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,

**ON A/C ALL

R **ON A/C 101-199, 901-999,


EFF :

ALL 34-14-00

Page 502
Feb 01/07

IAC
**ON A/C ALL
Subtask 34-14-00-860-055
C. Aircraft Maintenance Configuration

002).

and SEC pushbutton switches are not pushed (in). The OFF legends are
on.
- on the ADIRS CDU, make sure that the three OFF/NAV/ATT selector
(3) Do the EIS start procedure (PFD and ND only) (Ref. TASK 31-60-00-860-
001).
4. Procedure
_________
Subtask 34-14-00-710-054
A. Operational Test of the Attitude/Heading (ATT/HDG) Switching Function
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the ADIRS CDU : On the ADIRS CDU :

- set the three OFF/NAV/ATT - the ON BAT light comes on for 5
selector switches to NAV. seconds
- the three ALIGN legends come on.
On the Captain and First Officer PFD :
- the ATT flags go out of view after
approximately 30 seconds
- the pitch and roll attitudes are
shown.
- push the ADR1, ADR2 and ADR3 - make sure that the OFF legends of the
pushbutton switches. ADR1, ADR2 and ADR3 pushbutton
switches are on.

EFF :

ALL 34-14-00

Page 503
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
2. On the center pedestal, on the
SWITCHING panel 8VU, set the ATT
HDG selector switch to CAPT/3.
3. On the ADIRS CDU, set the On the ADIRS CDU, the ALIGN legend of
OFF/NAV/ATT selector switch the IR1 annunciatior goes off
related to the IR1 to OFF. On the Captain PFD, the pitch and roll
attitudes stay in view.
4. On the center pedestal, on the On the Captain PFD, the ATT flag is
SWITCHING panel 8VU, set the ATT shown (ignore the related warnings).
HDG selector switch to NORM then
to F/O/3.
5. On the ADIRS CDU, set the - On the ADIRS CDU, the ALIGN legend of
OFF/NAV/ATT selector switch the IR2 annunciator goes off
related to the IR2 to OFF. - On the First Officer PFD, the pitch
and roll attitudes stay in view.
6. On the center pedestal, on the On the First Officer PFD, the ATT flag
SWITCHING panel 8VU, set the ATT is shown (ignore the related warnings).
HDG selector switch to NORM.
7. On the ADIRS CDU :
- set the OFF/NAV/ATT selector On the ADIRS CDU, the ALIGN legend of
switch related to the IR3 to the IR3 annunciator goes off.
OFF
5. Close-up
________
Subtask 34-14-00-860-056

(Ref. TASK 31-60-00-860-002).

(Ref. TASK 24-41-00-862-002).

R

EFF :

ALL 34-14-00

Page 504
May 01/08

IAC
items.
Subtask 34-14-00-410-050
B. Close Access

R

EFF :

ALL 34-14-00

Page 505
May 01/08

IAC
INTENTIONALLY BLANK

R

34-14-00

Page 506
May 01/08

IAC
TASK 34-14-00-710-004
Operational Test of the Attitude/Heading (ATT/HDG) Comparison Warning
_______
1. __________________
Reason for the Job
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
34-10-00-860-004 IR Alignment Procedure

EFF :

ALL 34-14-00

Page 507
Feb 01/08
R
IAC
3. __________
Job Set-up
Subtask 34-14-00-010-051
A. Get Access

Subtask 34-14-00-865-055
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,

**ON A/C ALL


EFF :

ALL 34-14-00

Page 508
Feb 01/08
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 101-199, 901-999,

**ON A/C 001-012, 014-099, 901-999,
Post SB 22-1015 For A/C 001-012,014-021,
Subtask 34-14-00-865-056

_______
ISOLATED.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R **ON A/C ALL
Subtask 34-14-00-860-057

002).

EFF :

ALL 34-14-00

Page 509
May 01/08

IAC
(3) On the ADIRS CDU, make sure that the three OFF/NAV/ATT selector
(4) On the FCU, on the CAPT and F/O EFIS control sections, set the mode
selector switch to the ROSE-NAV .
(5) On one MCDU, get the SYSTEM REPORT/TEST/NAV page.

(Ref. TASK 31-32-00-860-010)
(6) Put thesafety barriers in position around the RAT area.

R
4. Procedure
_________
**ON A/C 001-012, 014-099,
Subtask 34-14-00-710-055
A. Operational Test of the Attitude/Heading (ATT/HDG) Comparison Warning
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the ADIRS CDU, set the

OFF/NAV/ATT selector switches
related to the IR1 and IR2 to
NAV.
2. Align the two ADIRUs (IR)

(Ref. TASK 34-10-00-860-004).
After approximately 5 minutes,
the CAPT and F/O NDs show the
heading dial.
3. On the MCDU, on the NAV page: On the MCDU:
- push the line key adjacent to The ADIRS IR1 page comes into view.
the IR1 indication
- push the line key adjacent to The ADIRS IR1 INTERFACE TEST page comes
the INTERFACE TEST indication into view.
- push the line key adjacent to After two seconds :

the TEST START indication - the CAPT PFD shows this position :
ROLL 45⁰ Right.

EFF :

ALL 34-14-00

Page 510
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
PITCH 5⁰ Up.
- the CAPT ND shows this position :
HDG 15⁰.
NOTE : Only the test values used for

____
comparison in the FWC are shown.
On the CAPT and F/O PFDs, the CHECK ATT

indication flashes during a short time
then stays stable
On the CAPT and F/O NDs, the CHECK HDG
indication comes into view
On the upper ECAM display unit, these
indications come into view :
NAV HDG DISCREPANCY
- HDG.............X CHECK
- ATT HDG SWTG....AS RQRD
NAV ATT DISCREPANCY
- ATT.............X CHECK
MASTER CAUT lights come on
You can hear the single chime.
NOTE : If the aircraft heading is equal to 15 degrees, plus or minus 5

____
degrees, the CHECK HDG and HDG DISCREPANCY indications do not come
into view.
- push the line key adjacent to The test stops

the RETURN TEST/STOP The indications above go out of view
indication. The attitude and heading indications
come into view.

OFF.

R

EFF :

001-012, 014-099, 34-14-00

Page 511
May 01/08

IAC
R **ON A/C 101-199, 901-999,
Subtask 34-14-00-710-055-A
A. Operational Test of the Attitude/Heading (ATT/HDG) Comparison Warning
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

NAV.
2. Align the two ADIRUs (IR)

(Ref. TASK 34-10-00-860-004).
After approximately 5 minutes,
the CAPT and F/O NDs show the
heading dial.
3. On the MCDU, on the NAV page: On the MCDU:
- push the line key adjacent to The IR1 page comes into view.
the IR1 indication
- push the line key adjacent to The IR1 INTERFACE TEST 1/2 page comes
the INTERFACE TEST indication into view.
- on the keyboard push the NEXT The IR1 INTERFACE TEST 2/2 page comes
PAGE function key. into view.
- push the line key adjacent to After two seconds :

the START TEST indication - the CAPT PFD shows this position :
ROLL 45⁰ Right.
PITCH 5⁰ Up.
- the CAPT ND shows this position :
HDG 15⁰.
NOTE : Only the test values used for

____
comparison in the FWC are shown.
On the CAPT and F/O PFDs, the CHECK ATT

indication flashes during a short time
then stays stable

R

EFF :

101-199, 901-999, 34-14-00

Page 512
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
On the CAPT and F/O NDs, the CHECK HDG
indication comes into view
On the upper ECAM display unit, these
indications come into view :
NAV HDG DISCREPANCY
- HDG.............X CHECK
NAV ATT DISCREPANCY
- ATT.............X CHECK
MASTER CAUT lights come on
You can hear the single chime.
NOTE : If the aircraft heading is equal to 15 degrees, plus or minus 5

____
degrees, the CHECK HDG and HDG DISCREPANCY indications do not come
into view.
- push the line key adjacent to The test stops.

the RETURN indication. The indications above go out of view.
The attitude and heading indications
come into view.

OFF.
**ON A/C ALL
5. Close-up
________
Subtask 34-14-00-860-058
(1) On the MCDU, push the MCDU MENU mode key.

(Ref. TASK 31-60-00-860-002) potentiometers to OFF.

R

EFF :

ALL 34-14-00

Page 513
May 01/08

IAC
INTENTIONALLY BLANK

R

34-14-00

Page 514
May 01/08

IAC
INTENTIONALLY BLANK

R

34-14-00

Page 515
May 01/08

IAC
INTENTIONALLY BLANK

R

34-14-00

Page 516
May 01/08

IAC
(Ref. TASK 24-41-00-862-002).
items.
**ON A/C 001-012, 014-099, 901-999,
Post SB 22-1015 For A/C 001-012,014-021,
Subtask 34-14-00-865-057
breaker(s):
7XE, 5CC1, 5CC2
**ON A/C ALL
Subtask 34-14-00-410-051
C. Close Access

EFF :

ALL 34-14-00

Page 517
Feb 01/08
R
IAC
TASK 34-14-00-740-001
Interface Test of the IR
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
3. __________
Job Set-up
Subtask 34-14-00-010-052
A. Get Access


R

EFF :

ALL 34-14-00

Page 518
Feb 01/08

IAC
R
Subtask 34-14-00-860-050

002).
(2) Do the EIS start procedure (PFD and ND only) (Ref. TASK 31-60-00-860-
001).

are on.
- on the panel 20VU, on the ADIRS CDU, make sure that the three
(4) On the panel 13VU, on the CAPT and F/O EFIS control sections of the
FCU, set the mode selector switch to ROSE-NAV .
(5) On the MCDU, get the SYSTEM REPORT/TEST/NAV page

(Ref. TASK 31-32-00-860-010).
____

EFF :

ALL 34-14-00

Page 519
May 01/08

IAC
Subtask 34-14-00-865-058
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,

**ON A/C ALL

**ON A/C 101-199, 901-999,


EFF :

ALL 34-14-00

Page 520
May 01/08
R
IAC
**ON A/C 001-012, 014-099, 901-999,
Post SB 22-1015 For A/C 001-012,014-021,
Subtask 34-14-00-865-059
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C ALL
4. Procedure
_________
**ON A/C 001-012, 014-099, 901-901,
Subtask 34-14-00-869-072
A. General
NOTE : In the test that follows, we use the name DDRMI for the VOR/DME
____
RMI and the VOR/ADF/DME RMI (refer to the equipment on your
aircraft).
**ON A/C 001-012, 014-099,
Subtask 34-14-00-740-068
B. BITE Test of the IR System
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- set the OFF/NAV/ATT selector - the ON BAT light comes on for 5

switch related to the IR1 (IR2) seconds,
(IR3) to NAV. - the ALIGN legend of the IR1 (IR2)
(IR3) annunciator comes on.

EFF :

ALL 34-14-00

Page 521
May 01/08
R
IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
switch to TK/GS,
switch to 1 (2) (3).
- push the line key adjacent to The ADIRS IRU1 (IRU2) (IRU3) page comes
the IR1 (IR2) (IR3) indication. into view.
- push the line key adjacent to The ADIRS IRU1 (IRU2) (IRU3) INTERFACE
the INTERFACE TEST indication. TEST page comes into view.
- push the line key adjacent to - from 0 to 2 seconds:

the TEST START indication. * on the ADIRS CDU, the ON BAT light,
the ALIGN (if the IRs are aligned)
and FAULT legends and the ENT and CLR
keys come on then go off,
- from 2 seconds and more:
* on the CAPT (F/O) PFD, the HDG
warning flag is no more shown and
these values come into view:
ROLL 45 deg. Right
PITCH 5 deg. Up.
SLIP Left
IVS -600 ft/mn.
* on the CAPT (F/O) ND, the HDG
warning flag is no more shown,
* on the DDRMI, the HDG warning flag
is no more shown,
* the CAPT (F/O) ND shows these
values:
G/S 200 Kts
WIND 030/100
HDG 15 deg.
* the DDRMI shows this value:
HDG 15 deg.
* on the ADIRS CDU, the left part of
the display window shows this track
angle true value:
00.0
The right part of the display window
shows this ground speed value:
0200

R

EFF :

001-012, 014-099, 34-14-00

Page 522
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
3. On the ADIRS CDU, set the DATA On the ADIRS CDU, the left part of the
DISPLAY selector switch to HDG. display window shows this true HDG
value:
010.0
4. On the MCDU, push the line key The test procedure stops.
adjacent to the RETURN TEST/STOP
indication.

switch related to the IR1 to
OFF,
- set the OFF/NAV/ATT selector On the ADIRS CDU:

switch related to the IR2 to - the ON BAT light comes on for 5
NAV. seconds,
- the related ALIGN legend comes on.
6. Do the IR2 test as written in You must get the same results only on
para. 2. the F/O PFD and ND and on the ADIRS CDU
(no indication on the DDRMI).

OFF,

switch related to the IR3 to seconds,
NAV. - the related ALIGN legend comes on.

SWITCHING panel 8VU, set the
ATT/HDG selector switch to
CAPT/3.
9. Do the IR3 test as written in You must get the same results as for
para. 2. the IR1 on the CAPT PFD and ND, the
ADIRS CDU and the DDRMI.

EFF :

001-012, 014-099, 34-14-00

Page 523
May 01/08
R
IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
OFF/NAV/ATT selector switch
related to the IR3 to OFF.
R **ON A/C 101-199,
Subtask 34-14-00-740-068-D
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Set the OFF/NAV/ATT selector - The ON BAT light comes on during 5

switch related to the IR1 (IR2) seconds.
(IR3) to NAV. - The ALIGN legend of the IR1 (IR2)
- Set the DATA DISPLAY selector

switch to TK/GS.
- Set the SYS DISPLAY selector
- Push the line key adjacent to The IR1 (IR2) (IR3) page comes into
the IR1 (IR2) (IR3) indication. view.
- Push the line key adjacent to The IR1 (IR2) (IR3) INTERFACE TEST 1/2
- On the keyboard, push the The IR1 (IR2) (IR3) INTERFACE TEST 2/2
function key to get the page comes into view.
INTERFACE TEST 2/2 page.
- Push the line key adjacent to - After 0 to 2 seconds:

the START TEST indication. * On the ADIRS CDU, the ON BAT light,
and FAULT legends come on then go
off.

R

EFF :

001-012, 014-099, 101-199, 34-14-00

Page 524
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- After 2 seconds:
* On the CAPT (F/O) PFD, the HDG
warning flag is no more shown and the
values that follow come into view:
ROLL 45 deg. Right
PITCH 5 deg. Up.
SLIP Left
IVS -600 ft/mn.
* On the CAPT (F/O) ND, the HDG
warning flag is no more shown.
* The CAPT (F/O) ND shows the values
that follow:
G/S 200 Kts
WIND 030/100
HDG 15 deg.
* On the ADIRS CDU, the left part of
the display window shows the
track-angle true value that follows:
00.0
shows the ground speed value that
follows:
0200
DISPLAY selector switch to HDG. display window shows the true HDG value
that follows:
010.0
adjacent to the RETURN
indication.
- Set the OFF/NAV/ATT selector

OFF.

switch related to the IR2 to seconds.
NAV. - The related ALIGN legend comes on.

R

EFF :

101-199, 34-14-00

Page 525
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
6. Do the IR2 test given in Para. 2. You must get the same results only on
the F/O PFD and ND, and on the ADIRS
CDU.

OFF.


CAPT/3.
9. Do the IR3 test given in Para. 2. You must get the same results as for
the IR1 on the CAPT PFD and ND, and on
the ADIRS CDU.


R

EFF :

101-199, 34-14-00

Page 526
May 01/08

IAC
**ON A/C 901-901,
Subtask 34-14-00-740-068-B
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

switch related to the IR1 (IR2) seconds,
(IR3) to NAV. - the ALIGN legend of the IR1 (IR2)

switch to TK/GS,
- push the line key adjacent to The IR1 (IR2) (IR3) page comes into
- push the line key adjacent to The IR1 (IR2) (IR3) INTERFACE TEST 1/2
- on the keyboard, push the The IR1 (IR2) (IR3) INTERFACE TEST 2/2
- push the line key adjacent to - from 0 to 2 seconds:

the START TEST indication. * on the ADIRS CDU, the ON BAT light,
and FAULT legends and the ENT and CLR
keys come on then go off,
- from 2 seconds and more:
* on the CAPT (F/O) PFD, the HDG
warning flag is no more shown and
these values come into view:
ROLL 45 deg. Right
PITCH 5 deg. Up.
SLIP Left

R

EFF :

901-901, 34-14-00

Page 527
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
IVS -600 ft/mn.
* on the CAPT (F/O) ND, the HDG
warning flag is no more shown,
* on the DDRMI, the HDG warning flag
is no more shown,
* the CAPT (F/O) ND shows these
values:
G/S 200 Kts
WIND 030/100
HDG 15 deg.
* the DDRMI shows this value:
HDG 15 deg.
* on the ADIRS CDU, the left part of
the display window shows this track
angle true value:
00.0
shows this ground speed value:
0200
DISPLAY selector switch to HDG. display window shows this true HDG
value:
010.0
indication.

OFF,

6. Do the IR2 test as written in You must get the same results only on
para. 2. the F/O PFD and ND and on the ADIRS CDU
(no indication on the DDRMI).

R

EFF :

901-901, 34-14-00

Page 528
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
OFF,


CAPT/3.
9. Do the IR3 test as written in You must get the same results as for
para. 2. the IR1 on the CAPT PFD and ND, the
ADIRS CDU and the DDRMI.

R **ON A/C 902-999,
Subtask 34-14-00-740-068-C
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

switch related to the IR1 (IR2) seconds.
(IR3) to NAV. - The ALIGN legend of the IR1 (IR2)
- Set the DATA DISPLAY selector

switch to TK/GS.
- Set the SYS DISPLAY selector

R

EFF :

901-999, 34-14-00

Page 529
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Push the line key adjacent to The IR1 (IR2) (IR3) page comes into
- Push the line key adjacent to The IR1 (IR2) (IR3) INTERFACE TEST 1/2
- On the keyboard, push the The IR1 (IR2) (IR3) INTERFACE TEST 2/2
- Push the line key adjacent to - After 0 to 2 seconds:

the START TEST indication. * On the ADIRS CDU, the ON BAT light,
and FAULT legends, and the ENT and
CLR keys come on then go off.
- After 2 seconds:
* On the CAPT (F/O) PFD, the HDG
warning flag is no more shown and the
values that follow come into view:
ROLL 45 deg. Right
PITCH 5 deg. Up.
SLIP Left
IVS -600 ft/mn.
* On the CAPT (F/O) ND, the HDG
warning flag is no more shown.
* The CAPT (F/O) ND shows the values
that follow:
G/S 200 Kts
WIND 030/100
HDG 15 deg.
* On the ADIRS CDU, the left part of
the display window shows the
track-angle true value that follows:
00.0
shows the ground speed value that
follows:
0200
DISPLAY selector switch to HDG. display window shows the true HDG value
that follows:

R

EFF :

902-999, 34-14-00

Page 530
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
010.0
indication.

OFF.

6. Do the IR2 test given in Para. 2. You must get the same results only on
the F/O PFD and ND, and on the ADIRS
CDU.

OFF.


CAPT/3.
9. Do the IR3 test given in Para. 2. You must get the same results as for
the IR1 on the CAPT PFD and ND, and on
the ADIRS CDU.


R

EFF :

902-999, 34-14-00

Page 531
May 01/08

IAC
**ON A/C ALL
5. Close-up
________
Subtask 34-14-00-860-051

(Ref. TASK 31-60-00-860-002)

(Ref. TASK 24-41-00-862-002).
**ON A/C 001-012, 014-099, 901-999,
Post SB 22-1015 For A/C 001-012,014-021,
Subtask 34-14-00-865-060
breaker(s):
5CC1, 5CC2
**ON A/C ALL
Subtask 34-14-00-410-052
C. Close Access

R

EFF :

ALL 34-14-00

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IAC
**ON A/C 001-012, 014-099,
TASK 34-14-00-740-002
Read CFDIU for IR CURRENT STATUS
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
3. __________
Job Set-up
Subtask 34-14-00-010-053
A. Get Access

R

EFF :

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Page 533
May 01/08

IAC
INTENTIONALLY BLANK

R

34-14-00

Page 534
May 01/08

IAC
INTENTIONALLY BLANK

R

34-14-00

Page 535
May 01/08

IAC
INTENTIONALLY BLANK

R

34-14-00

Page 536
May 01/08

IAC
Subtask 34-14-00-860-053

002).
only)
(Ref. TASK 34-10-00-860-002)
Subtask 34-14-00-865-061
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

EFF :

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Page 537
Feb 01/08

IAC
Subtask 34-14-00-865-062
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 34-14-00-740-064
A. Do the Operational Test of the CURRENT STATUS
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
On the center pedestal, on one MCDU:
1. Get the SYSTEM REPORT/TEST/NAV The SYSTEM REPORT/TEST/NAV page comes

page into view.
(Ref. TASK 31-32-00-860-010).
2. On the NAV page
- push the line key adjacent to - the ADIRS IRU1 (IRU2) (IRU3) 1/2 page
the IR1 (IR2) (IR3) indication comes into view.
(related to the removed ADM)
- if there is no defect found after the

new ADM is installed, the NO FAULTS

EFF :

001-012, 014-099, 34-14-00

Page 538
Feb 01/08

IAC
5. Close-up
________
Subtask 34-14-00-860-054

(Ref. TASK 24-41-00-862-002).
Subtask 34-14-00-865-063
breaker(s):
5CC1, 5CC2
Subtask 34-14-00-410-053
C. Close Access

EFF :

001-012, 014-099, 34-14-00

Page 539
Feb 01/08

IAC
**ON A/C 101-199, 901-999,
TASK 34-14-00-740-003
Read CFDIU for IR INPUT STATUS
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
31-32-00-860-001 Procedure to Get Access to the SYSTEM REPORT/TEST
Menu Page
3. __________
Job Set-up
Subtask 34-14-00-010-054
A. Get Access

EFF :

101-199, 901-999, 34-14-00

Page 540
Feb 01/08

IAC
Subtask 34-14-00-860-059

002).
only)
(Ref. TASK 34-10-00-860-002)
Subtask 34-14-00-865-064
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

EFF :

101-199, 901-999, 34-14-00

Page 541
Feb 01/08

IAC
Subtask 34-14-00-865-065
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 34-14-00-740-065
A. Read the CFDIU for the IR INPUT STATUS
____
The actions and the results of this procedure occur on the MCDU
used.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
On the center pedestral, on one

MCDU:
1. Get the SYSTEM REPORT/TEST/NAV The SYSTEM REPORT/TEST/NAV page comes

page (Ref. TASK 31-32-00-860- into view.
001).
2. On the NAV page
- Push the line key adjacent to - the IR1 (IR2) (IR3) page comes into
the IR1 (IR2) (IR3) indication view.
3. Push the line key adjacent to the - the INPUT STATUS page 1/6 comes into
INPUT STATUS indication view with the current on-the-ground
status of the IR1 (IR2) (IR3) inputs.
4. Push the NEXT PAGE function key - the related pages come into view.
to get the INPUT STATUS page 2/6
to 6/6
5. Push the line key adjacent to the - the test procedure stops.
RETURN indication

EFF :

101-199, 901-999, 34-14-00

Page 542
Feb 01/08

IAC
5. Close-up
________
Subtask 34-14-00-860-060

(Ref. TASK 24-41-00-862-002).
Subtask 34-14-00-865-066
breaker(s):
5CC1, 5CC2
Subtask 34-14-00-410-054
C. Close Access
(1) Install the protective cover on the battery power center 105VU:

EFF :

101-199, 901-999, 34-14-00

Page 543
Feb 01/08

IAC
ADIRS - BITE - DESCRIPTION AND OPERATION
________________________________________
1. _______
General
R The Built in Test Equipment facilitates maintenance on in-service aircraft.
R It detects and identifies faults related to the Air Data/Inertial Reference
R System (ADIRS) and reports them to the Centralized Fault Display Interface
R Unit (CFDIU).
R The BITE is included in the following LRUs:
R - Air Data/Inertial Reference Unit (ADIRU)
R - Air Data Module (ADM)
R - Control and Display Unit (CDU).
R It is linked to the CFDIU through the ADIRU (ADR and IR portions) which
R summarizes the BITE results for its own channel
R (Ref. Fig. 001)
R .
R The ADM performs various tests to detect its own faults (watchdog timer, RAM
R addressing, ROM, CPU, RAM, NVM etc.) and failed input signals (check of
R programming pins).
R Faults are annunciated to the ADR by omission or labeling of a faulty output
R word (pressure label) and through the use of a discrete fault-code word
R output on the ARINC bus. Fault reports are also stored in a non-volatile
R memory inside the ADM.
R The IR BITE monitors: the performance of both IR NAV and IR I/O processors,
R external inputs (both digital and discrete), the functionality of the other
R internal hardware including the power supply and the inertial sensors (gyro,
R accelerometers). These BITE tests are performed either at power-up or
R continuously (Ref. Para. 3.A.(2)).
R Some tests enable to monitor operation errors. These are: Align in air,
R Excessive Motion, Latitude Sin/Cos test. They result in IR warnings but
R without fault message sent to the CFDIU. Tests and fault reactions are
R described in Para. 3.B.
R The ADR BITE monitors: the performance of the ADR processor, the
R functionality of other ADR internal hardware, the status of analog, digital
R and discrete inputs and cross-channel comparisons with the other ADRs. These
R BITE tests are performed either at power-up or continuously (Ref. Para.
R 3.A.(3)) with the exception of cross-channel comparisons which are run once
R at takeoff.
R The common BITE monitors the computer performances (INTEL 80960 processor
R and memories) with the following tests: watchdog timer, checksum, RAM
R pattern monitor.
R The ADR and IR BITEs send reports to the CFDIU through the ARINC output bus,
R on label 356. These reports memorize the faults which occurred during the
R last 63 flight legs with their context. They operate in two modes:
R - NORMAL mode: fault reporting to the CFDIU during the flight
R - INTERACTIVE mode: on the ground. Access by the MCDU MENU pages (Ref. Para.
R 3.B.).

EFF :

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Page 1
Config-1 Feb 01/08

IAC
ADIRS - Interface between one ADIRU and the CFDIU
R Figure 001

EFF :

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Page 2
Config-1 Feb 01/08

IAC
2. __________________
Component Location
A. Computers Directly Linked to the CFDS
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
1FP1 ADIRU-1 127 824 34-12-34
1FP2 ADIRU-2 128 824 34-12-34
1FP3 ADIRU-3 127 824 34-12-34
B. ADIRS Control Panel
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
2FP CDU-ADIRS 20VU 211 831 34-12-12

EFF :

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Page 3
Config-1 Feb 01/08
R
IAC
C. Other LRUs of the System
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
11FP1 SENSOR-TAT, 1 121 34-11-18
11FP2 SENSOR-TAT, 2 122 34-11-18
9DA1 PROBE-PITOT, 1 125 812 34-11-15
9DA2 PROBE-PITOT, 2 126 822 34-11-15
9DA3 PROBE-PITOT, 3 125 812 34-11-15
7DA1 PROBE-L STATIC, 1 127 824 34-11-16
7DA2 PROBE-L STATIC, 2 127 824 34-11-16
7DA3 PROBE-L STATIC, 3 121 811 34-11-16
8DA1 PROBE-R STATIC, 1 128 824 34-11-16
8DA2 PROBE-R STATIC, 2 128 824 34-11-16
8DA3 PROBE-R STATIC, 3 122 811 34-11-16

EFF :

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Page 4
Config-1 Feb 01/08
R
IAC
3. __________________
System Description
A. Reporting Function
Each ADIRS BITE message is described in the following pages, with the
corresponding fault description and the consequences on the system and in
the cockpit.
(1) General
- IR faults are classified as follows:
. class 1: critical faults (label 270 bit 15 = 1)
. class 2: non-critical faults (label 270 bit 19 = 1)
. class 3: faults without cockpit effects.
- ADR faults:
. class 1 faults
. class 2 faults.
NOTE : Bit 13 of ADR label 270 indicates an ADR fault (bit 13 = 1).
____
- use of i, j, k indexes in BITE messages:
. barring explicit restriction, ADIRUi stands for
ADIRU 1, ADIRU 2 or ADIRU 3
. ADMi, ADMj, or ADMk: i, j, and k values are specified below
the message.
- ECAM messages:
. xxx stands for CAPT or F/O, depending on the ADIRU
side (1 or 2)
. the letter in parentheses indicates the color used
to display the text: (A) Amber, (C) Cyan and (W) White.
(2) Inertial reference faults

R (Ref. Fig. 002, 003, 004, 005, 006, 007)
The IR portion performs tests which result in warnings (fault
annunciation, invalid outputs).
But, for these warnings, no message is sent to the CFDIU as these
faults are due to an incorrect operational use of the system and not
to a system fault.
These tests are:
- align in air,
- position-entry test (comparison with the last stored position and
computer latitude),
- test on motion.
(a) Align in air

The test fails if, with the OFF/NAV/ATT selector switch on the
CDU in NAV position, the aircraft is detected in flight (TAS
greater than 100 kts) at power-up or during the ALIGN phase. The
following occurs:

EFF :

001-012, 014-099, 34-18-00

Page 5
Config-1 Feb 01/08

IAC
ADIRS BITE - Inertial Reference Faults 1/6
R Figure 002

EFF :

001-012, 014-099, 34-18-00

Page 6
Config-1 Feb 01/08

IAC
R Figure 003

EFF :

001-012, 014-099, 34-18-00

Page 7
Config-1 Feb 01/08

IAC
R Figure 004

EFF :

001-012, 014-099, 34-18-00

Page 8
Config-1 Feb 01/08

IAC
R Figure 005

EFF :

001-012, 014-099, 34-18-00

Page 9
Config-1 Feb 01/08

IAC
R Figure 006

EFF :

001-012, 014-099, 34-18-00

Page 10
Config-1 Feb 01/08

IAC
R Figure 007

EFF :

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Page 11
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IAC
- NAV IRi FAULT message is displayed on the upper ECAM display
unit.
- the FAULT legend of the IR pushbutton switch on the CDU, comes
on.
- all BNR output labels are coded Failure Warning (F/W) and all
BCD labels are not transmitted.
- the SELECT ATT indication is displayed on the CDU (DATA DISPLAY
The IR portion can be recovered by setting the OFF/NAV/ATT
selector switch on the CDU to ATT and by applying the procedure
(level flight) to initialize the ATT mode.
(b) Position-entry test

- Initial position (latitude, longitude) must compare within one
degree of the last computed latitude and longitude from the
previous flight. If a miscompare exists, then the NOT ALIGN
message is displayed on the upper ECAM display unit with a text
indicating to enter again the initial position (Ref. 34-14
Para. 3.). The miscompare is removed if the new entered
position is identical to the previous one or is within the
one-degree threshold. If not, the system waits for other
position entry.
- At the end of the alignment submode, the IR portion compares
the initial latitude to a self-computed latitude. The test
fails and the NOT ALIGN message is displayed on the upper ECAM
display unit with action to enter again the position, when:
. the cosine of entered latitude differs from the cosine
of computed latitude by more than 0.01234 or
. the sine of entered latitude differs from the sine
of computed latitude by more than 0.01234.
The miscompare is removed if a subsequent entry of latitude
passes the test. If the sin/cos test fails two times with
identical initial latitude entries, the IR system goes in a
fault reaction: IR FAULT warning message on the upper ECAM
display unit and FAULT legend on the CDU on, invalid outputs.
(c) Test on motion

in the X or Y velocity, the align process is stopped with a
message on the upper ECAM display unit indicating IR NOT ALIGN
and excessive motion (Ref. 34-14). with the code NCD on the
status matrix of the attitude (pitch, roll, heading) which
implies a flag on the PFD.
When the motion is no more detected, the IR reverts to the
beginning of the align submode. It is not necessary to
re-initialize the position.

EFF :

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Page 12
Config-1 Feb 01/08
R
IAC
(3) Air data reference faults
R (Ref. Fig. 008, 009, 010, 011, 012)
(a) SDI validity test at power-up

A number of data are computed in the ADR portion according to air
data correction laws (SSEC, AOA) which are contingent on the ADR
side of the control panel (SDI = 1, 2, 3).
The determination of the SDI at power-up is consolidated by the
ADR with a logic vote between the SDI discrete inputs and the SDI
read on the labels received from the total pressure ADM and the
static pressure ADM. Faults are either miscompare between the
different sources of SDI or unability to compute the SDI.
In this last case, detection of the fault leads to the ADR FAULT
annunciation (message on the upper ECAM display unit; FAULT
legend on the CDU) associated to invalid outputs.
A number of messages can be sent to the CFDIU on the label 356
according to the detected miscompare. These messages point the
ADIRU or ADM pin program or a mix of them:
341117 (i) ADMi (19FPi) (i = 1, 2 or 3)

341117 (i) ADMi (19FPi)/ADMj(19FPj) (i,j) = (1,5), (2,7) or (3,8)
341234 (i) ADIRUi (1FPi)/WRG: SDI PIN PROG
341234 (i) ADIRUi (1FPi)/WRG: SDI PIN PROG/ADMi (19FPi)
341234 (i) ADIRUi (1FPi)/WRG: SDI PIN PROG/ADMj(19FPj) (i,j) =
(1,5), (2,7) or (3,8)
341234 (i) ADIRUi (1FPi)/WRG: SDI PIN PROG/ADMi/j(19FPi/j) (i,j)
= (1,5), (2,7) or (3,8).
(b) Cross-channel comparison tests

A cross-channel comparison of pressures, angle-of-attack, and
temperature parameters is performed to identify drifted air data
input sensors. These tests are done for maintenance purpose only
and they have no operational effects (no fault warning, output
parameters are always valid, class 3 failures).
To run these tests each ADR portion receives one ADR output bus
of the other side, computers.
R (Ref. Fig. 001)
As the air data sensors are installed per design in different
zones and measure different values, the comparison can only be
done in an identified flight phase.
The tests are performed at takeoff with a CAS between 90 and 200
kts and only if the received ADR data are valid. The thresholds
used in the comparison are:

EFF :

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Page 13
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IAC
ADIRS BITE - Air Data Reference Faults 1/5
R Figure 008

EFF :

001-012, 014-099, 34-18-00

Page 14
Config-1 Feb 01/08

IAC
R Figure 009

EFF :

001-012, 014-099, 34-18-00

Page 15
Config-1 Feb 01/08

IAC
R Figure 010

EFF :

001-012, 014-099, 34-18-00

Page 16
Config-1 Feb 01/08

IAC
R Figure 011

EFF :

001-012, 014-099, 34-18-00

Page 17
Config-1 Feb 01/08

IAC
R Figure 012

R

EFF :

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Page 18
Config-1 Feb 01/08

IAC
------------------------------------------------
| Parameter | Threshold |
|----------------------------------------------|
| Total pressure | 5 hPa |
| Averaged static pressure | 5 hPa |
| Left static pressure | 2 hPa |
| Right static pressure | 2 hPa |
| Angle-of-attack | 4 deg. |
| Total air temperature | 3 deg.C |
------------------------------------------------
Table 1: Comparison Thresholds
The messages resulting from a miscompare between parameters point

the faulty sensor if it can be identified (one data differs from
the two others which are identical) or the sensors which
disagree. They are sent to the CFDIU in normal mode through label
356 of the ADR output and can be accessed by the LAST (PREVIOUS)
LEG REPORT page on the MCDU menu.
The messages have the following format: e.g. for the AOA sensors
341119 AOA SENSORi (3FPi)

or
341119 AOA SENSORi (3FPi)/AOA SENSORj (3FPj)
or
341119 AOA SNSR1 (3FP1)/SNSR2 (3FP2)/SNSR3 (3FP3)
The principle of the messages is the same for other sensors (ADM,
TAT).
B. Interactive Function
(1) General
The interactive mode is activated via the SYSTEM REPORT/TEST page
related to ATA 34 chapter (Navigation) including the Air Data and
Inertial Reference System (ADIRS).
As this system includes two parts (Air Data Reference and Inertial
Reference), two interactive functions are available:
- IR interactive function
(Ref. Fig. 013)
- ADR interactive function
(Ref. Fig. 014)
.

R

EFF :

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Page 19
Config-1 May 01/06

IAC
ADIRS BITE - Activation of IR Interactive Function
Figure 013

R

EFF :

001-012, 014-099, 34-18-00

Page 20
Config-1 May 01/06

IAC
ADIRS BITE - Activation of ADR Interactive Function
Figure 014

R

EFF :

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Page 21
Config-1 May 01/06

IAC
(2) IR interactive function
(Ref. Fig. 015)
(a) LAST LEG REPORT

This item describes the in-flight fault status of the selected IR
during the last leg (flight leg 00).
(b) PREVIOUS LEGS REPORT

This item describes the in-flight fault status of the selected IR
during the previous legs (flight legs 01-62).
(c) LRU IDENTIFICATION

This item provides the ADIRU Part Number and Serial Number.
The Part Number and the Serial Number of the CDU are also
displayed.
(d) CURRENT STATUS

This item describes the current on-the-ground fault status of the
selected IR.
(e) INTERFACE TEST

This item controls the functional test modes of the selected IR.
The test mode is inhibited whenever any of the following
conditions exists:
- ground speed greater than or equal to 20 kts
- IR in the ATT mode.
The text displayed describes the various steps of the interface
test; when you push the line key adjacent to the TEST START
indication, the following test sequence is run:
- 0-2 seconds
BCD, BNR and Discrete Words are output with SSM set to
Functional Test and data set as shown in the following tables.
Annunciator discretes are energized:
. ALIGN
. ON BAT
. DC FAIL (See note)
. FAULT
. IR OFF (See note)
. SPARE IR OUT 1 (See note)
. SPARE IR OUT 2 (See note)
NOTE : no associated annunciator in the cockpit

____
- after 2 seconds

R

EFF :

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Page 22
Config-1 May 01/06

IAC
ADIRS BITE - IR Main Menu
Figure 015

R

EFF :

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Page 23
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IAC
Functional Test and data set as shown in the following
tables. Annunciator discretes are de-energized to the
previously indicated status.
----------------------------------------------------------------
| | | SELF TEST VALUE |
| LABEL | PARAMETER |--------------------------|
| | | 0 to 2 s. | After 2 s. |
|--------------------------------------------------------------|
| 010 | PRESENT POSITION LAT | 188⁰88.8 | N 22⁰30.0 |
| 011 | PRESENT POSITION LONG | 188⁰88.8 | E 22⁰30.0 |
| 012 | GROUND SPEED | 6888 Kts | 200 Kts |
| 013 | TRACK ANGLE-TRUE | 688.8⁰ | 00.0⁰ |
| 014 | MAGNETIC HEADING | 688.8⁰ | 15⁰ |
| 015 | WIND SPEED | 688 Kts | 100 Kts |
| 016 | WIND DIRECTION-TRUE | 688⁰ | 30⁰ |
| 041 | SET LATITUDE | 188⁰88.8 | N 22⁰30.0 |
| 042 | SET LONGITUDE | 188⁰88.8 | E 22⁰30.0 |
| 043 | SET MAGNETIC HEADING | 688⁰ | 15⁰ |
| 044 | TRUE HEADING | 688.8⁰ | 10⁰ |
----------------------------------------------------------------
Table 2: Output BCD Words

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----------------------------------------------------------------
| LABEL | PARAMETER | SELF TEST VALUE |
|--------------------------------------------------------------|
| 052 | PITCH ANGULAR ACCEL | 5.0⁰ /s/s |
| 053 | ROLL ANGULAR ACCEL | 5.0⁰ /s/s |
| 054 | YAW ANGULAR ACCEL | 5.0⁰ /s/s |
| 310 | PRESENT POSITION LAT | N 22.50⁰ |
| 311 | PRESENT POSITION LONG | E 22.50⁰ |
| 312 | GROUND SPEED | 200 Kts |
| 313 | TRACK ANGLE-TRUE | 00.0⁰ |
| 314 | TRUE HEADING | 10.0⁰ |
| 315 | WIND SPEED | 100 Kts |
| 316 | WIND DIRECTION-TRUE | 30⁰ |
| 317 | TRACK ANGLE-MAG | 5⁰ |
| 320 | MAGNETIC HEADING | 15⁰ |
| 321 | DRIFT ANGLE | -10⁰ (Left) |
| 322 | FLIGHT PATH ANGLE | -5⁰ |
| 323 | FLIGHT PATH ACCEL | 0.02g |
| 324 | PITCH ANGLE | 5⁰ |
| 325 | ROLL ANGLE | 45⁰ (Right) |
| 326 | BODY AXIS PITCH RATE | 10⁰/s |
| 327 | BODY AXIS ROLL RATE | 10⁰/s |
| 330 | BODY AXIS YAW RATE | 10⁰/s |
| 331 | BODY LONGIT ACCEL | 0.02g |
| 332 | BODY LATERAL ACCEL | 0.10g |
| 333 | BODY NORMAL ACCEL | 0.10g |
| 334 | PLATFORM HEADING | 22.50⁰ |
| 335 | TRACK ANGLE RATE | 4.0⁰/s |
| 336 | PITCH ATT RATE | 10⁰/s |
| 337 | ROLL ATT RATE | 10⁰/s |
| 360 | POTENTIAL VERT SPEED | -600 ft/mn |
| 361 | INERTIAL ALTITUDE | 10,000 ft |
| 362 | ALONG TRACK HORIZ ACCEL | 0.02g |
| 363 | CROSS TRACK HORIZ ACCEL | 0.02g |
| 364 | VERTICAL ACCEL | 0.1g |
| 365 | INERTIAL VERT SPEED | -600 ft/mn |
| 366 | N-S VELOCITY | 200 Kts (N) |
| 367 | E-W VELOCITY | 200 Kts (E) |
----------------------------------------------------------------
Table 3: Binary Output Labels

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(3) ADR interactive function
(Ref. Fig. 016)
(a) LAST LEG REPORT

This item describes the in-flight fault status of the selected
ADR and related LRUs during the last leg (flight leg 00).

This item describes the in-flight fault status of the selected
ADR and related LRUs during the previous legs (flight legs
01-62).

This item describes, for the ADR portion, the current part
numbers and revision status of the selected ADR hardware and
software, including ADM identification.
(d) CURRENT STATUS

selected ADR.
**ON A/C 001-012, 014-028,
(e) INTERFACE TEST

This item controls the functional test modes of the selected ADR.
test; when you push the line key adjacent to the TEST START
- 0-5 seconds: Failure Warning Test
For 0-5 seconds after initiation of the test mode, the ADR
outputs are transmitted per the following tables. Since this is
the failure warning test period, the BCD output parameters are
not transmitted and the SSM of the BNR parameters are set to
F/W. Timing tolerance is plus or minus 0.5 seconds.
- 5-10 seconds: Altitude Ramp Test
outputs are transmitted per the following tables with an SSM
coded FT (except for discrete words). Since this is the
altitude ramp test period, the altitude outputs are slewed in a
positive direction for the entire 5-second period at a rate of
600 ft/mn, starting at the ambient computed altitude. Timing
tolerance is plus or minus 0.5 seconds.
- 10 second until test completion: Fixed Output Test

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ADIRS BITE - ADR Main Menu 1/2
Figure 016

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From 10 seconds after initialization of the test mode until the
test completion is commanded, the ADR outputs are transmitted
per the following tables, outputting the fixed values specified
by these tables with an SSM coded FT (except for discrete
words). Timing tolerance is plus or minus 0.5 seconds.
**ON A/C 029-099,
(e) INTERFACE TEST (OUTPUT TESTS MENU)
(Ref. Fig. 017, 018)

In case of 115 VAC power loss, the ADR INTERFACE TEST is
inhibited.
test; when you push the line key adjacent to the START TEST

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Figure 017

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ADIRS BITE - ADR Slew Tests
Figure 018

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R **ON A/C 001-012, 014-099,
ADR Interface test values are shown in the following tables:
------------------------------------------------------------------------
| LABEL | PARAMETER |--------------------------------------|
| | | 0 to 5 s | 5 to 10 s | After 10 s |
|----------------------------------------------------------------------|
| 176 | LEFT STATIC PRESSURE | Last Valid | Last Valid | 696.8 hPa |
| 177 | RIGHT STATIC PRESSURE | Last Valid | Last Valid | 696.8 hPa |
| 203 | STANDARD ALTITUDE | Last Valid | Slewed | 10,000 ft |
| 204 | BARO CORR ALT 1 | Last Valid | Slewed | 10,000 ft |
| 205 | MACH | 0 | 0 | 0.66 |
| 206 | COMPUTED AIRSPEED | 0 Kts | 0 Kts | 367.7 Kts |
| 207 | MAX ALLOWABLE AIRSPEED| Last Valid | Last Valid | Last Valid |
| 210 | TRUE AIRSPEED | 0 Kts | 0 Kts | 433 Kts |
| 211 | TOTAL AIR TEMP | Last Valid | Last Valid | 35⁰C |
| 212 | ALTITUDE RATE | Last Valid | 600 ft/mn | 0 ft/mn |
| 213 | STATIC AIR TEMP | Last Valid | Last Valid | 10.3⁰C |
| 215 | IMPACT PRESSURE | Last Valid | Last Valid | 236.6 hPa |
| 221 | IND ANGLE OF ATTACK | NOTE 1 | NOTE 1 | 5⁰ |
| 241 | CORCTD ANGLE OF ATTACK| NOTE 1 | NOTE 1 | 5⁰ |
| 242 | TOTAL PRESSURE | Last Valid | Last Valid | 933.4 hPa |
| 245 | UNCRCTD AVG STAT PRESS| Last Valid | Last Valid | 696.8 hPa |
| 246 | CORCTD AVG STAT PRESS | Last Valid | Last Valid | 696.8 hPa |
------------------------------------------------------------------------
NOTE : Indicated AOA is a function of the AOA sensor position.

____
Corrected AOA is a function of AOA alternate discrete
inputs, SDI discrete inputs and indicated AOA. Corrected
AOA is set to 0⁰ when CAS is less than 60 kts.
Output Binary Words

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--------------------------------------------------------------------------
| LABEL | PARAMETER |----------------------------------------|
| | | 0 to 5 s | 5 to 10 s | After 10 s |
|------------------------------------------------------------------------|
| 034 | BARO CORR (hPa) 3 |Not Transmit.| Last Valid | 1013.3 hPa |
| 035 | BARO CORR (in.Hg) 3 |Not Transmit.| Last Valid | 29.92 in.Hg |
| 230 | TRUE AIRSPEED |Not Transmit.| 0 Kts | 433 Kts |
| 231 | TOTAL AIR TEMP |Not Transmit.| Last Valid | 35 ⁰C |
| 233 | STATIC AIR TEMP |Not Transmit.| Last Valid | 10 ⁰C |
--------------------------------------------------------------------------
Output BCD Words
--------------------------------------------------------------------------
| LABEL | BIT - PARAMETER |----------------------------------------|
| | | 0 to 5 s | 5 to 10 s | After 10 s |
|------------------------------------------------------------------------|
| 270 | 13 - ADR FAULT | 1 | 0 | 0 |
| 270 | 19 - OVERSPEED WARNING| 0 | 0 | 1 |
| 271 | 13 - LOW SPD WARN 1 | 0 | 0 | 1 |
| 271 | 14 - LOW SPD WARN 2 | 0 | 0 | 1 |
| 271 | 15 - LOW SPD WARN 3 | 0 | 0 | 1 |
| 271 | 16 - LOW SPD WARN 4 | 1 | 1 | 0 |
--------------------------------------------------------------------------
Output Discretes Words
--------------------------------------------------------------------------
| | SELF TEST VALUE |
| PARAMETER |----------------------------------------|
| | 0 to 5 s | 5 to 10 s | After 10 s |
|------------------------------------------------------------------------|
| LOW SPEED WARNING 1 | OPEN | OPEN | GROUND |
| LOW SPEED WARNING 3 | OPEN | OPEN | OPEN |
| LOW SPEED WARNING 4 | GROUND | GROUND | OPEN |
| OVERSPEED WARNING | OPEN | OPEN | GROUND |
| ADR FAULT | GROUND | OPEN | OPEN |
| ADR OFF | GROUND | OPEN | OPEN |
--------------------------------------------------------------------------
Discrete Outputs

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(f) ALT DYNAMIC SLEW TEST
(Ref. Fig. 017, 018)
The activation of the ALT DYNAMIC SLEW TEST causes the ADR to
output a simulated ramp of altitude (label 203) between low and
high altitude limits specified by the operator. These limits, as
well as the slew rate, are entered by the operator by means of
the MCDU keyboard.
The altitude limit values are tested to be within -2000 and
+50,000 ft. The altitude lower limit is tested to be less than
the altitude upper limit. The altitude slew rate is tested to be
within 1 to +20,000 ft/mn.
(g) CAS DYNAMIC SLEW TEST

(Ref. Fig. 017, 018)
The activation of the CAS DYNAMIC SLEW TEST causes the ADR to
output a simulated ramp of computed airspeed (label 206) between
low and high speed limits specified by the operator. These
limits, as well as the slew rate, are entered by the operator by
means of the MCDU keyboard.
The CAS limit values are tested to be within 0 and +450 kts. The
CAS lower limit is tested to be less than the CAS upper limit.
The speed slew rate is tested to be within 1 to +100 Kts/mn.
(h) AOA SENSOR TEST

(Ref. Fig. 017)
The activation of the AOA SENSOR TEST causes the ADR to output
the actual measured values of indicated and corrected AOA with an
SSM coded FT, and the AOA special test discrete output to be
commanded to the ground state, which causes the AOA sensor to be
commanded to a fixed position greater than the stall warning
threshold. Thus, the Flight Warning Computer (FWC) activates the
aural stall warning.
C. Power-up Test Initialization and Cockpit Repercussions
(1) Conditions of power-up test initialization

- How long the computer must be de-energized: >20 s.
- A/C configuration:
- A/C on ground and OFF/NAV/ATT selector switch related to IR 1 (2)
(3) (located on the ADIRS panel) set to OFF for 20 s at least then
to NAV.

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(2) Progress of power-up tests
(a) Duration: 5 s
(b) Cockpit repercussions directly linked to power-up test

accomplishment (some other repercussions may occur depending on
the A/C configuration but these can be disregarded):
- ADIRS panel:
- ON BAT legend annunciator on for 5 s, 2 s after power-up test
initialization.
(3) Results of power-up tests

(cockpit repercussions, if any, in case of tests pass/tests failed).
(a) Test pass:

- ALIGN legend of the IR 1 (2) (3) annunciator on.
NOTE : It means that the system is in align mode.

____
(b) Test failed:

- ECAM warning
- NAV IR 1 (2) (3) FAULT or
- NAV ADR 1 (2) (3) FAULT
depending on the faulty part.
- ADIRS panel:
- FAULT legend of the IR 1 (2) (3) annunciator on or FAULT/OFF
of the ADR 1 (2) (3) pushbutton switch on.
NOTE : In case of failure, set the DISPLAY/DATA selector switch

____
to STS then do the troubleshooting procedure on the system
according to the error code displayed on the ADIRS panel.

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**ON A/C ALL
Post SB 34-1240 For A/C 001-012,014-099,

________________________________________
**ON A/C 101-199, 901-999,
1. General
_______
R
The Built-in Test Equipment (BITE) facilitates maintenance on in-service
aircraft.
It detects and identifies faults related to the Air Data/Inertial Reference
System (ADIRS) and reports them to the Centralized Fault Display Interface
Unit (CFDIU).
The BITE is included in the following LRUs:
- Air Data/Inertial Reference Unit (ADIRU)
- Air Data Module (ADM)
- Control and Display Unit (CDU).
It is linked to the CFDIU through the ADIRU (ADR and IR portions) which
summarizes the BITE results for its own channel.
(Ref. Fig. 001)
.
The ADM performs various tests to detect its own faults (watchdog timer, RAM
addressing, ROM, CPU, RAM, NVM, etc.) and failed input signals (check of
programming pins).
Faults are annunciated to the ADR by omission or labeling of a faulty output
word (pressure label) and through the use of a discrete fault-code word
output on the ARINC bus. Fault reports are also stored in a non-volatile
memory inside the ADM.
The IR BITE monitors:
- the performance of both IR NAV and IR I/O processors
- external inputs (both digital and discrete)
- the functionality of the other internal hardware including the power
supply and the inertial sensors (gyro, accelerometers).
These BITE tests are performed either at power-up or continuously (Ref.
Para. 3.A.(2)).
Some tests enable to monitor operation errors:
- Align in air
- Excessive Motion
- Latitude Sin/Cos test.
They result in IR warnings but without fault message sent to the CFDIU.
Tests and fault reactions are described in Para. 3.B.
The ADR BITE monitors:
- the performance of the ADR processor
- the functionality of other ADR internal hardware

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ADIRS - Interface between one ADIRU and the CFDIU
Figure 001

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- the status of analog, digital and discrete inputs
- cross-channel comparisons with the other ADRs.
These BITE tests are performed either at power-up or continuously (Ref.
Para. 3.A.(3)) with the exception of cross-channel comparisons which are
run once at takeoff.
The common BITE monitors the computer performances (INTEL 80960 processor
and memories) with the following tests: watchdog timer, checksum, RAM
pattern monitor.
The ADR and IR BITEs send reports to the CFDIU through the ARINC output
bus, on label 356. These reports memorize the faults which occurred during
the last 63 flight legs with their context. They operate in two modes:
- NORMAL mode: fault reporting to the CFDIU during the flight
- INTERACTIVE mode: on the ground. Access by the MCDU MENU pages (Ref. Para.
3.B.).
R
2. __________________
Component Location
A. Computers Directly Linked to the CFDS
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
1FP1 ADIRU-1 127 824 34-12-34
1FP2 ADIRU-2 128 824 34-12-34
1FP3 ADIRU-3 127 824 34-12-34
B. ADIRS Control Panel
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
2FP CDU-ADIRS 20VU 211 831 34-12-12

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C. Other LRUs of the System
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
11FP1 SENSOR-TAT, 1 121 34-11-18
11FP2 SENSOR-TAT, 2 122 34-11-18
9DA1 PROBE-PITOT, 1 125 812 34-11-15
9DA2 PROBE-PITOT, 2 126 822 34-11-15
9DA3 PROBE-PITOT, 3 125 812 34-11-15
7DA1 PROBE-L STATIC, 1 127 824 34-11-16
7DA2 PROBE-L STATIC, 2 127 824 34-11-16
7DA3 PROBE-L STATIC, 3 121 811 34-11-16
8DA1 PROBE-R STATIC, 1 128 824 34-11-16
8DA2 PROBE-R STATIC, 2 128 824 34-11-16
8DA3 PROBE-R STATIC, 3 122 811 34-11-16

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3. __________________
System Description
A. Reporting Function
Each ADIRS BITE message is described in the following pages, with the
corresponding fault description and the consequences on the system and in
the cockpit.
(1) General
- IR and ADR faults are classified as follows:
. class 1: faults with cockpit effect
. class 2: non-critical faults
. class 3: minor faults without cockpit effects.
- use of indexes in BITE messages:
ADIRUi stands for ADIRU 1, ADIRU 2 or ADIRU 3.
- ECAM messages:
. xxx stands for CAPT or F/O, depending on the ADIRU side (1 or 2)
. the letter in parentheses indicates the color used to display the
text: (A) Amber, (C) Cyan and (W) White.
- IR FAULT:
the FAULT legend of the IR pushbutton switch flashes in NAV mode
and is steady in ATT mode.
(2) Inertial reference faults

R
R (Ref. Fig. 002, 003, 004, 005, 006, 007, 008, 009)
R
Some IR faults resulting in warnings (fault annunciation, invalid
outputs) are due to an incorrect operational use of the system and
not to a system fault.
These tests are:
- align in air
- position-entry (comparison with the last stored position and
computed latitude).
- Test on motion.
R
(a) Align in air

The test fails if, with the OFF/NAV/ATT selector switch on the
CDU in NAV position, the aircraft is detected in flight (TAS
greater than 100 kts) at power-up or during the ALIGN phase. The
following occurs:
- NAV IRi FAULT message is displayed on the upper ECAM display
unit.
- the FAULT legend of the IR pushbutton switch, on the CDU, comes
on.
- the IN FLIGHT ALIGNMENT message is sent to the CFDIU

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ADIRS BITE - Inertial Reference System - Class 1 Internal Faults 1/5
Figure 002

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Figure 003

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Figure 004

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Figure 005

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Figure 006

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ADIRS BITE - Inertial Reference System - Class 1 External Faults
Figure 007

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ADIRS BITE - Inertial Reference System - Class 3 Faults
Figure 008

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ADIRS BITE - Inertial Reference System - Class 3 Faults
Figure 008A

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ADIRS BITE - Inertial Reference System - Class 2 Internal Faults
Figure 009

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- all BNR output labels are coded Failure Warning (F/W) and all
BCD labels are not transmitted.
- the SELECT ATT indication is displayed on the CDU (DATA DISPLAY
The IR portion can be recovered by setting the OFF/NAV/ATT
selector switch on the CDU to ATT and by applying the procedure
(level flight) to initialize the ATT mode.
(b) Position-entry test

- Initial position (latitude, longitude) must compare within one
degree of the last computed latitude and longitude from the
previous flight. If a miscompare exists, then the NOT ALIGN
message is displayed on the upper ECAM display unit with a text
indicating to enter again the initial position (Ref. 34-14
Para. 3.). The miscompare is removed if the new entered
position is identical to the previous one or is within the
one-degree threshold. If not, the system waits for other
position entry.
- At the end of the alignment submode, the IR portion compares
the initial latitude to a self-computed latitude. The test
fails and the NOT ALIGN message is displayed on the upper ECAM
display unit with action to enter again the position, when:
. the cosine of entered latitude differs from the cosine of computed latitude
by more than 0.01234 or
. the sine of entered latitude differs from the sine of computed latitude by
more than 0.01234.
The miscompare is removed if a subsequent entry of latitude
passes the test. If the sin/cos test fails two times with
identical initial latitude entries, the IR system goes in a
fault reaction: IR FAULT warning message on the upper ECAM
display unit and FAULT legend on the CDU on, invalid outputs.
NOTE : No fault message is sent to the CFDIU.

____
(c) Test on motion

in the X or Y velocity, the align process is stopped with a
message on the upper ECAM display unit indicating IR NOT ALIGN
and excessive motion (Ref. 34-14). The status matrix of the
attitude data (pitch, roll, heading) is set at NCD which implies
a flag on the PFD.
NOTE : No fault message is sent to the CFDIU.

____
When the motion is no more detected, the IR reverts to the

beginning of the align submode. It is not necessary to
re-initialize the position.

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(3) Air data reference faults
(Ref. Fig. 010, 011, 012, 013, 014, 015, 016)
(a) SDI validity test at power-up

A number of data are computed in the ADR portion according to air
data correction laws (SSEC, AOA) which are dependent on the ADR
side (SDI = 1, 2, 3).
The determination of the SDI at power-up is consolidated by the
ADR with a logic vote between the SDI discrete inputs and the SDI
read on the labels received from the total pressure ADM and the
static pressure ADM. Faults are either miscompare between the
different sources of SDI or unability to compute the SDI.
In this last case, detection of the fault leads to the ADR FAULT
annunciation (message on the upper ECAM display unit; FAULT
legend on the CDU) associated to invalid outputs.
A number of messages can be sent to the CFDIU on the label 356
according to the detected miscompare. These messages point the
ADIRU or ADM pin program or a mix of them:
341117 ADMi (19FPi) (i = 1, 2 or 3)

341117 ADMi (19FPi)/ADMj(19FPj) (i,j) = (1,5), (2,7) or (3,8)
341234 WRG: SDI PIN PROG/ADIRUi (1FPi)
341234 WRG: SDI PIN PROG/ADMi (19FPi)/ADIRUi (1FPi)
341234 WRG: SDI PIN PROG/ADMj (19FPj)/ADIRUi (1FPi) (i,j) =
(1,5), (2,7) or (3,8).
341234 WRG: SDI PIN PROG/ADMi/j ADIRUi (1FPi) (19FPi/j) (i,j) =
(1,5), (2,7) or (3,8).
R
(b) Cross-channel comparison tests

A cross-channel comparison of pressures, angle-of-attack, and
temperature parameters is performed to identify drifted air data
input sensors. These tests are done for maintenance purpose only
and they have no operational effects (no fault warning, output
parameters are always valid, class 3 failures).
To run these tests, each ADR portion receives one ADR output bus
of the other side computers
R
(Ref. Fig. 001)
R
As the air data sensors are installed per design in different
zones and measure different values, the comparison can only be
done in an identified flight phase.

R

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ADIRS BITE - Air Data Reference System - Class 1 Internal Faults 1/4
Figure 010

R

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Figure 011

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Figure 012

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Figure 013

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ADIRS BITE - Air Data Reference System - Class 2 Faults
Figure 014

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ADIRS BITE - Air Data Reference System - Class 1 External Faults
Figure 015

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ADIRS BITE - Air Data Reference System - Class 3 Faults
Figure 016

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The tests are performed at takeoff with a CAS between 90 and 200
kts and only if the received ADR data are valid. The thresholds
used in the comparison are:
------------------------------------------------
| Parameter | Threshold |
|----------------------------------------------|
| Total pressure | 5 hPa |
| Averaged static pressure | 5 hPa |
| Left static pressure | 2 hPa |
| Right static pressure | 2 hPa |
| Angle-of-attack | 4⁰ |
| Total air temperature | 3⁰C |
------------------------------------------------
Table 1 : Comparison Thresholds
The messages resulting from a miscompare between parameters point

the faulty sensor if it can be identified (one data differs from
the two others which are identical) or the sensors which
disagree. They are sent to the CFDIU in normal mode through label
356 of the ADR output and can be accessed by the LAST (PREVIOUS)
LEG REPORT page on the MCDU menu.
The messages have the following format: e.g. for the AOA sensors
341119 AOA SENSORi (3FPi)

or
341119 AOA SENSORi (3FPi)/AOA SENSORj (3FPj)
or
341119 AOA SNSR1 (3FP1)/SNSR2 (3FP2)/SNSR3 (3FP3)
The principle of the messages is the same for other sensors (ADM,
TAT).
B. Interactive Function
(1) General
The interactive mode is activated via the SYSTEM REPORT/TEST page
related to ATA 34 chapter (Navigation) including the Air Data and
Inertial Reference System (ADIRS).
As this system includes two parts (Air Data Reference and Inertial
Reference), two interactive functions are available:
- IR interactive function
(Ref. Fig. 017)
- ADR interactive function.
(Ref. Fig. 018)

R

EFF :

101-199, 901-999, 34-18-00

Page 24
Config-2 May 01/08

IAC
ADIRS BITE - Activation of IR Interactive Function
Figure 017

R

EFF :

101-199, 901-999, 34-18-00

Page 25
Config-2 May 01/08

IAC
ADIRS BITE - Activation of ADR Interactive Function
Figure 018

R

EFF :

101-199, 901-999, 34-18-00

Page 26
Config-2 May 01/08

IAC
R
(2) IR interactive function
(Ref. Fig. 019)
(a) LAST LEG REPORT

This item describes the in-flight class 1 and 2 fault status of
the selected IR during the last leg (flight leg 00).

the selected IR during the previous legs (flight legs 01-62).
(Ref. Fig. 020)

This item provides the ADIRU Part Number and Serial Number.
The Part Number and the Serial Number of the CDU are also
displayed.
R
(d) GROUND SCANNING
(Ref. Fig. 020)

selected IR.
(e) TROUBLE SHOOTING DATA
(Ref. Fig. 021)

This item provides, for each fault message stored in the LAST LEG
or PREVIOUS LEGS REPORT, additional data required by the
maintenance for failure investigation.
(f) CLASS 3 FAULTS
(Ref. Fig. 021)

This item reports all class 3 faults recorded since the last
takeoff.
(g) SYSTEM TEST

(Ref. Fig. 022)
This item activates a complete test of the IR system and presents
a report to the user.

R

EFF :

101-199, 901-999, 34-18-00

Page 27
Config-2 May 01/08

IAC
ADIRS BITE - IR Main Menu 1/7
Figure 019

R

EFF :

101-199, 901-999, 34-18-00

Page 28
Config-2 May 01/08

IAC
Figure 020

EFF :

101-199, 901-999, 34-18-00

Page 29
Config-2 May 01/08
R
IAC
Figure 021

R

EFF :

101-199, 901-999, 34-18-00

Page 30
Config-2 May 01/08

IAC
Figure 022

R

EFF :

101-199, 901-999, 34-18-00

Page 31
Config-2 May 01/08

IAC
(h) INTERFACE TEST
(Ref. Fig. 023)
This item controls the functional test modes of the selected IR.
The test mode is inhibited whenever any of the following
conditions exists:
- ground speed greater than or equal to 20 kts
- IR in the ATT mode.
- 0-2 seconds
Annunciator discretes are energized:
. ALIGN
. ON BAT
. DC FAIL (See nota)
. IR FAULT
. IR OFF (See nota)
. SPARE IR OUT 1 (See nota)
. SPARE IR OUT 2 (See nota)
- after 2 seconds
Annunciator discretes are de-energized to the previously
indicated status.
NOTE : No associated annunciator in the cockpit.

____
----------------------------------------------------------------
| LABEL | PARAMETER |--------------------------|
| | | 0 to 2 s. | After 2 s. |
|--------------------------------------------------------------|
| 010 | PRESENT POSITION LAT | 188⁰88.8 | N 22⁰30.0 |
| 011 | PRESENT POSITION LONG | 188⁰88.8 | E 22⁰30.0 |
| 012 | GROUND SPEED | 6888 Kts | 200 Kts |
| 013 | TRACK ANGLE-TRUE | 688.8⁰ | 00.0⁰ |
| 014 | MAGNETIC HEADING | 688.8⁰ | 15⁰ |
| 015 | WIND SPEED | 688 Kts | 100 Kts |
| 016 | WIND DIRECTION-TRUE | 688⁰ | 30⁰ |
| 041 | SET LATITUDE | 188⁰88.8 | N 22⁰30.0 |
| 042 | SET LONGITUDE | 188⁰88.8 | E 22⁰30.0 |
| 043 | SET MAGNETIC HEADING | 688⁰ | 15⁰ |
| 044 | TRUE HEADING | 688.8⁰ | 10⁰ |

R

EFF :

101-199, 901-999, 34-18-00

Page 32
Config-2 May 01/08

IAC
Figure 023

R

EFF :

101-199, 901-999, 34-18-00

Page 33
Config-2 May 01/08

IAC
----------------------------------------------------------------
| LABEL | PARAMETER |--------------------------|
| | | 0 to 2 s. | After 2 s. |
|--------------------------------------------------------------|
----------------------------------------------------------------
Table 2 : Output BCD Words

R

EFF :

101-199, 901-999, 34-18-00

Page 34
Config-2 May 01/08

IAC
----------------------------------------------------------------
|--------------------------------------------------------------|
| 052 | PITCH ANGULAR ACCEL | 5.0⁰/s/s |
| 053 | ROLL ANGULAR ACCEL | 5.0⁰/s/s |
| 054 | YAW ANGULAR ACCEL | 5.0⁰/s/s |
| 076 | GPS ALTITUDE | 10,000 ft |
| 101 | GPS HDOP | 4.0 |
| 102 | GPS VDOP | 3.0 |
| 103 | GPS TRACK ANGLE | 0.0⁰ |
| 110 | GPS LATITUDE | N 22.50⁰ |
| 111 | GPS LONGITUDE | E 22.50⁰ |
| 112 | GPS GROUND SPEED | 200 kts |
| 120 | GPS LATITUDE FINE | N 00.00⁰ |
| 121 | GPS LONGITUDE FINE | E 00.00⁰ |
| 125 | UTC TIME | 12:00:00 |
| 130 | GPS HORIZ INTEGRITY LIM | 10.0 NM |
| 131 | HYBRID HORIZ INTEGRITY | 5.0 NM |
| | LIMIT | |
| 132 | HYBRID TRUE HEADING | 10⁰ |
| 135 | HYBRID VERTICAL FOM | 300 ft |
| 136 | GPS VERTICAL FOM | 100 ft |
| 137 | HYBRID TRACK ANGLE | 0.0⁰ |
| 143 | TERMINAL AREA HIL | 0.8 NM |
| 150 | UTC | 12:00:00 |
| 162 | DESTINATION ETA | 06:30:00 |
| 163 | ALT WAYPOINT ETA | 06:35:00 |
| 165 | GPS VERTICAL VELOCITY | -600 ft/mn |
| 166 | GPS N/S VELOCITY | 200 kts |
| 174 | GPS E/W VELOCITY | 200 kts |
| 175 | HYBRID GROUND SPEED | 200 kts |
| 247 | GPS HORIZONTAL FOM | 6.0 NM |
| 254 | HYBRID LATITUDE | N 22.50⁰ |
| 255 | HYBRID LONGITUDE | E 22.50⁰ |
| 256 | HYBRID LATITUDE FINE | N 00.00⁰ |
| 257 | HYBRID LONGITUDE FINE | E 00.00⁰ |
| 260 | DATE | 1/1/99 |
| 261 | HYBRID ALTITUDE | 10,000 ft |
| 263 | HYBRID FLIGHT PATH ANGLE| -5.0⁰ |
| 264 | HYBRID HORIZONTAL FOM | 7.0 NM |
| 266 | HYBRID N/S VELOCITY | 200 kts |
| 267 | HYBRID E/W VELOCITY | 200 Kts |
| 310 | PRESENT POSITION LAT | N 22.50⁰ |
| 311 | PRESENT POSITION LONG | E 22.50⁰ |
| 312 | GROUND SPEED | 200 Kts |
| 313 | TRACK ANGLE-TRUE | 00.0⁰ |
| 314 | TRUE HEADING | 10.0⁰ |

R

EFF :

101-199, 901-999, 34-18-00

Page 35
Config-2 May 01/08

IAC
----------------------------------------------------------------
|--------------------------------------------------------------|
| 315 | WIND SPEED | 100 Kts |
| 316 | WIND DIRECTION-TRUE | 30⁰ |
| 317 | TRACK ANGLE-MAG | 5⁰ |
| 320 | MAGNETIC HEADING | 15⁰ |
| 321 | DRIFT ANGLE | -10⁰ (Left) |
| 322 | FLIGHT PATH ANGLE | -5⁰ |
| 323 | FLIGHT PATH ACCEL | 0.02g |
| 324 | PITCH ANGLE | 5⁰ |
| 325 | ROLL ANGLE | 45⁰ (Right) |
| 326 | BODY AXIS PITCH RATE | 10⁰/s |
| 327 | BODY AXIS ROLL RATE | 10⁰/s |
| 330 | BODY AXIS YAW RATE | 10⁰/s |
| 331 | BODY LONGIT ACCEL | 0.02g |
| 332 | BODY LATERAL ACCEL | 0.10g |
| 333 | BODY NORMAL ACCEL | 0.10g |
| 334 | PLATFORM HEADING | 22.50⁰ |
| 335 | TRACK ANGLE RATE | 4.0⁰/s |
| 336 | PITCH ATT RATE | 10⁰/s |
| 337 | ROLL ATT RATE | 10⁰/s |
| 340 | TRACK ANGLE GRID | 10⁰ |
| 341 | GRID HEADING | 20⁰ |
| 343 | DESTINATION HIL | 1.0 NM |
| 345 | HYBRID VERTICAL VELOCITY| -600 ft/mn |
| 347 | ALT WAYPOINT HIL | 2.0 NM |
| 360 | POTENTIAL VERT SPEED | -600 ft/mn |
| 361 | INERTIAL ALTITUDE | 10,000 ft |
| 362 | ALONG TRACK HORIZ ACCEL | 0.02g |
| 363 | CROSS TRACK HORIZ ACCEL | 0.02g |
| 364 | VERTICAL ACCEL | 0.1g |
| 365 | INERTIAL VERT SPEED | -600 ft/mn |
| 366 | N-S VELOCITY | 200 Kts (N) |
| 367 | E-W VELOCITY | 200 Kts (E) |
----------------------------------------------------------------
Table 3 : Binary Output Labels
(i) GROUND REPORT

(Ref. Fig. 024)
This item reports all internal faults detected since the last
landing.
(j) INPUT STATUS

(Ref. Fig. 025)
This item describes the current state/value of the selected IR
inputs (discrete and binary inputs).

R

EFF :

101-199, 901-999, 34-18-00

Page 36
Config-2 May 01/08

IAC
Figure 024

R

EFF :

101-199, 901-999, 34-18-00

Page 37
Config-2 May 01/08

IAC
Figure 025

R

EFF :

101-199, 901-999, 34-18-00

Page 38
Config-2 May 01/08

IAC
(3) ADR interactive function
(a) LAST LEG REPORT
(Ref. Fig. 026)

the selected ADR and related LRUs during the last leg (flight leg
00).
(Ref. Fig. 026)

the selected ADR and related LRUs during the previous legs
(flight legs 01-62).

(Ref. Fig. 027)
This item describes the Part Number and Serial Number of the
selected ADIRU, as well as the Part Number of the ADMs.
(d) GROUND SCANNING

(Ref. Fig. 027)
selected ADR.
(e) TROUBLE SHOOTING DATA

(Ref. Fig. 028)
This item provides, for each fault message stored in the LAST LEG
or PREVIOUS LEGS REPORT, additional data required by the
maintenance for failure investigation.
(f) CLASS 3 FAULTS

(Ref. Fig. 028)
This item reports all class 3 faults recorded since the last
takeoff.
(g) SYSTEM TEST

(Ref. Fig. 028)
This item activates a complete test of the ADR system and
presents a report to the user.
(h) INTERFACE TEST (OUTPUT TESTS MENU)
(Ref. Fig. 029, 030)


R

EFF :

101-199, 901-999, 34-18-00

Page 39
Config-2 May 01/08

IAC
Figure 026

R

EFF :

101-199, 901-999, 34-18-00

Page 40
Config-2 May 01/08

IAC
Figure 027

R

EFF :

101-199, 901-999, 34-18-00

Page 41
Config-2 May 01/08

IAC
Figure 028

EFF :

101-199, 901-999, 34-18-00

Page 42
Config-2 May 01/08
R
IAC
Figure 029

EFF :

101-199, 901-999, 34-18-00

Page 43
Config-2 May 01/08
R
IAC
Figure 030

EFF :

101-199, 901-999, 34-18-00

Page 44
Config-2 May 01/08
R
IAC

EFF :

101-199, 901-999, 34-18-00

Page 45
Config-2 May 01/08
R
IAC
ADR Interface test values are shown in the following tables:
------------------------------------------------------------------------
| LABEL | PARAMETER |--------------------------------------|
| | | 0 to 5 s | 5 to 10 s | After 10 s |
|----------------------------------------------------------------------|
| 176 | LEFT STATIC PRESSURE | Last Valid | Last Valid | 696.8 hPa |
| 177 | RIGHT STATIC PRESSURE | Last Valid | Last Valid | 696.8 hPa |
| 203 | STANDARD ALTITUDE | Last Valid | Slewed | 10,000 ft |
| 205 | MACH | 0 | 0 | 0.66 |
| 206 | COMPUTED AIRSPEED | 0 Kts | 0 Kts | 367.7 Kts |
| 207 | MAX ALLOWABLE AIRSPEED| Last Valid | Last Valid | Last Valid |
| 210 | TRUE AIRSPEED | 0 Kts | 0 Kts | 433 Kts |
| 211 | TOTAL AIR TEMP | Last Valid | Last Valid | 35⁰C |
| 212 | ALTITUDE RATE | Last Valid | 600 ft/mn | 0 ft/mn |
| 213 | STATIC AIR TEMP | Last Valid | Last Valid | 10.3⁰C |
| 215 | IMPACT PRESSURE | Last Valid | Last Valid | 236.6 hPa |
| 221 | IND ANGLE OF ATTACK | NOTE 1 | NOTE 1 | 5⁰ |
| 241 | CORCTD ANGLE OF ATTACK| NOTE 1 | NOTE 1 | 5⁰ |
| 242 | TOTAL PRESSURE | Last Valid | Last Valid | 933.4 hPa |
| 245 | UNCRCTD AVG STAT PRESS| Last Valid | Last Valid | 696.8 hPa |
| 246 | CORCTD AVG STAT PRESS | Last Valid | Last Valid | 696.8 hPa |
------------------------------------------------------------------------
NOTE : Indicated AOA is a function of the AOA sensor position.

____
Corrected AOA is a function of AOA alternate discrete
inputs, SDI discrete inputs and indicated AOA. Corrected
AOA is set to 0⁰ when CAS is less than 60 kts.
Output Binary Words

EFF :

101-199, 901-999, 34-18-00

Page 46
Config-2 May 01/08
R
IAC
--------------------------------------------------------------------------
| LABEL | PARAMETER |----------------------------------------|
| | | 0 to 5 s | 5 to 10 s | After 10 s |
|------------------------------------------------------------------------|
| 034 | BARO CORR (hPa) 3 |Not Transmit.| 745.0 hpa | 1013.3 hPa |
| 035 | BARO CORR (in.Hg) 3 |Not Transmit.| 22.0 in.Hg | 29.92 in.Hg |
| 230 | TRUE AIRSPEED |Not Transmit.| 0 Kts | 433 Kts |
| 231 | TOTAL AIR TEMP |Not Transmit.| Last Valid | 35 ⁰C |
| 233 | STATIC AIR TEMP |Not Transmit.| Last Valid | 10 ⁰C |
--------------------------------------------------------------------------
Output BCD Words
--------------------------------------------------------------------------
| LABEL | BIT - PARAMETER |----------------------------------------|
| | | 0 to 5 s | 5 to 10 s | After 10 s |
|------------------------------------------------------------------------|
| 270 | 13 - ADR FAULT | 1 | 0 | 0 |
| 270 | 19 - OVERSPEED WARNING| 0 | 0 | 1 |
| 271 | 13 - LOW SPD WARN 1 | 0 | 0 | 1 |
| 271 | 14 - LOW SPD WARN 2 | 0 | 0 | 1 |
| 271 | 15 - LOW SPD WARN 3 | 0 | 0 | 0 |
| 271 | 16 - LOW SPD WARN 4 | 1 | 1 | 0 |
--------------------------------------------------------------------------
Output Discretes Words
--------------------------------------------------------------------------
| | SELF TEST VALUE |
| PARAMETER |----------------------------------------|
| | 0 to 5 s | 5 to 10 s | After 10 s |
|------------------------------------------------------------------------|
| LOW SPEED WARNING 3 | OPEN | OPEN | OPEN |
| LOW SPEED WARNING 4 | GROUND | GROUND | OPEN |
| OVERSPEED WARNING | OPEN | OPEN | GROUND |
| ADR FAULT | GROUND | OPEN | OPEN |
| ADR OFF | GROUND | OPEN | OPEN |
--------------------------------------------------------------------------
Discrete Outputs

EFF :

101-199, 901-999, 34-18-00

Page 47
Config-2 May 01/08
R
IAC
(i) ALT DYNAMIC SLEW (OUTPUT TESTS menu/SLEW TESTS submenu)
(Ref. Fig. 029, 030)
The activation of the ALT DYNAMIC SLEW test causes the ADR to
output a simulated ramp of altitude (label 203) between low and
high altitude limits specified by the operator. These limits, as
well as the slew rate, are entered by the operator by means of
the MCDU keyboard.
The altitude limit values are tested to be within -2000 and
+50,000 ft. The altitude lower limit is tested to be less than
the altitude upper limit. The altitude slew rate is tested to be
within 1 to +20,000 ft/mn.
(j) CAS DYNAMIC SLEW (OUTPUT TESTS menu/SLEW TESTS submenu)

(Ref. Fig. 029, 031)
The activation of the CAS DYNAMIC SLEW test causes the ADR to
output a simulated ramp of computed airspeed (label 206) between
low and high speed limits specified by the operator. These
limits, as well as the slew rate, are entered by the operator by
means of the MCDU keyboard.
The CAS limit values are tested to be within 0 and +450 kts. The
CAS lower limit is tested to be less than the CAS upper limit.
The speed slew rate is tested to be within 1 to +100 Kts/mn.
(k) AOA SENSOR TEST (OUTPUT TESTS menu)

(Ref. Fig. 029, 032)
The activation of the AOA SENSOR TEST causes the ADR to output
the actual measured values of indicated and corrected AOA with an
SSM coded FT, and the AOA special test discrete output to be
commanded to the ground state, which causes the AOA sensor to be
commanded to a fixed position greater than the stall warning
threshold. Thus, the Flight Warning Computer (FWC) activates the
aural stall warning.
(l) GROUND REPORT

(Ref. Fig. 029)
This item reports all internal faults detected since the last
landing.
(m) INPUT STATUS

(Ref. Fig. 029, 033)
This item describes the current state/value of the selected ADR
inputs (discrete, analog and binary inputs).

EFF :

101-199, 901-999, 34-18-00

Page 48
Config-2 May 01/08
R
IAC
Figure 031

EFF :

101-199, 901-999, 34-18-00

Page 49
Config-2 May 01/08
R
IAC
Figure 032

EFF :

101-199, 901-999, 34-18-00

Page 50
Config-2 May 01/08
R
IAC
Figure 033

EFF :

101-199, 901-999, 34-18-00

Page 51
Config-2 May 01/08
R
IAC
R
C. Power-up Test Initialization and Cockpit Repercussions

- How long the computer must be de-energized: >20 s.
- A/C on ground and OFF/NAV/ATT selector switch related to IR 1 (2)
(3) (located on the ADIRS panel) set to OFF for 20 s at least then
to NAV.
(a) Duration: 5 s
(b) Cockpit repercussions directly linked to power-up test

accomplishment (some other repercussions may occur depending on
the A/C configuration but these can be disregarded):
- ADIRS panel:
- ON BAT legend annunciator on for 5 s, 2 s after power-up test
initialization.

(a) Test pass:

- ALIGN legend of the IR 1 (2) (3) annunciator on.
NOTE : It means that the system is in align mode.

____
(b) Test failed:

- ECAM warning
- NAV IR 1 (2) (3) FAULT or
- NAV ADR 1 (2) (3) FAULT
- ADIRS panel:
- FAULT legend of the IR 1 (2) (3) annunciator on or FAULT/OFF
of the ADR 1 (2) (3) pushbutton switch on.
NOTE : In case of failure, set the DISPLAY/DATA selector switch

____
to STS then do the troubleshooting procedure on the system
according to the error code displayed on the ADIRS panel.

EFF :

101-199, 901-999, 34-18-00

Page 52
Config-2 May 01/08

IAC
**ON A/C 001-012, 014-099,
R Post SB 34-1330 For A/C 001-012,014-099,

Post SB 34-1350 For A/C 001-012,014-099,

________________________________________

EFF :

001-012, 014-099, 34-18-00

Page 1
Config-3 Nov 01/06

IAC
R ADIRS BITE - ADR System - Class 1 Internal Faults 7/8
R Figure 001

EFF :

001-012, 014-099, 34-18-00

Page 2
Config-3 Feb 01/07

IAC
ADIRS BITE - ADR System - Class 2 Internal Faults
R Figure 002

EFF :

001-012, 014-099, 34-18-00

Page 3
Config-3 Feb 01/07

IAC
ADIRS BITE - ADR System - Class 3 Faults
R Figure 003

EFF :

001-012, 014-099, 34-18-00

Page 4
Config-3 Feb 01/07

IAC
INTENTIONALLY BLANK

34-18-00

Page 5
Config-3 Nov 01/07

IAC
R ADIRS BITE - IR Main Menu 3/3
R Figure 004 (SHEET 1)

EFF :

001-012, 014-099, 34-18-00

Page 6
Config-3 Nov 01/07

IAC
R ADIRS BITE - IR Main Menu 3/3
R Figure 004 (SHEET 2)

EFF :

001-012, 014-099, 34-18-00

Page 7
Config-3 Nov 01/07

IAC
STANDBY NAVIGATION SYSTEMS - ADJUSTMENT/TEST
____________________________________________
TASK 34-20-00-710-001
ISIS Reset
1. __________________
Reason for the Job
2. ______________________
Not Applicable
3. __________
Job Set-up
Subtask 34-20-00-865-050
A. Make sure that this(these) circuit breaker(s) is(are) closed:
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
49VU STBY/INST 5FN F12
4. Procedure
_________
Subtask 34-20-00-710-050
A. Reset of the ISIS Indicator.
(1) On the panel 49VU, open the NAV/STBY/HORIZON circuit breaker for more
than 5 seconds then close it.
(2) After some seconds, on the ISIS Indicator, the INIT page comes into
view.
5. Close-up
________

EFF :

101-199, 902-999, 34-20-00

Page 501
Aug 01/07

IAC
STANDBY DATA : ALTITUDE AND AIRSPEED - DESCRIPTION AND OPERATION
________________________________________________________________
1. _______
General
One standby airspeed indicator and one standby altimeter are directly
connected to the standby pitot and static sources. Each indicator is
contained in a 2 ATI case (ARINC 408) and installed on the center instrument
panel. The standby circuit can be drained by means of a water drain.
2. Component
__________________
Location
(Ref. Fig. 001)
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
3FN ALTM-STANDBY 4VU 211 831 34-21-22
9FN IND-STANDBY AIRSPEED 4VU 211 831 34-21-26
15FN ALTIMETER-METRIC 4VU 211 831 34-21-25
3. System
__________________
Description
(Ref. Fig. 002, 003, 004)
A. Standby Altimeter
The standby altimeter is supplied with static pressure by the standby air
data system to indicate the barometric altitude of the aircraft in feet.
The barometric altitude is displayed by means of:
- a pointer (4) performing one revolution of the dial for 1000 feet
- a display counter (5) made up of two drums displaying respectively the
tens of thousands and the thousands of feet.
When the altitude is below 10,000 feet, the figure zero of the left
drum is replaced by black and white stripes. The figure nine is
replaced by an orange fire stripped zone.
the altitude dial (6) is calibrated from 0 to 1000 feet with 20 feet
graduations
- the baro correction (2) is displayed on a counter graduated in hecto
Pascal
- a knob (1) located at the L corner of the indicator enables the display
of the reference baro correction in the range of 750 to 1050 hPa.
- four manually adjustable white bugs (3) are provided for manual
altitude setting.
To improve accuracy, 28VDC supplies the internal vibrator of the
standby altimeter through a landing gear relay.
In straight and level flight, with the internal vibrator operating, the
standby altimeter gives the following accuracy:
plus or minus 20 ft. at sea level
plus or minus 40 ft. at 6000 ft.
plus or minus 80 ft. at 10,000 ft.

R

EFF :

001-012, 014-099, 901-901, 34-21-00

Page 1
May 01/07

IAC
Standby Data - Altitude and Airspeed - Component Location
Figure 001

R

EFF :

001-012, 014-099, 901-901, 34-21-00

Page 2
May 01/07

IAC
Standby Data - Altitude and Airspeed - Pneumatic Circuit
Figure 002

R

EFF :

001-012, 014-099, 901-901, 34-21-00

Page 3
May 01/07

IAC
Standby Data - Altitude and Airspeed - Electrical Circuit
Figure 003

R

EFF :

001-012, 014-099, 901-901, 34-21-00

Page 4
May 01/07

IAC
Standby Data - Altitude and Airspeed - Data Indication
Figure 004

R

EFF :

001-012, 014-099, 901-901, 34-21-00

Page 5
May 01/07

IAC
NOTE : On the ground, with the internal vibrator not supplied, the above
____
figures may be plus or minus 300ft.
Integral lighting supplied with external 5VAC is provided to
illuminate the presentation.
B. Standby Airspeed Indicator

The standby airspeed indicator contains a capsule-operated mechanism
which measures the pitot/static pressure differential from the standby
air data system and provides airspeed indication in terms of knots with
the following accuracy:
- plus or minus 3 kts for VC < 200 kts
- plus or minus 4 kts for 200 kts < VC < 300 kts
- plus or minus 5 kts for 300 kts < VC < 450 kts.
The airspeed indication is displayed by means of:
- a pointer (9) which moves on a dial (7) graduated between 60 kts and
450 kts. The scale is linear from 60 kts to 250 kts with 5 kts
graduations and from 250 kts to 450 kts with 10 kts graduations.
- four manually adjustable white bugs (8) provided for manual speed
setting.
Integral lighting supplied with external 5VAC is provided to illuminate
the presentation.

R

EFF :

001-012, 014-099, 901-901, 34-21-00

Page 6
May 01/07

IAC
STANDBY DATA : ALTITUDE AND AIRSPEED - ADJUSTMENT/TEST
______________________________________________________
TASK 34-21-00-790-001
R Low-Range Leak Test of the Standby Pneumatic Circuits
_______
_______
_______
_______
INSTRUMENTS:
_______
1. __________________
Reason for the Job

- To make sure that there are no leaks in the standby static and pitot
circuits.

EFF :

001-012, 014-099, 901-901, 34-21-00

Page 501
May 01/08

IAC
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

TO 1400 MB (20.3 PSI)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-21-00-860-056

002).
Subtask 34-21-00-865-050

_______
ISOLATED.

EFF :

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Page 502
May 01/08
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-21-00-865-052
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
49VU NAV/STBY/ALTM 16FN F14
Subtask 34-21-00-420-050
D. Connection of the Ground Pressure Generator
(1) Remove the slip on covers from the static probe and the pitot probe
of the standby system.
1400 MB (20.3 PSI) to one standby static probe with the STATIC PORT
ADAPTER (98D34003500100) from the ADAPTER COVER-STATIC PORT
(98D34003500100).
(3) Connect the ground pressure generator to the standby pitot probe with
the ADAPTOR-CHARGING,PITOT PROBE.
R (4) Seal the drain hole of the standby probes:
_______
PROBE.
R (a) Seal the drain holes of the standby pitot probe with a piece of
R plastic and colored adhesive tape of very bright color.

EFF :

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Page 503
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IAC
(b) Seal the opposite standby static probe with a piece of plastic
(see CAUTION above) and with the STATIC PORT COVER
(98D34003500103) from the ADAPTER COVER-STATIC PORT
(98D34003500103).
(5) Move the vane of the AOA sensor 3 to the upper position. Keep the
vane in position with colored adhesive tape.
Subtask 34-21-00-860-058
(Ref. TASK 27-50-00-866-009).
(3) On the ADIRS CDU, set the OFF/NAV/ATT selector switches to NAV.
4. Procedure
_________
R **ON A/C 001-012, 014-099,
R Subtask 34-21-00-790-050-B
R A. Leak Test
R NOTE : You can do the test below for a static pressure of 691.4 hPa and
____
R an impact pressure of 59 hPa (or a total pressure of 750.4 hPa)
R but it is less accurate.
R On the SWITCHING panel 8VU, set the AIR DATA selector switch to
R CAPT/3 (or F/O/3) position.
R Make sure that:
R - the CAPT (or F/O) PFD shows 10,237 ft +/- 30 ft and 190 kts +/-
R 3 kts,
R - the standby altimeter and the standby airspeed indicator show
R 10,201 ft +/- 30 ft and 189 kts +/- 3 kts.
R After 5 minutes:
R - the change of altitude must not be more than 370 ft.
R - the change of speed must not be more than 10 Kts.

EFF :

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Page 504
May 01/08

IAC
R -------------------------------------------------------------------------------
R ACTION RESULT
R -------------------------------------------------------------------------------
R 1. On the standby altimeter, set a

R barometric pressure of 1013 hPa.
R 2. On the SWITCHING panel 8VU, set On the CAPT (or F/O) PFD, the
R the AIR DATA selector switch to indications from ADIRU3 are shown.
R 3. On the ground pressure generator:

R - set a static pressure of 456
R hPa.
R - set an impact pressure of 185.8

R hPa (or a total pressure of
R 641,8 hPa).
R 4. Close the electrovalves to - Make sure that:

R isolate the static and pitot the CAPT (or F/O) PFD shows 21,349 ft
R circuits of the aircraft from the +/- 30 ft and 341 kts +/- 3 kts,
R ground pressure generator. the standby altimeter and the standby
R airspeed indicator show 20,498 ft
R +/-30 ft and 328 kts +/- 3 kts.
R After 5 minutes :
R - make sure that the change of altitude
R is not more than 500 ft.
R After 10 minutes :
R - make sure that the change of speed is
R not more than 20 Kts.
R 5. On the ground pressure generator: The rate of descent must not be more
R - slowly balance the pressure in than 6000 ft/mn.
R the standby static and pitot
R circuits and open the
R electrovalves to get
R atmospheric pressure.
R 6. Stop the ground pressure

R generator.

EFF :

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Page 505
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IAC
**ON A/C 901-901,
Subtask 34-21-00-790-050-A
A. Leak Test
R NOTE : You can do the test below for a static pressure of 691 hPa and an
____
R impact pressure of 59.3 hPa (or a total pressure of 750.3 hPa) but
R it is less accurate.
R On the SWITCHING panel 8VU, set the AIR DATA selector switch to
Make sure that:
R 3 kts,
R - the standby altimeter and the standby airspeed indicator show
R 10,216 ft +/- 30 ft and 189 kts +/- 3 kts.
After 5 minutes:
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the standby altimeter, set a

barometric pressure of 1013 hPa.
R 2. On the SWITCHING panel 8VU, set On the CAPT (or F/O) PFD, the
R the AIR DATA selector switch to indications from ADIRU3 are shown.

R - set a static pressure of 462.4
R hPa.

R hPa (or a total pressure of
R 641.5 hPa).

R circuits of the aircraft from the +/- 30 ft and 335 kts +/- 3 kts,
R ground pressure generator. the standby altimeter and the standby
R airspeed indicator show 20,166 ft +/-
R 30 ft and 323 kts +/- 3 kts.
After 5 minutes :

EFF :

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Page 506
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
After 10 minutes :
R 5. On the ground pressure generator: The rate of descent must not be more
R - slowly balance the pressure in than 6000 ft/mn.
the standby static and pitot
circuits and open the
electrovalves to get
6. Stop the ground pressure

generator.
**ON A/C 001-012, 014-099, 901-901,
5. Close-up
________
Subtask 34-21-00-020-050
A. Remove the ground pressure generator
(1) Disconnect the ground pressure generator.
(2) Remove the adaptors from the standby static probe and the standby
pitot probe.
(3) Remove the cover from the opposite standby static probe.
(4) Remove the piece of plastic and colored adhesive tape from the drain
holes of the standby pitot probe.
R (5) Remove adhesive tape from the vane of the AOA sensor 3.
(6) Install the slip on covers on the standby static probe and the
standby pitot probe.

EFF :

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Page 507
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IAC
Subtask 34-21-00-865-051
breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-21-00-860-057
R (1) On the SWITCHING panel 8VU, set the AIR DATA selector switch to NORM
R position
R (2) Do the EIS stop procedure (PFD only) (Ref. TASK 31-60-00-860-002).

R - on the panel 49VU, open then close the ELAC1 circuit breaker,
R - on the panel 121VU, open then close the ELAC2 circuit breaker.

(Ref. TASK 24-41-00-862-002).
items.
R (7) Make sure that the drain holes on the pitot probes are not blocked by
R unwanted materials (Ref. TASK 34-11-15-200-001).

EFF :

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Page 508
May 01/08

IAC
TASK 34-21-00-720-001
Functional Test of the Standby Airspeed Indicator
1. __________________
Reason for the Job
To make sure that the standby instruments operate independently.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

TO 1400 MB (20.3 PSI)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
3. __________
Job Set-up
Subtask 34-21-00-860-050
(2) Remove the slip on covers from the standby static probes and the
standby pitot probe and connect the GENERATOR - GROUND PRESSURE MINI.
100 MB (1.45 PSI) TO 1400 MB (20.3 PSI) to :
- the L or R standby static probe with the ADAPTER COVER-STATIC PORT
(98D34003500100).
- the standby pitot probe with the ADAPTOR-CHARGING,PITOT PROBE.

R

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Page 509
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IAC
(3) Seal the Standby probes:
_______
R ALWAYS PUT A PIECE OF PLASTIC ON THE HOLE FIRST AND USE THE
R COLORED ADHESIVE TAPE TO ATTACH THE PLASTIC.
PROBE.
(a) Seal the drain holes of the pitot probe with the piece of plastic
and colored adhesive tape of very bright color.
(b) Seal the opposite standby static probe with the piece of plastic
(see CAUTION above) and with the STATIC PORT COVER
(98D34003500103) from the ADAPTER COVER-STATIC PORT..
(4) Precautions
CAUTION : OBEY THESE PRECAUTIONS WHEN YOU DO THE TEST TO PREVENT

_______
DAMAGE TO INSTRUMENTS:
- THE PRESSURES SET MUST NOT BE MORE THAN 1050 hPa (31 in
Hg) OR LESS THAN 115 hPa (3.39 in Hg)
- CHANGES IN STATIC PRESSURE MUST NOT BE MORE THAN 6000
FEET/MINUTE
- DO NOT SUDDENLY OPEN LINES TO AMBIENT AIR WHILE THE
PRESSURE GENERATOR IS CONNECTED.
CAUTION : THE TOTAL PRESSURE IN THE PITOT SYSTEM MUST NEVER BE LESS
_______
THAN THE STATIC PRESSURE. THE DIFFERENCE BETWEEN THE PITOT
AND THE STATIC PRESSURE CIRCUITS MUST NEVER BE MORE THAN
368 hPa (10.86 in Hg).
Subtask 34-21-00-865-056
R WARNING : OPEN CIRCUIT BREAKER 7XE. THIS WILL PREVENT A POSSIBLE

_______
R DEPLOYMENT OF THE RAT IF THE MAIN AC BUSBARS 1XP AND 2XP BECOME
R ISOLATED.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

EFF :

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IAC
4. Procedure
_________
Subtask 34-21-00-720-050
A. Test of the Standby Airspeed Indicator
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
On the ground pressure generator : On the standby airspeed indicator:

- set a static pressure of 314.8 hPa - the pointer shows 340 Kts (+ or - 5
(29,000 ft) Kts).
hPa (340 Kts).
- set a static pressure of 571.8 hPa - the pointer shows 300 Kts (+ or - 4
(15,000 ft) Kts).
hPa (300 Kts).
- set a static pressure of 843 hPa - the pointer shows 180 Kts (+ or - 3
(5000 ft) Kts).
- set an impact pressure of 53.5 hPa
(180 Kts).
5. Close-up
________
Subtask 34-21-00-860-051
(1) On the ground pressure generator, slowly decrease the pressure until
you get atmospheric pressure.
(2) Stop the ground pressure generator.
(4) Remove the adaptors from the standby static probes and the standby
pitot probe.
(6) Remove the piece of plastic from the opposite standby static probe.

R

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IAC
(7) Remove the piece of plastic and colored adhesive tape from the drain
holes of the standby pitot probe.
(8) Install the slip on covers on the standby static probes and the
Subtask 34-21-00-865-057
breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

R

EFF :

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Page 512
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IAC
TASK 34-21-00-720-002
Functional Test of the Standby Altimeter
1. __________________
Reason for the Job
To make sure that the standby altimeter and the metric altimeter operate
correctly with information from the ground pressure generator.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

TO 1400 MB (20.3 PSI)
98D10103500001 1 COVER-STATIC PROBE
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
32-00-00-860-001 Flight Configuration Precautions with Electrical
Power
32-00-00-860-002 Ground Configuration after Flight Configuration with
Electrical Power

R

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3. __________
Job Set-up
_______
Subtask 34-21-00-860-052

(Ref. TASK 24-41-00-861-002).
(2) Take the applicable safety precautions before you open the LGCIU
circuit breakers
(Ref. TASK 32-00-00-860-001).
(3) Precautions
CAUTION : OBEY THESE PRECAUTIONS WHEN YOU DO THE TEST TO PREVENT

_______
DAMAGE TO INSTRUMENTS:
R - THE PRESSURES SET MUST NOT BE MORE THAN 1050 hPa (31 in
Hg) OR LESS THAN 115 hPa (3.39 in Hg)
R - CHANGES IN STATIC PRESSURE MUST NOT BE MORE THAN 6000
FEET/MINUTE
- DO NOT SUDDENLY OPEN LINES TO AMBIENT AIR WHILE THE
PRESSURE GENERATOR IS CONNECTED.
CAUTION : THE TOTAL PRESSURE IN THE PITOT SYSTEM MUST NEVER BE LESS
_______
THAN THE STATIC PRESSURE. THE DIFFERENCE BETWEEN THE PITOT
AND THE STATIC PRESSURE CIRCUITS MUST NEVER BE MORE THAN
368 hPa (10.86 in Hg).
(4) Remove the slip on covers from the L and R static probes 7DA3 and
8DA3 of the standby system.
1400 MB (20.3 PSI) to one standby static probe with the ADAPTER
COVER-STATIC PORT (98D34003500100).
(6) Seal the opposite standby static probe with the COVER-STATIC PROBE
(98D34003500103).
(7) Start the ground pressure generator and set a static pressure of 1013
mb.

R

EFF :

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IAC
Subtask 34-21-00-865-053

_______
R ISOLATED.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-21-00-865-054
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 34-21-00-720-051
A. Test of the Standby Altimeter
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the standby altimeter, set a

barometric pressure of 1013 hPa.
2. On the ground pressure generator: - Make sure that the standby altimeter
- set a static pressure of 977.1 indicates 1000 ft (+ or - 20 ft).
hPa (1000 ft).
- Set a static pressure of 908.1 - Make sure that the standby altimeter
hPa (3000 ft). indicates 3000 ft (+ OR - 30 ft).
- Set a static pressure of 843 - make sure that the standby altimeter
hPa (5000 ft). indicates 5000 ft (+ or - 40 ft).

EFF :

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Page 515
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IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- set a static pressure of 571.8 - make sure that the standby altimeter
hPa (15,000 ft). indicates 15,000 ft (+ or - 105 ft).
- set a static pressure of 314.8 - make sure that the standby altimeter
hPa (29,000 ft). indicates 29,000 ft (+ or - 180 ft).
- slowly decrease the pressure

until you get atmospheric
pressure.
3. Stop the ground pressure

generator.
5. Close-up
________
Subtask 34-21-00-860-054
(2) Remove the adaptor from the standby static probe.
(4) Install the slip on covers on the static probes.
(5) Close the LGCIU circuit breakers and put the aircraft back to its
inertial cofiguration (Ref. TASK 32-00-00-860-002).

(Ref. TASK 24-41-00-862-002).

EFF :

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Page 516
Nov 01/07
R
IAC
Subtask 34-21-00-865-055
breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

EFF :

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Page 517
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IAC
ALTIMETER - STANDBY (3FN) - REMOVAL/INSTALLATION
________________________________________________
TASK 34-21-22-000-001
Removal of the Standby Altimeter (3FN)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
34-21-22-991-001 Fig. 401
R **ON A/C 901-901,
34-21-22-991-001-A Fig. 401A

R

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Page 401
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IAC
**ON A/C 001-012, 014-099, 901-901,
3. __________
Job Set-up
Subtask 34-21-22-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
122VU LIGHTING/INSTL LT/MAIN INST/PNL AND/PED 4LF Y04
Subtask 34-21-22-010-050
B. Remove the thermoformed cover from the center instrument panel.
4. Procedure
_________
**ON A/C 001-012, 014-099,
(Ref. Fig. 401/TASK 34-21-22-991-001)
**ON A/C 901-901,
(Ref. Fig. 401A/TASK 34-21-22-991-001-A)
**ON A/C 001-012, 014-099, 901-901,
Subtask 34-21-22-020-050
A. Removal of the Standby Altimeter (3FN)
(1) Loosen the screws (1). Do not remove them.
R (2) Push the screws (1) to release the standby altimeter (2) from the
R clamp.
R (3) Disengage the standby altimeter (2) from its housing.
R (4) Disconnect the electrical connector (6).

EFF :

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Page 402
Nov 01/07

IAC
R Standby Altimeter
Figure 401/TASK 34-21-22-991-001

EFF :

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Page 403
Feb 01/07

IAC
Standby Altimeter
Figure 401A/TASK 34-21-22-991-001-A

R

EFF :

901-901, 34-21-22

Page 404
May 01/07

IAC
R (5) Disconnect the quick-disconnect coupling (5).
R (6) Remove the standby altimeter (2).
R (7) Put blanking caps on the disconnected electrical connectors (4) and
(6).
R (8) Put blanking plugs on the disconnected line ends (3) and (5).

EFF :

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Page 405
Nov 01/07

IAC
TASK 34-21-22-400-001
Installation of the Standby Altimeter (3FN)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
25-13-41-000-002 Removal of the Sidewall Panels

25-13-41-400-002 Installation of the Sidewall Panels
33-13-00-710-001 Operational Test of the Instrument and Panel Integral
Lighting
**ON A/C 001-012, 014-099,
34-21-22-991-001 Fig. 401
R **ON A/C 901-901,
34-21-22-991-001-A Fig. 401A
R **ON A/C 001-012, 014-099, 901-901,
34-21-22-991-002 Fig. 402

R

EFF :

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Page 406
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IAC
3. __________
Job Set-up
Subtask 34-21-22-865-051
A. Make sure that this(these) circuit breaker(s) is(are) open, safetied and
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-21-22-010-051
B. Remove the sidewall panel 211LW (Ref. TASK 25-13-41-000-002).
4. Procedure
_________
**ON A/C 001-012, 014-099,
(Ref. Fig. 401/TASK 34-21-22-991-001)
R **ON A/C 901-901,
(Ref. Fig. 401A/TASK 34-21-22-991-001-A)
R **ON A/C 001-012, 014-099, 901-901,
Subtask 34-21-22-420-050
A. Installation of the Standby Altimeter (3FN)
(3) Remove the blanking plugs from the line ends (3) and (5).
(4) Make a loop of the flexible hose and connect the quick-disconnect
coupling (5) to the receptacle (3) of the standby altimeter (2).
(Ref. Fig. 402/TASK 34-21-22-991-002)

R

EFF :

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IAC
Connection of the Quick-disconnect coupling
Figure 402/TASK 34-21-22-991-002

R

EFF :

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Page 408
May 01/07

IAC
coupling.
R (6) Pull the quick-disconnect coupling to make sure that it is correctly

R attached.
(8) Connect the electrical connector (6) to the receptacle (4) of the
standby altimeter (2).
(9) Install the standby altimeter (2) in its housing.
(10) Look behind the standby altimeter and make sure that the position of
the flexible hoses (static pressure line) is satisfactory (no
crushing, kinks, creases or folds).
(11) Tighten the screws (1).
Subtask 34-21-22-865-052
breaker(s):
16FN, 4LF
Subtask 34-21-22-710-050
C. Do the operational test of the instrument and panel integral lighting

(Ref. TASK 33-13-00-710-001).
5. Close-up
________
Subtask 34-21-22-410-050
A. Close Access
(1) Install the thermoformed cover on the center instrument panel.
(2) Install the sidewall 211LW (Ref. TASK 25-13-41-400-002).
items.

EFF :

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Page 409
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IAC
ALTIMETER - STANDBY (3FN) - ADJUSTMENT/TEST
___________________________________________
TASK 34-21-22-820-001
ADJUSTING/ALIGNING/CALIBRATING of the Standby Altimeter
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-21-22-000-001 Removal of the Standby Altimeter (3FN)

34-21-22-400-001 Installation of the Standby Altimeter (3FN)
CMM 342122
3. __________
Job Set-up
Subtask 34-21-22-869-050
A. Not Applicable
4. Procedure
_________
Subtask 34-21-22-020-053
A. Remove the standby altimeter (Ref. TASK 34-21-22-000-001).
Subtask 34-21-22-820-050
B. Do a calibration test of the standby altimeter

(Ref. CMM 342122).
Subtask 34-21-22-420-053
C. Install the standby altimeter (Ref. TASK 34-21-22-400-001).

R

EFF :

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Page 501
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IAC
INDICATOR - STANDBY AIRSPEED (9FN) - REMOVAL/INSTALLATION
_________________________________________________________
TASK 34-21-26-000-001
Removal of the Standby Airspeed Indicator (9FN)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
34-21-26-991-001 Fig. 401
R **ON A/C 901-901,
34-21-26-991-001-A Fig. 401A

R

EFF :

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Page 401
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IAC
**ON A/C 001-012, 014-099, 901-901,
3. __________
Job Set-up
Subtask 34-21-26-865-053
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-21-26-010-050
4. Procedure
_________
**ON A/C 001-012, 014-099,
(Ref. Fig. 401/TASK 34-21-26-991-001)
**ON A/C 901-901,
(Ref. Fig. 401A/TASK 34-21-26-991-001-A)
**ON A/C 001-012, 014-099, 901-901,
Subtask 34-21-26-020-050
A. Removal of the Standby Airspeed Indicator (9FN)
R (2) Push the screws (1) to release the standby airspeed indicator (2).
R (3) Disengage the standby airspeed indicator (2) from its housing.
R (5) Disconnect the red and green quick-disconnect couplings (5) from the
connectors (4).

EFF :

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Page 402
Nov 01/07

IAC
R Standby Airspeed Indicator
Figure 401/TASK 34-21-26-991-001

EFF :

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Page 403
Feb 01/07

IAC
Standby Airspeed Indicator
Figure 401A/TASK 34-21-26-991-001-A

R

EFF :

901-901, 34-21-26

Page 404
May 01/07

IAC
R (6) Remove the standby airspeed indicator (2).
(6).

EFF :

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Page 405
Nov 01/07

IAC
TASK 34-21-26-400-001
Installation of the Standby Airspeed Indicator (9FN)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

Lighting
**ON A/C 001-012, 014-099,
34-21-26-991-001 Fig. 401
R **ON A/C 901-901,
34-21-26-991-001-A Fig. 401A
R **ON A/C 001-012, 014-099, 901-901,
34-21-26-991-002 Fig. 402
3. __________
Job Set-up
Subtask 34-21-26-865-054
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

R

EFF :

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Page 406
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IAC
Subtask 34-21-26-010-051
B. Remove the sidewall panel 211LW (Ref. TASK 25-13-41-000-002)
4. Procedure
_________
**ON A/C 001-012, 014-099,
(Ref. Fig. 401/TASK 34-21-26-991-001)
R **ON A/C 901-901,
(Ref. Fig. 401A/TASK 34-21-26-991-001-A)
R **ON A/C 001-012, 014-099, 901-901,
Subtask 34-21-26-420-050
A. Installation of the Standby Airspeed Indicator (9FN)
(4) Connect the quick-disconnect couplings (5) of the pressure lines

(green and red) to the related connectors (4) of the standby airspeed
indicator (2).
(Ref. Fig. 402/TASK 34-21-26-991-002)
couplings.

correctly attached.
condition.
standby airspeed indicator (2).

R

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IAC
Illustration of the Quick-disconnect coupling
Figure 402/TASK 34-21-26-991-002

R

EFF :

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(10) Install the standby airspeed indicator (2) in its housing.
(11) Look behind the standby airspeed indicator and make sure that the
position of the flexible hoses (static and total pressure lines) is
satisfactory (no crushing, kinks, creases or folds).
(12) Tighten the screws (1).
Subtask 34-21-26-865-055
breaker(s):
4LF
Subtask 34-21-26-710-050
C. Do the operational test of the instrument and panel integral lighting

(Ref. TASK 33-13-00-710-001).
5. Close-up
________
Subtask 34-21-26-410-050
(2) Install the sidewall panel 211LW (Ref. TASK 25-13-41-400-002).
items.

R

EFF :

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INDICATOR - STANDBY AIRSPEED (9FN) - ADJUSTMENT/TEST
____________________________________________________
TASK 34-21-26-820-001
ADJUSTING/ALIGNING/CALIBRATING of the Standby Airspeed Indicator
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-21-26-000-001 Removal of the Standby Airspeed Indicator (9FN)

34-21-26-400-001 Installation of the Standby Airspeed Indicator (9FN)
CMM 341002
3. __________
Job Set-up
Subtask 34-21-26-020-053
A. Remove the standby airspeed indicator (Ref. TASK 34-21-26-000-001).
4. Procedure
_________
Subtask 34-21-26-820-050
A. Do a calibration test of the standby airspeed indicator

(Ref. CMM 341002).
5. Close-up
________
Subtask 34-21-26-420-053
A. Install the standby airspeed indicator (Ref. TASK 34-21-26-400-001).

R

EFF :

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STANDBY DATA : ATTITUDE AND HEADING - DESCRIPTION AND OPERATION
_______________________________________________________________
1. General
_______
A. Standby Heading
The standby heading is performed by a magnetic compass that is an
independent instrument which provides the flight crew with the A/C
magnetic heading.
It is installed on the top of the windshield center post and allows a
check of the heading provided by the main sources of the heading system.
It acts in standby when these systems are inoperative.
B. Standby Attitude
The standby attitude is performed by a gyroscopic horizon that is an
independent instrument which provides the flight crew, with a constant
indication of the aircraft attitude. It is contained in a 3 ATIs case and
installed on the center instrument panel. It allows a check of the
attitude provided by the main sources of attitude system. It acts in
standby when these systems are inoperative.
2. __________________
Component Location
**ON A/C 001-012, 014-099,
(Ref. Fig. 001)
R **ON A/C 901-901,
(Ref. Fig. 001A)
R **ON A/C 001-012, 014-099, 901-901,
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
2FN COMPASS-STANDBY 211 831 34-22-23
7FN IND-STANDBY HORIZON 4VU 211 831 34-22-24
3. __________________
System Description

EFF :

001-012, 014-099, 901-901, 34-22-00

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Config-1 May 01/07

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Standby Data - Attitude and Heading - Component Location
Figure 001

EFF :

001-012, 014-099, 34-22-00

Page 2
Config-1 May 01/07

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Standby Data - Attitude and Heading - Component Location
Figure 001A

EFF :

901-901, 34-22-00

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Config-1 May 01/07

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**ON A/C 001-012, 014-099,
(Ref. Fig. 002, 003)
A. Standby Compass
The standby compass consists of a magnetic element rotating inside a
compass bowl, immersed in a damping liquid. The magnetic element (1) is
linked to a graduated compass card which moves against a lubber line (2)
and gives the magnetic heading.
Below the viewing window are two apertures (4) marked N.S and E.W,
allowing to achieve compensation by positioning the two small magnetized
bars (compensator).
Above the viewing window is a non-magnetic lamp (3) assembly which
provides illumination of the compass card.
R **ON A/C 901-901,
(Ref. Fig. 002, 003A)
A. Standby Compass
Above the viewing window are two apertures (4) marked B (E.W) and C (N.S)
, allowing to achieve compensation by positioning the two small
magnetized bars (compensator).
Below the viewing window is a non-magnetic lamp (3) assembly which
R **ON A/C 001-012, 014-099, 901-901,
B. Standby Horizon Indicator

The standby horizon indicator is supplied with 28VDC from essential bus
401PP.
A static inverter in the instrument converts this 28VDC into three phase
alternate current to supply the gyroscopic motor. The gyro rotor rotates
at high speed (> 23,000 RPM) around its vertical axis and provides the
vertical reference.
The gimbal assy comprises two orthogonal axes (pitch and roll).
The internal gimbal which includes the stator controls the rotation of
the drum in the pitch axis by means of gear. The pitch gimbal is
restricted to approximately plus or minus 85 degrees around the pitch
axis (mechanical stop).

EFF :

001-012, 014-099, 901-901, 34-22-00

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Config-1 May 01/07

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Standby Data - Attitude and Heading - Electrical Circuit
Figure 002

EFF :

001-012, 014-099, 901-901, 34-22-00

Page 5
Config-1 May 01/07

IAC
Standby Data - Attitude and Heading - Data Indicating
Figure 003

EFF :

001-012, 014-099, 34-22-00

Page 6
Config-1 May 01/07

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Standby Data - Attitude and Heading - Data Indicating
Figure 003A

EFF :

901-901, 34-22-00

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The external gimbal controls the roll rotation. The roll gimbal has
unrestricted 360 degrees rotation around the roll axis.
The gyro pin axis is maintained in the vertical position by the erection
system (unstable pendulum erector) which is removed when the rotor axis
deviates more than 9 degrees plus or minus 2 degrees. The accuracy of the
vertical position in clean configuration is less than 0.5 degree. The
fast resetting of the gyroscopic horizon can be activated by pulling the
knob (8) located in the lower R corner of the indicator.
The indicator provides the following information :
- roll angle,
- pitch angle,
- instrument failure (RED flag).
(1) Pitch information

The aircraft symbol (black and yellow) (7) is fixed.
The pitch drum (9), in the center of the instrument is divided into
two zones separated by the reference horizon (white) :
the upper part is blue, the lower part is brown.
The pitch indications are displayed by means of a drum which is
graduated between -80 and +80 degrees.
(2) Roll information

The roll information is given by a pointer (10) which moves in front
of a dial (5) graduated in 10 degrees increments between -30 and +30
degrees.
(3) Failure warning

The flag (6) comes into view if a failure is detected in the
electrical power supply or if the gyro rotor speed drops below 18,000
RPM.

EFF :

001-012, 014-099, 901-901, 34-22-00

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__________________________________________________________
STANDBY DATA : INTEGRATED STANDBY INSTRUMENT SYSTEM (ISIS)
_________________________
1. General
_______
A. ISIS Indicator
The Integrated Standby Instrument System (ISIS) indicator replaces the
three conventional standby instruments:
- the standby altimeter
- the standby horizon indicator
- the standby airspeed indicator.
It is located on the center instrument panel.
B. Standby Compass
The standby heading is given by a magnetic compass that is an independent
instrument which provides the flight crew with the A/C magnetic heading.
It is installed on the top of the windshield center post and allows a
check of the heading provided by the main sources of the heading system.
It acts in standby when these systems are inoperative.
2. Component
__________________
Location
(Ref. Fig. 001)
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
2FN COMPASS-STANDBY 210 831 34-22-23
22FN IND-ISIS 401VU 211 34-22-25
3. __________________
System Description
A. ISIS Indicator
(1) Initialization function

(Ref. Fig. 002)
This function corresponds to the initialization phase of the ISIS
indicator.
As soon as the ISIS indicator is energized, the display shows these
four yellow digital boxes for approximately 90 s:
- ATT for the standby horizon function
- SPD for the airspeed indicator function, ALT for the altimeter
function the standby horizon
- INIT 90 S for the initialization function.
ISIS performs an excessive motion test during the whole
initialization phase.

EFF :

101-199, 902-999, 34-22-00

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Config-2 May 01/07

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ISIS - Component Location
Figure 001

EFF :

101-199, 902-999, 34-22-00

Page 2
Config-2 May 01/07

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ISIS Indicator - Initialization Display
Figure 002

EFF :

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IAC
If aircraft motion is detected, the attitude information is flagged
and a yellow ATT:RST flag with a red ATT flag are displayed at
the end of the initialization phase
(Ref. Fig. 003)
Pressing the RST pushbutton switch more than 2 seconds then
restarts the initialization phase.
The display also shows the baro reference. Baro reference can be
set during the initialization phase.
(2) Standby airspeed indicator function

(Ref. Fig. 004)
(a) The standby airspeed indicator function measures the pitot/static

pressure differential from the standby air data system and
provides airspeed indication in knots.
The airspeed indication is displayed by means of a white tape
positioned vertically in the left part of the display area.
The airspeed scale is linear with five-knot graduations from 5 to
250 kts, ten-knot graduations from 250 to 520 kts and digital
values every 20 kts.
This tape moves up and down to indicate the A/C actual speed
value in front of a fixed yellow reference line.
When the airspeed data is not valid, a red SPD flag is displayed
in place of the airspeed scale.
(b) Mach number

(Ref. Fig. 004)
The Mach number is always computed.
When the Mach number is above .5 (increasing sense) it is
displayed in green in the left bottom part of the display area,
just below the speed scale in green color. The display range is
.50 to .99 (increasing sense) and .99 to .45 (decreasing sense).
In case of failure, a red M flag is displayed in place of the
Mach number.
(3) Standby altimeter function

(Ref. Fig. 005)
(a) The standby altimeter indication is supplied with static pressure

by the standby air data system to indicate the barometric
altitude of the aircraft in feet.
The barometric altitude indication is displayed by means of a
black tape with white indications, positioned vertically in the
right part of the display area.
The altitude scale is linear from - 2000 to + 50,000 ft with 100
ft graduations, with digital indications every 500 ft.

EFF :

101-199, 902-999, 34-22-00

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Config-2 May 01/07

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ISIS Indicator - Excessive motion during the initialization phase.
Figure 003

EFF :

101-199, 902-999, 34-22-00

Page 5
Config-2 May 01/07

IAC
ISIS Indicator - Airspeed Display
Figure 004

EFF :

101-199, 902-999, 34-22-00

Page 6
Config-2 May 01/07

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ISIS Indicator - Altitude Display
Figure 005

EFF :

101-199, 902-999, 34-22-00

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This tape moves up and down with respect to a window surrounded
in yellow within which the A/C actual altitude value is displayed
in green digits.
The window is surrounded in cyan when an altitude bug is hidden
by this read-out.
In this window, the hundreds of feet are written in a large size
whereas the tens and units are displayed by a drum operating as a
conventional mechanical altimeter.
When the altitude data is not valid, a red ALT flag is displayed
in place of the altitude tape, but the selected pressure is
always displayed.
(b) Negative altitude

(Ref. Fig. 006)
If the altitude is negative, the NEG indication is displayed in
white close to the digital read-out. The range is - 2000 to 0 ft.
(4) Reference barometric pressure indication

(Ref. Fig. 007)
(a) By pushing the barometric reference (BARO) selector knob located

in the right bottom corner of the indicator, the pilot can select
the standard barometric pressure 1013.25 hPa (29.9211 in.Hg) or
the barometric correction whose value (without units) can be
adjusted by turning the knob (first press: STD, second press:
baro correction).
The barometric correction is displayed in cyan, in the center
bottom part of the display, in the range from 745 to 1100 hPa,
with a variation of 10 hPa per rotation of the knob.
In case of standard barometric pressure selection, a cyan STD
flag is displayed in place of the barometric correction value.
(5) Standby horizon function

(Ref. Fig. 008)
(a) Aircraft symbol

The fixed symbol is in yellow color, it comprises three parts:
two simplified wing/landing gear parts plus a center part.
It provides the pilot with a quick glance attitude information,
both in pitch and roll with respect to the attitude sphere.

EFF :

101-199, 902-999, 34-22-00

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Config-2 May 01/07

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ISIS Indicator - Negative Altitude Display
Figure 006

EFF :

101-199, 902-999, 34-22-00

Page 9
Config-2 May 01/07

IAC
ISIS Indicator - Reference Barometric Display
Figure 007

EFF :

101-199, 902-999, 34-22-00

Page 10
Config-2 May 01/07

IAC
ISIS Indicator - Pitch Scale Display
Figure 008

EFF :

101-199, 902-999, 34-22-00

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(b) Pitch angle information
(Ref. Fig. 008)
center of the A/C symbol. The scale moves behind the cut-sphere
shaped window, limited by the lines of an upper (blue) and a
lower (brown) sector. The scale rotates around the center of the
A/C symbol in accordance with the A/C present roll angle.
pitch angle values. The lines are given every 2.5 degrees from -
30 to + 30 degrees. Beyond 30 degrees, red large arrow heads
(V-shaped) indicate an excessive attitude and the direction to
follow in order to reduce it.
(c) Roll angle information

center of the A/C symbol and which is perpendicular to the
20 degrees, 30 degrees, 45 degrees and 60 degrees significant
values, on either side of the zero position (horizontal wings)
which is indicated by a small fixed black triangle surrounded in
white.
(d) Attitude failure presentation

(Ref. Fig. 009)
In case of detected failure of the pitch and/or roll angle
information, the whole attitude and guidance display is replaced
by the ATT red flag.
(e) Lateral acceleration

A black surrounded white trapezoidal index below the roll
reference triangle represents the A/C lateral acceleration.
Lateral acceleration is displayed in the range from -0,2 to
+0,2g. If the lateral acceleration exceeds this range, it is not
displayed any more. When the lateral acceleration is null, the
centre of the symbol is in a neutral zone, the width of which
corresponds to the middle of the base of the reference triangle.
This can result on ISIS in a shifting up to one millimeter
between this triangle and the symbol of lateral acceleration.
This behaviour comes from a compromise between the resolution of
the sensors, the precision of the display and the mounting of the
equipment on the instrument panel.

EFF :

101-199, 902-999, 34-22-00

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Config-2 May 01/07

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ISIS Indicator - Attitude Failure Display
Figure 009

EFF :

101-199, 902-999, 34-22-00

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(6) LS function
(Ref. Fig. 010, 011)
When the LS pushbutton switch located on the right top part of the
indicator is pushed, the Glide Slope (G/S) and Localizer (LOC) scales
come into view.
If the LOC and/or G/S signals are in Failure Warning condition or No
Refresh, the relative scale disappears and the relative red flag LOC
and/or G/S appears respectively in the left bottom corner and/or in
the right top corner of the display area. If the LOC and/or G/S
signals are in NCD condition, only the scales without diamond are
displayed.
(Ref. Fig. 012)
B. Standby Compass
Above the viewing window are two apertures (4) marked B (E.W) and C
(N.S), allowing to achieve compensation by positioning the two small
magnetized bars (compensator).
Below the viewing window is a non-magnetic lamp (3) assembly which
4. Power
____________
Supply
(Ref. Fig. 013)
A. ISIS Indicator
The ISIS indicator is supplied with 28VDC from the essential busbar
401PP. In case of loss of this busbar, the supply of the ISIS indicator
is automatically switched over to the battery busbar 703PP by means of
the relay 7XB.
Consumption of the indicator is 20 W maximum in steady state.
Transparency time for the ISIS indicator is not less than 50 ms
(memorizing of current configuration on power supply transients comprised
between 50 and 200 ms).
The display is lost during power supply cut off comprised between 50 and
200 ms.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
105VU NAV/STBY/INST/BAT 23FN J01

EFF :

101-199, 902-999, 34-22-00

Page 14
Config-2 May 01/07

IAC
ISIS Indicator - LS Display
Figure 010

EFF :

101-199, 902-999, 34-22-00

Page 15
Config-2 May 01/07

IAC
ISIS Indicator - LS Failure Display
Figure 011

EFF :

101-199, 902-999, 34-22-00

Page 16
Config-2 May 01/07

IAC
Standby Compass - Data Indicating
Figure 012

EFF :

101-199, 902-999, 34-22-00

Page 17
Config-2 May 01/07

IAC
ISIS Indicator - Power Supply
Figure 013

EFF :

101-199, 902-999, 34-22-00

Page 18
Config-2 May 01/07

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B. Standby Compass
The standby compass is supplied with 28VDC from the sheddable essential
bus 801PP.
The system is supplied through this circuit breaker:
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
49VU LIGHTING/ICE AND STBY/COMP/LIGHT 1LF H04
5. Interface
_________
The ISIS indicator is to 3 ATI size in accordance with ARINC 408A.
B. Peripherals
(Ref. Fig. 014)
(1) Digital data inputs

The ISIS indicator receives digital data inputs from the following
components:
(a) Inertial Reference

Two ARINC 429 high-speed buses provide the ISIS indicator with
the optional magnetic heading indication (label 320).
In normal configuration, the parameters displayed on the ISIS
indicator come from the ADIRU 1.
When a failure is detected, switching on the ADIRU 3 has to be
performed manually through the ATT/HDG selector switch on the
SWITCHING panel.
(b) ILS 1 (or MMR 1)

One ARINC 429 low-speed bus provides the ISIS indicator with the
LS function (label 173 for LOC and label 174 for G/S).
(c) A fourth ARINC 429 input (low or high speed) is reserved as

system provision.
(2) Discrete Inputs

The ISIS indicator receives the following discrete inputs:
(a) Ground/open signal from the ATT/HDG selector switch for selection
of active ADIRU 1 or 3.

EFF :

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ISIS - Interfaces
Figure 014

EFF :

101-199, 902-999, 34-22-00

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(b) Ref baro pressure in in.Hg and hPa pin-program
- this discrete input permits the display of the reference
barometric pressure in in.Hg in addition to the reference
barometric pressure in hPa.
(c) Altitude in meter pin-program

- this discrete permits the display of the altitude value in
meters in addition to the altitude value in feet.
(d) V-bars optional function pin-program

- this discrete permits to change the basic A/C symbol by the
V-bars symbol.
(e) Test discrete input

- this discrete input allows the ISIS indicator to manage the
BITE failures sent to the CFDIU.
(f) Four input discretes are used for indicator face tilting
The face of the ISIS indicator can be set at 0 deg. and tilted
from 10 to 24 deg. by steps of 1 deg.
(g) One discrete input is used as parity.

(Ref. Fig. 015)
The parity control includes the monitoring of the optional
function pin-programs and the ISIS indicator face tilt discretes.
The parity discrete is activated only if the sum of the wired
discretes is an even result.
The parity discrete is monitored during power-up tests and
continuous built-in test. If the parity is valid, it is memorized
into non volatile memory. If the parity is not valid, the last
memorized configuration is used and the white MAINT flag is
displayed in the left top part of the display area (when CAS < 50
kts) until the configuration is valid.
If the ATT 10s message appears when the MAINT flag is shown, the
message has priority. The flag is displayed again as soon as the
message disappears.
(3) Digital data output

The ISIS indicator provides the following outputs:
(a) Centralised Fault Display Interface Unit (CFDIU)

The ISIS indicator is connected to the CFDIU to transmit the
following words:
- LRU identification, Part Number (P/N) and Serial Number (S/N)
(label 354),
- Built-In Test (BITE) status (label 356),
- Unit code (label 377).

EFF :

101-199, 902-999, 34-22-00

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ISIS Indicator - MAINT Flag Display
Figure 015

EFF :

101-199, 902-999, 34-22-00

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IAC
(b) ARINC 429 output bus (low speed) for the following air data:
- barometric corrected altitude in feet (label 204) and in meters
if corresponding option is activated (label 214),
- standard altitude in feet (label 203) and in meters if
corresponding option is activated (label 216),
- altitude rate (label 212),
- computed airspeed in knots (label 206),
- total pressure in hPa (label 242),
- uncorrected average static pressure in hPa (label 245),
- Mach number (label 205),
- barometric reference setting in hPa (label 234) and in in.Hg if
corresponding option is activated (label 235).
(c) ARINC 429 output bus (high speed) for the following inertial
data:
- body roll rate in degrees per second (label 327),
- roll angle in degrees (label 325),
- body pitch rate in degrees per second (label 326),
- pitch angle in degrees (label 324),
- body yaw rate in degrees (label 330),
- body longitudinal acceleration (label 331),
- body lateral acceleration (label 332).
(4) Discrete output

One discrete output is used for fault/healthy indication. This
discrete is grounded when the indicator is out of order and when the
OUT OF ORDER message is displayed.
(Ref. Fig. 016)
6. _____________________
A. External Description
(Ref. Fig. 017)
The face of the ISIS indicator has:
- an ATT/RST pushbutton switch to reset the horizon (attitude) function
to the true value,
- two ( + and - ) brightness adjustment pushbutton switches,
- a BUGS pushbutton switch for the display/inhibition of the BUGS
function,
- a LS pushbutton switch for the engagement/disengagement of the ILS
function,
- a light sensor,
- a BARO rotary knob/pushbutton switch. The pushbutton switch is used to
change the barometric pressure (which can be adjusted by the rotary
knob) to the standard pressure and back again.

EFF :

101-199, 902-999, 34-22-00

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IAC
ISIS Indicator - OUT OF ORDER Display
Figure 016

EFF :

101-199, 902-999, 34-22-00

Page 24
Config-2 May 01/07

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ISIS Indicator - Component Description
Figure 017

EFF :

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The back of the ISIS indicator is equipped with a 41-pin connector, a
total pressure pneumatic connector (P) and a static pressure pneumatic
connector (S).
B. Internal Description
(Ref. Fig. 018, 019)
The ISIS indicator contains the following subassemblies:
- a Filtering Board (FIB)
- a Power Supply Unit (PSU)
- an Interface Board (INB)
- a Pressure Sensor Module (PSM)
- an Inertial Measurement Unit (IMU)
- a Control Processor and Graphic Display Module (CPGDM)
- an Optical Module (OPM).
(1) Filtering board

This board includes the rear plate with the two pressure unions for
the static and the total pressures and the 41-pin external connector.
It ensures protection against electromagnetic interference and
lightning strikes.
(2) Power supply unit

From the 28VDC, this unit supplies the voltages necessary for the
operation of the indicator.
(3) Interface board

This board makes the interface between part of the indicator
inputs/outputs, the pressure sensors, the inertial sensors, the face,
the light box and the CPGDM.
It also supplies a clock signal at 20MHz.
(4) Pressure sensor module

This module contains for each system (static pressure and total
pressure):
- a pressure sensor with a cell (silicon detector),
- a sensor memory with an electronic board that shapes the signals
and stores the characterization parameters of the sensor.

EFF :

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ISIS Indicator - Block Diagram
Figure 018

EFF :

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Config-2 May 01/07

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ISIS Indicator - Location of Internal Components
Figure 019

EFF :

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(5) Inertial measurement unit
This unit includes three single-axis rate sensors (with analog
outputs) and their temperature probes, two acceleration sensors and
their temperature probes, and an electronic board.
Its functions are as follows:
- angular rate measurement,
- temperature measurement,
- absolute acceleration measurement,
- storing of the IMU parameters (sensors, misalignment,
identification),
- generation of configuration data (IMU presence, two or three
accelerometers),
- generation of sensor healthy-operation discretes,
- digitization of the sensor data (analog-to-digital converter).
(6) Control processor and graphic display module

This module performs the computing and graphics generation functions.
The Control Processing Unit (CPU) part of the CPGDM processes the
data received through the INB and directly from the IMU to calculate
the operational parameters (altitude, attitude and airspeed).
The graphics part converts the data supplied by the CPU into smoothed
symbology and drives the Liquid Crystal Display (LCD).
(7) Optical module

This module includes a LCD matrix, backlighting (light box with three
tubes) and the control electronics for this lighting.
7. Operation
_________
A. System Performance
The parameter computation frequency is sufficient to respect the required
performances and to avoid important gap between two consecutive displayed
values. The elapsed time between the acquisition of air data and the
display of the parameters is less than 200 ms.
(1) Standby airspeed indicator function

The ISIS indicator can operate from 0 to 600 kts without
deterioration.
(2) Standby altimeter function

The ISIS indicator can operate from -2500 to 55,000 ft and at 40,000
ft/mn speed variation without deterioration.

EFF :

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(3) Standby horizon function
The ISIS indicator can operate from -180 to +180 deg. in pitch and
roll without deterioration.
- gyrometers (3): the indicator can follow a 100 deg./s pitch or roll
variation, a 10,000 deg./square second angular acceleration. The
associated monitoring is triggered when angular speeds becomes
higher than 100 deg./s.
- accelerometers (2): the associated monitoring is triggered when the
constant acceleration in x and/or y axis becomes greater than 2.5g.
If this monitoring is triggered, the WAIT ATT message is
displayed
(Ref. Fig. 020)
If the conditions become normal againand if the attitude
performance remains adequate for 10 seconds, the WAIT ATT message
disappears and is replaced by the horizon display.
Otherwise, after 10 seconds or if the attitude performance is
affected, the attitude function is considered as failed and the
ATT:RST message is displayed in place of the WAIT ATT message
(Ref. Fig. 021)
Pressing the RST pushbutton switch more than 2 seconds in steady
flight quickly resets the attitude information.
B. Control and Indicating

The face of the ISIS indicator includes the following controls:
(1) BUGS pushbutton switch

(Ref. Fig. 022)
When the BUGS pushbutton switch is pushed, the BUGS page is shown.
This page is used to program characteristic speeds and altitudes
displayed on speed and altitude scales respectively.
The BUGS page has two columns positioned vertically:
an SPD column made of four boxes and an ALT column made of two boxes.
Initially, the first box of the SPD column (left top) is flashing.
The corresponding speed value has to be selected using the BARO
selector knob (cyan SET/SELECT indication followed by an arrow in the
right bottom part of the display). This value cannot be less than 30
kts and can only be selected or changed when OFF function is
deselected (true also with altitude bugs). When the correct value is
displayed, access to the next box (below) is made by pushing the -
pushbutton switch. This box is then active and flashes. After the
fourth box of the SPD column, access to the last box of the ALT
column (right top) is made by using the BARO selector knob. The
altitude values selected cannot be negative. The - pushbutton
switch is also used to select the last ALT box and then the first SPD
box again. The + pushbutton switch is used to return to the
previous box.

EFF :

101-199, 902-999, 34-22-00

Page 30
Config-2 May 01/07

IAC
ISIS INDICATOR - WAIT ATT Flag
Figure 020

EFF :

101-199, 902-999, 34-22-00

Page 31
Config-2 May 01/07

IAC
ISIS INDICATOR - ATT RESET Flag
Figure 021

EFF :

101-199, 902-999, 34-22-00

Page 32
Config-2 May 01/07

IAC
ISIS Indicator - Bugs Selection Display
Figure 022

EFF :

101-199, 902-999, 34-22-00

Page 33
Config-2 May 01/07

IAC
The operational page is displayed again and the entered values are
memorized by pushing the BUGS pushbutton switch or after 15 s without
pilot action. These values are memorized until new values are
entered, even in case of ISIS indicator power supply cutoff.
If one memorized bug has not to be displayed on speed or altitude
scale, it is possible to hide it by pushing the BARO selector knob.
The OFF indication is shown close to the selected box and the value
is still displayed. By pushing the BARO selector knob again, the
displayed and memorized bug is active. Initially, speed bugs are set
to 30 and altitude bugs are set to 0. All the bugs can be hidden
using the OFF function.
(2) RST pushbutton switch

(Ref. Fig. 023)
The RST (reset) pushbutton switch located in the left bottom part of
the indicator enables to reset the attitude indication to the true
value during stabilized flight (without pitch and roll angles and
with stabilized speed).
During the reset, a yellow ATT 10s message is shown in the center of
the display area, in place of the horizon line. After a 10-second
delay, the operational page is automatically displayed.
(3) LS pushbutton switch

This pushbutton switch located in the right top part of the indicator
enables the display of the LS bars (LOC and G/S) (if the
corresponding pin-program is activated) in place of the magnetic
heading indications.
(4) BARO selector knob

This grey barometric selector knob located in the right bottom corner
of the indicator, enables to display the standard barometric pressure
or the barometric correction whose value can be adjusted by turning
the knob.
This knob is used for the selection of the altitude and airspeed
bugs.
(5) Brightness control

The ISIS indicator has a manual and automatic display brightness
control device, located on its face. The brightness ensures the
readability in all environmental lighting conditions expected in
service.
After a long power supply interrupt on ground (>200 ms), an average
brightness value is selected. In other cases, the last memorized
brightness value is selected.
The pushbutton switches are lighted for night vision in accordance
with the general cockpit selection.

EFF :

101-199, 902-999, 34-22-00

Page 34
Config-2 May 01/07

IAC
ISIS Indicator - Attitude Reset Display
Figure 023

EFF :

101-199, 902-999, 34-22-00

Page 35
Config-2 May 01/07

IAC
8. Test
____
A. BITE Description
(1) General
The ISIS indicator is fitted with an internal flight/ground
information in order to manage the BITE and to prevent maintenance
mode activation in flight.
The test is inhibited when the internal computed airspeed is greater
than 60 kts.
NOTE : The ISIS indicator complies with ABD0018, ABD0048 and ABD0100
____
Specification.
The ISIS indicator is able to display maintenance data when the BUGS
and the LS pushbutton switches are pushed simultaneously (at least 2
s). In this case, a menu with two items is shown on the Liquid
Crystal Display (LCD).
(a) OTHER DATA menu

When the key adjacent to the OTHER DATA item (-) is pushed, a
specific menu made of two items (LRU IDENT and ENGINEERING DATA)
is shown.
- LRU IDENT item
(Ref. Fig. 024)
Allows to display the P/N and the S/N of the ISIS indicator,
the configuration of the equipment (optional functions
activated) and the functional time counter.
- ENGINEERING DATA item
(Ref. Fig. 025)
The engineering data provides correlation parameters and
snapshot data concerning the failure displayed.
In addition the engineering data enables to display the
functional time counter.
(b) TESTS menu

When the key adjacent to the TESTS item (+) is pushed, a specific
menu made of two items (FUNCTIONAL TEST (110s) and DISPLAY TEST)
is shown.
- DISPLAY TEST item
(Ref. Fig. 026)
The display test function enables to display white and black
screens to check LCD screen state/quality.
- FUNCTIONAL TEST (110s) item
(Ref. Fig. 027)

EFF :

101-199, 902-999, 34-22-00

Page 36
Config-2 May 01/07

IAC
ISIS Indicator - LRU IDENT Menu
Figure 024

EFF :

101-199, 902-999, 34-22-00

Page 37
Config-2 May 01/07

IAC
ISIS Indicator - ENGINEERING DATA Menu
Figure 025

EFF :

101-199, 902-999, 34-22-00

Page 38
Config-2 May 01/07

IAC
ISIS Indicator - DISPLAY TEST Menu
Figure 026

EFF :

101-199, 902-999, 34-22-00

Page 39
Config-2 May 01/07

IAC
ISIS Indicator - FUNCTIONAL TEST Menu
Figure 027

EFF :

101-199, 902-999, 34-22-00

Page 40
Config-2 May 01/07

IAC
When the key adjacent to the FUNCTIONAL TEST (110s) item (+) is
pushed, the functional test is started and the message IN
PROGRESS 110s is shown in the middle of the display area. At
the end of the test, the message TEST OK is shown on the
display area. In case of fault detection, the BITE displays a
message.

EFF :

101-199, 902-999, 34-22-00

Page 41
Config-2 May 01/07

IAC
STANDBY DATA : ATTITUDE AND HEADING - ADJUSTMENT/TEST
_____________________________________________________
TASK 34-22-00-710-001
Operational Check of the standby compass including light test and visual check
_______
R NOTE : The aircraft must not be near magnetic materials (vehicles,

____
R buildings...) when you do this test.
1. __________________
Reason for the Job

To make sure that:
- the difference between the magnetic heading values on the standby compass
and the ND is not more than + or - 8⁰
- the lighting of the standby compass operates correctly
- you can read the compass cards .
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
34-22-00-730-001 Compensation Adjustment/Test of the Standby Compass

EFF :

ALL 34-22-00

Page 501
Nov 01/06

IAC
3. __________
Job Set-up
Subtask 34-22-00-860-050

002).
(2) Do the EIS start procedure (CAPT ND only)(Ref. TASK 31-60-00-860-

001).
(3) Do the IR alignement procedure (Ref. TASK 34-10-00-860-004).
(4) On the windshield center post, pull the standby compass support that
you can retract from its housing.
4. Procedure
_________
Subtask 34-22-00-710-050
A. Operational Test of the Standby Compass
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the CAPT ND, read the magnetic Make sure that:

heading value. - the difference between the magnetic
heading values on the standby compass
and the ND is not more than + or -
8⁰.
NOTE : If the difference between the

____
magnetic heading values on the
standby compass and the ND is
more than + or - 8⁰ : do the
compensation adjustment/test of
the standby compass (Ref. TASK
34-22-00-730-001).

ADIRS CDU:

EFF :

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Page 502
May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
OFF.
3. On the INT LT section of the On the standby compass:

overhead panel 25VU:
- set the STBY COMPASS switch to - the lighting is on

STBY COMPASS - you can read the compass cards from
the CAPT and F/O seats.
- set the STBY COMPASS switch to - the lighting goes off.

OFF
Subtask 34-22-00-210-050
B. Visual Inspection of the Standby Compass
(1) Make sure that:

- the support is in good condition
- the standby compass is correctly attached to the support
- there are no leaks.
(2) In the compass bowl, make sure that the liquid:

- is clear
- does not contain bubbles or sediment.
5. Close-up
________
Subtask 34-22-00-860-051
(1) Do the EIS stop procedure(Ref. TASK 31-60-00-860-002).
(2) On the windshield center post, push the standby compass support into
its housing.

002).

EFF :

ALL 34-22-00

Page 503
May 01/08

IAC
TASK 34-22-00-730-001
Compensation Adjustment/Test of the Standby Compass
_______
NOTE : To move the aircraft for this procedure, you can use:
____
- a tractor (you must disconnect the tractor and the towbar for each
adjustment) or,
- the aircraft engines (this is the recommended procedure).
1. __________________
Reason for the Job
- to adjust the compensation of the standby compass

- to find the deviation curve of the compass values when they are more than
+ or - 8⁰ from the magnetic heading.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific 2 mm-wide non magnetic screwdriver

R
R CE2-40 1 COMPENSATION KEY
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

APU
from the APU
34-22-00-710-001 Operational Check of the standby compass including
light test and visual check

EFF :

ALL 34-22-00

Page 504
May 01/08

IAC
3. __________
Job Set-up
Subtask 34-22-00-860-052
NOTE : For this procedure the aircraft must be on a compensation base

____
that can support the weight of the aircraft. The compensation base
must be:
- a compensation base certified by the applicable authorities or,
- a compensation base with these properties:
. a horizontal area in which the horizontal component of the
earths magnetic field is ( +/- 1 degree ),
.sufficiently large for the aircraft be turn smoothly 360
degrees,
.with no metal objects near it ( no vehicles or other aircraft
in a radius of 250ft, no buildings with magnetic materials in a
radius of 600ft around the ai rcraft ).
(1) Make sure that there are no ferromagnetic parts installed near the
standby compass.
Ferromagnetic parts near the standby compass can cause compass
heading errors(fasteners, tools, etc...).
(2) Energize the aircraft electrical circuits from the APU (Ref. TASK 24-
41-00-861-002).
(3) Make sure that the standby compass operates correctly (Ref. TASK 34-
22-00-710-001).
(4) Do the EIS start procedure (NDs only)(Ref. TASK 31-60-00-860-001).
(5) Do the IR alignment procedure(Ref. TASK 34-10-00-860-004).
(6) Adjust the position of the aircraft until its lubber line points to
the North with a deviation less than 2⁰.
(7) On the ADIRS CDU set the DISPLAY DATA selector switch to HDG.

EFF :

ALL 34-22-00

Page 505
May 01/08
R
IAC
INTENTIONALLY BLANK

R

34-22-00

Page 506
May 01/08

IAC
Subtask 34-22-00-865-050
B. Make sure that these circuit breakers are closed to get the radio/
magnetic environment that usually occurs in flight :
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
49VU NAV/VOR/1 2RS1 G13
49VU COM/VHF/1 2RC1 G09
**ON A/C 020-099, 101-199, 901-999,
49VU NAV/ADF/1 1RP1 H14
**ON A/C 020-099, 101-199, 902-999,
49VU COM HF1 1RE1 HA14
**ON A/C 901-901,
49VU COM/HF1 1RE1 HA14
**ON A/C 001-012, 014-019,
121VU COM NAV/ADF/1 1RP1 K03
**ON A/C 001-012, 014-099,

121VU COM NAV/HF2 1RE2 L13
**ON A/C 001-012, 014-019,
**ON A/C ALL
121VU COM NAV/VOR/2 2RS2 K08

121VU COM NAV/VHF/2 2RC2 L04

EFF :

ALL 34-22-00

Page 507
Feb 01/08
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 101-199, 901-999,
**ON A/C 001-012, 014-099,
Subtask 34-22-00-020-050
C. Below the display window on the front face of the standby compass:
- remove and safety the protection cover of the compensator.
**ON A/C ALL
4. Procedure
_________
**ON A/C 001-012, 014-099,
Subtask 34-22-00-730-050
A. Compensation Adjustment/Test of the Standby Compass
NOTE : The reference magnetic heading referred to in this procedure is

____
equal to the true heading indication read on the ADIRS CDU plus
the magnetic variation.
Magnetic heading = true heading + magnetic variation (a natural
phenomenon which varies continuously).
(1) On the standby compass:

- put the 2 mm-wide non magnetic screwdriver into the EW hole below
the display window
- use the non magnetic screwdriver to set the EW compensation system
to zero
- put the non magnetic screwdriver into the NS hole below the display
window
- use the non magnetic screwdriver to set the NS compensation system
to zero.

R

EFF :

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Page 508
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IAC
(2) Use the system in operation to set the aircraft to north (MHN)
(Magnetic Heading North):
- calculate and write the magnetic deviation DN between the MHN and
the CH (Compass Heading Indication of the Standby Compass):
DN = MHN - CH
- the Adjustment Value (AV) is equal to DN
- correct the CH with the AV to get the compensated compass heading
indication (CCH)
- put the non magnetic screwdriver into the NS hole of the standby
compass
- use the non magnetic screwdriver to set the standby compass to CCH.
Example:
. if MHN = 360⁰ and CH = 356⁰
DN = 360⁰ - 356⁰ = +4⁰
AV (adjustment value) = +4
Correct the Compass Heading indication of the standby compass (CH)
with the AV to get the CCH
356⁰ + 4 = 360⁰
. if MHN = 0⁰ and CH = 002⁰
DN = 0⁰ - 2⁰ = -2⁰
AV (Adjustment Value) = -2⁰
2⁰ +(-2⁰) = 0
(3) Set the aircraft to East (MHE):

- calculate and write the magnetic deviation DE between the MHE and
the CH
DE = MHE - CH
- the Adjustment Value (AV) is equal to DE
- correct the CH with the AV to get the CCH
- put the non magnetic screwdriver into the EW hole of the standby
compass
- use the non magnetic screwdriver to set the standby compass to CCH
(Ref. Para. (2)).
(4) Set the aircraft to South (MHS):

- calculate and write the magnetic deviation DS between the MHS and
the CH
DS = MHS - CH
DS
the Adjustment Value (AV) is equal to --
2
- put the non magnetic screwdriver into the NS hole of the standby
compass

R

EFF :

001-012, 014-099, 34-22-00

Page 509
Feb 01/08

IAC
Example:
. if MHS = 180⁰ and CH = 174⁰
DS = 180⁰ - 174⁰ = +6⁰
DS 6
AV = -- = + - = +3
2 2
with the Adjustment Value (AV) to get the CCH
174⁰ + 3⁰ = 177⁰
. if MHS = 180⁰ and CH = 182⁰
DS = 180⁰ - 182⁰ = -2⁰
DS 2
AV = -- = - - = -1
2 2
182 + (-1) = 181
(5) Set the aircraft to West (MHW)

- calculate and write the magnetic deviation DW between the MHW and
the CH
DW = MHW - CH
DW
the Adjustment Valve (AV) is equal to --
2
- put the non magnetic screwdriver into the EW hole of the standby
compass
(Ref. Para. (4)).
R **ON A/C 101-199, 901-999,
Subtask 34-22-00-730-050-A
A. Compensation Adjustment/Test of the Standby Compass

____
equal to the true heading indication read on the ADIRS CDU plus
the magnetic variation.

R

EFF :

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Page 510
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IAC
(1) On the standby compass:
- put the COMPENSATION KEY (CE2-40) into the B hole above the display
window
- use the non magnetic Compensation Key to set the B compensation
system to zero
- put the non magnetic Compensation Key into the C hole above the
display window
- use the non magnetic Compensation Key to set the C compensation
system to zero.
(2) Use the system in operation to set the aircraft to north (MHN)
(Magnetic Heading North):
- calculate and write the magnetic deviation DN between the MHN and
the CH (Compass Heading Indication of the Standby Compass):
DN = MHN - CH
- the Adjustment Value (AV) is equal to DN
- correct the CH with the AV to get the compensated compass heading
indication (CCH)
- put the non magnetic Compensation Key into the C hole of the
standby compass
- use the non magnetic Compensation Key to set the standby compass to
CCH.
Example:
. if MHN = 360⁰ and CH = 356⁰
DN = 360⁰ - 356⁰ = +4⁰
AV (adjustment value) = +4
356⁰ + 4 = 360⁰
. if MHN = 0⁰ and CH = 002⁰
DN = 0⁰ - 2⁰ = -2⁰
AV (Adjustment Value) = -2⁰
2⁰ +(-2⁰) = 0
(3) Set the aircraft to East (MHE):

- calculate and write the magnetic deviation DE between the MHE and
the CH
DE = MHE - CH
- the Adjustment Value (AV) is equal to DE
- put the non magnetic Compensation Key into the B hole of the
standby compass
CCH (Ref. Para. (2)).

R

EFF :

101-199, 901-999, 34-22-00

Page 511
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IAC
(4) Set the aircraft to South (MHS):
- calculate and write the magnetic deviation DS between the MHS and
the CH
DS = MHS - CH
DS
the Adjustment Value (AV) is equal to --
2
- put the non magnetic Compensation Key into the C hole of the
standby compass
CCH.
Example:
. if MHS = 180⁰ and CH = 174⁰
DS = 180⁰ - 174⁰ = +6⁰
DS 6
AV = -- = + - = +3
2 2
174⁰ + 3⁰ = 177⁰
. if MHS = 180⁰ and CH = 182⁰
DS = 180⁰ - 182⁰ = -2⁰
DS 2
AV = -- = - - = -1
2 2
182 + (-1) = 181
(5) Set the aircraft to West (MHW)

- calculate and write the magnetic deviation DW between the MHW and
the CH
DW = MHW - CH
DW
the Adjustment Valve (AV) is equal to --
2
- put the non magnetic Compensation Key into the B hole of the
standby compass
CCH. (Ref. Para. (4)).
R

R

EFF :

101-199, 901-999, 34-22-00

Page 512
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IAC
R **ON A/C ALL
Subtask 34-22-00-730-051
R B. Find the deviation curve
NOTE : During the adjustment, the standby compass turns 360⁰. Make sure
____
that the letters and graduations on the compass card are not
damaged.
- set the aircraft to the twelve headings one after the other
which are necessary to find the deviation curve:
0⁰, 30⁰, 60⁰, 90⁰, 120⁰, 150⁰, 180⁰, 210⁰, 240⁰, 270⁰, 300⁰,
330⁰
- write the values of the standby compass and of the NDs (or ADIRS
CDU + magnetic variation) for each aircraft position,
- calculate the remaining deviation values R(⁰):
R(⁰) = MH - indication of standby compass,
- make sure that:
* the remaining deviation values R(⁰) are not more than + or -
8⁰ for each heading,
* the maximum range between the positive and negative deviation
values R(⁰) is not more than 10⁰,
* the difference between each magnetic heading value on the
standby compass and the ND is not more than 8⁰. If the
difference is more than 8⁰, adjust the compensation,
- write the actual compass heading Magnetic Heading (MH) + R(⁰)
(Remaining deviation values)⁵ on the two correction cards. Put
the cards on each side of the support of the standby compass.
5. Close-up
________
**ON A/C 001-012, 014-099,
Subtask 34-22-00-860-053
(3) Install the protection cover on the compensator.

R

EFF :

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Page 513
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IAC
002).
**ON A/C 101-199, 901-999,
Subtask 34-22-00-860-053-A

002).

R

EFF :

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Page 514
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IAC
**ON A/C ALL
TASK 34-22-00-730-003
Compensation Adjustment/Test of the Standby Compass with the Standby Compass

Calibrator
_______
NOTE : To move the aircraft for this procedure, you can use:
____
- a tractor (you must disconnect the tractor and the towbar for each
adjustment) or,
- the aircraft engines (this is the recommended procedure).
1. __________________
Reason for the Job
- To adjust the compensation of the standby compass.

- To find the deviation curve of the compass values when they are more than
+ or - 8 degrees.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific 2 mm-wide non-magnetic screwdriver

CE2-40 1 COMPENSATION KEY
2591553-903 1 STANBY COMPASS CALIB

R

EFF :

ALL 34-22-00

Page 515
May 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

APU
from the APU
34-22-00-710-001 Operational Check of the standby compass including
light test and visual check
**ON A/C 001-012, 014-099,
34-22-00-991-002 Fig. 501
**ON A/C 101-199, 901-999,
34-22-00-991-002-A Fig. 501A
**ON A/C 001-012, 014-099,
34-22-00-991-003 Fig. 502
**ON A/C 101-199, 901-999,
34-22-00-991-003-A Fig. 502A

R

EFF :

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Page 516
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IAC
**ON A/C ALL
3. __________
Job Set-up
Subtask 34-22-00-860-065
R CAUTION : MAKE SURE THAT THE AIRCRAFT IS IN THE SPECIFIED COMPENSATION

_______
R AREA, TO WITHIN 10 FT, AND THAT IT POINTS TO THE NORTH.
R IF YOU MUST USE THE SCC IN A DIFFERENT LOCATION, YOU MUST
R CALIBRATE THE SCC AGAIN BEFORE YOU USE IT.
NOTE : For this procedure the aircraft must be on a compensation base

____
that can support the weight of the aircraft. The compensation base
must:
- have these properties:
. a horizontal area in which the horizontal component of the
earths magnetic field is ( +/- 1 degree )
. no metal objects near it (no vehicles or other aircraft in a
radius of 250 ft., no buildings with magnetic materials in a
radius of 600 ft. around the aircraft).
. agree with the compensation procedure of the Firstmark
Operation and Maintenance Manual (Ref.EB 2992043). There must be
a check of the compensation area every three months or each time
that you use it.
(1) Make sure that there are no ferromagnetic parts installed near the
standby compass.
Ferromagnetic parts (fasteners, tools, etc.) near the standby compass
can cause compass heading errors.
(2) Energize the aircraft electrical circuits from the APU (Ref. TASK 24-
41-00-861-002).
(3) Make sure that the standby compass operates correctly (Ref. TASK 34-
22-00-710-001).
(4) Do the EIS start procedure (NDs only)(Ref. TASK 31-60-00-860-001).
(5) Do the IR alignment procedure (Ref. TASK 34-10-00-860-004).

R

EFF :

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Page 517
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IAC
(6) Adjust the position of the aircraft:
- The lubber line must point to the North with a deviation of less
than 2 degrees.
- The nose wheel must be on the ground marking defined by the
Firstmark area-calibration procedure.
(7) On the ADIRS CDU, set the DISPLAY DATA selector switch to HDG.
Subtask 34-22-00-865-055
B. Make sure that these circuit breakers are closed to get the radio/
magnetic environment that usually occurs in flight :
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
49VU NAV/VOR/1 2RS1 G13
49VU COM/VHF/1 2RC1 G09
**ON A/C 020-099, 101-199, 901-999,
49VU NAV/ADF/1 1RP1 H14
**ON A/C 020-099, 101-199, 902-999,
49VU COM HF1 1RE1 HA14
**ON A/C 901-901,
49VU COM/HF1 1RE1 HA14
**ON A/C 001-012, 014-019,
**ON A/C 001-012, 014-099,


R

EFF :

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Page 518
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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-019,
**ON A/C ALL
121VU COM NAV/VOR/2 2RS2 K08

**ON A/C 101-199, 901-999,
**ON A/C 001-012, 014-099,
Subtask 34-22-00-020-055
C. Below the display window, on the front face of the standby compass:
- Remove and safety the protection cover of the compensator.
**ON A/C ALL
4. Procedure
_________
Subtask 34-22-00-730-062
A. Installation of the standby compass compensator
**ON A/C 001-012, 014-099,
(Ref. Fig. 501/TASK 34-22-00-991-002)
**ON A/C 101-199, 901-999,
(Ref. Fig. 501A/TASK 34-22-00-991-002-A)

EFF :

ALL 34-22-00

Page 519
May 01/08
R
IAC
Standby Compass
Figure 501/TASK 34-22-00-991-002

R

EFF :

001-012, 014-099, 34-22-00

Page 520
May 01/08

IAC
Standby Compass
Figure 501A/TASK 34-22-00-991-002-A

R

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Page 521
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IAC
**ON A/C 001-012, 014-099,
(Ref. Fig. 502/TASK 34-22-00-991-003)
**ON A/C 101-199, 901-999,
(Ref. Fig. 502A/TASK 34-22-00-991-003-A)
**ON A/C ALL
(1) Remove the four screws (1) from the plate (2) under the standby
compass.
(2) Remove the plate (2).
(3) Remove the two screws (3) from the standby compass (4).
(4) Install the standby compass compensator (5) STANBY COMPASS CALIB
(2591553-903) with two non-magnetic screws (6) and two adjusting
shims (7) on the standby compass (4).
**ON A/C 001-012, 014-099,
Subtask 34-22-00-730-063
B. Compensation Adjustment/Test of the standby compass

____
the magnetic heading indication read on the knob assembly of the
standby compass compensator.
(1) North (N) position compensation
(a) On the standby compass compensator, set the two drums of the knob
assembly to the N position.
(b) On the standby compass, after the compass becomes stable:

- Put the 2 mm-wide non-magnetic screwdriver into the NS hole
below the display window
- Adjust the N indication so that it agrees with the heading
indication of the standby compass compensator.

EFF :

ALL 34-22-00

Page 522
May 01/08
R
IAC
Standby Compass Calibrating (S.C.C.)
Figure 502/TASK 34-22-00-991-003

R

EFF :

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Page 523
May 01/08

IAC
Standby Compass Calibrating (S.C.C.)
Figure 502A/TASK 34-22-00-991-003-A

R

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Page 524
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IAC
(2) East (E) position compensation
assembly to the E position.

- Put the 2 mm-wide non-magnetic screwdriver into the EW hole
- Adjust the E indication so that it agrees with the heading
(3) South (S) position compensation
assembly to the S position.

- Put the 2 mm-wide non-magnetic screwdriver into the NS hole
- Adjust the S indication by the corrective value, i.e. half the
difference between the heading indications of the compass and
the compass compensator.
Example:
.if the standby compass compensator shows 180 degrees (S), and
the standby compass 176 degrees (180 - 176 = 4), the corrective
value is equal to half the difference = +2 degrees.
(4) West (W) position compensation
assembly to the W position.

- Put the 2 mm-wide non-magnetic screwdriver into the EW hole
- Adjust the W indication by the corrective value, i.e. half the
Example:
.if the standby compass compensator shows 270 degrees (W), and
the standby compass 274 degrees (270 - 274 = -4), the
corrective value is equal to half the difference = -2 degrees.

R

EFF :

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Page 525
May 01/08

IAC
**ON A/C 101-199, 901-999,
Subtask 34-22-00-730-063-A
B. Compensation Adjustment/Test of the Standby Compass

____
the magnetic heading indication read on the knob assembly of the
standby compass compensator.
(1) North (N) position compensation
assembly to the N position.

- Put the COMPENSATION KEY (CE2-40) (non-magnetic compensation
key) into C hole
- Adjust the N indication so that it agrees with the heading
(2) East (E) position compensation
assembly to the E position.

key) into B hole
- Adjust the E indication so that it agrees with the heading
(3) South (S) position compensation
assembly to the S position.

key) into C hole
- Adjust the S indication by the corrective value, i.e. half the
Example:

R

EFF :

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Page 526
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IAC
. if the standby compass compensator shows 180 degrees (S), and
the standby compass 176 degrees (180 - 176 = 4) the corrective
value is equal to half the difference = +2 degrees.
(4) West (W) position compensation
assembly to the W position.

key) into B hole
- Adjust the W indication by the corrective value, i.e. half the
Example:
. if the standby compass compensator shows 270 degrees (W), and
the standby compass 274 degrees (270 - 274 = -4) the corrective
value is equal to half the difference = -2 degrees.
**ON A/C ALL
Subtask 34-22-00-730-064
C. Calculate the deviation curve
NOTE : During this adjustment procedure, the letters and graduations (on
____
the compass card) will be visible because the standby compass
turns 360 degrees. Thus it becomes possible to make sure that the
letters and graduations are not damaged.
- Use the knob assembly to set the compass to these twelve headings
(necessary to find the deviation curve) one after the other:
0⁰, 30⁰, 60⁰, 90⁰, 120⁰, 150⁰, 180⁰, 210⁰, 240⁰, 270⁰, 300⁰, 330⁰
- Write the values of the standby compass (CH) and of the standby compass
compensator (MH) for each heading
- Calculate the remaining deviation values R(⁰) as follows:
R(⁰) = MH - CH (indication of standby compass)
- Make sure that:
* the remaining deviation values R(⁰) are not more than + or - 8
degrees for each heading
* the maximum range between the positive and negative deviation values
R(⁰) is not more than 10 degrees
* the difference between each magnetic heading value on the standby
compass and the standby compass compensator is not more than 8 degrees.
If the difference is more than 8 degrees, adjust the compensation.

R

EFF :

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Page 527
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- Write the magnetic heading Magnetic Heading (MH) + R(⁰) (Remaining
deviation values)⁵ on the two correction cards. Put the cards on each
side of the support of the standby compass.
5. Close-up
________
**ON A/C 001-012, 014-099,
Subtask 34-22-00-860-066
A. Below the display window on the front face of the standby compass:
- Install the protection cover on the compensator.
**ON A/C ALL
Subtask 34-22-00-860-067
(3) Remove the standby compass compensator.
CAUTION : MAKE SURE THAT THE TWO DRUMS OF THE KNOB ASSEMBLY ARE ON
_______
THE N (NORTH) POSITION BEFORE YOU PUT THE STANDBY COMPASS
COMPENSATOR INTO STORAGE. THIS WILL PREVENT
DEMAGNETIZATION.
(4) Install the plate (2) with the four screws (1) under the standby
compass.

002).
Subtask 34-22-00-080-051
C. Tool storage:
At the end of the test, refer to the manufacturer recommend.

R

EFF :

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May 01/08

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COMPASS - STANDBY (2FN) - REMOVAL/INSTALLATION
______________________________________________
TASK 34-22-23-000-001
Removal of the Standby Compass (2FN)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
34-22-23-991-001 Fig. 401
R **ON A/C 101-199, 901-999,
34-22-23-991-001-A Fig. 401A

EFF :

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Page 401
Feb 01/07

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**ON A/C ALL
3. __________
Job Set-up
Subtask 34-22-23-865-053
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
49VU LIGHTING/STBY/COMP/LIGHT 1LF H04
R **ON A/C 101-199, 901-999,
**ON A/C ALL
4. Procedure
_________
**ON A/C 001-012, 014-099,
(Ref. Fig. 401/TASK 34-22-23-991-001)
R **ON A/C 101-199, 901-999,
(Ref. Fig. 401A/TASK 34-22-23-991-001-A)

EFF :

ALL 34-22-23

Page 402
Feb 01/07

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Standby Compass
Figure 401/TASK 34-22-23-991-001

R

EFF :

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Page 403
May 01/06

IAC
Standby Compass
Figure 401A/TASK 34-22-23-991-001-A

R

EFF :

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Page 404
Feb 01/07

IAC
**ON A/C ALL
Subtask 34-22-23-020-050
A. Removal of the Standby Compass (2FN)
(1) Pull the support (3) that can be retracted from its housing (2).
(2) Loosen the four screws (6).
(3) Remove the four screws (6).
(4) Disengage the standby compass (5) from its support (3).
(6) Remove the standby compass (5).
(4).

EFF :

ALL 34-22-23

Page 405
Feb 01/07
R
IAC
TASK 34-22-23-400-001
Installation of the Standby Compass (2FN)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

Lighting
34-22-00-730-001 Compensation Adjustment/Test of the Standby Compass
**ON A/C 001-012, 014-099,
34-22-23-991-001 Fig. 401
R **ON A/C 101-199, 901-999,
34-22-23-991-001-A Fig. 401A

EFF :

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Page 406
Feb 01/07

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**ON A/C ALL
3. __________
Job Set-up
Subtask 34-22-23-865-054
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
49VU LIGHTING/STBY/COMP/LIGHT 1LF H04
R **ON A/C 101-199, 901-999,
**ON A/C ALL
4. Procedure
_________
**ON A/C 001-012, 014-099,
(Ref. Fig. 401/TASK 34-22-23-991-001)
R **ON A/C 101-199, 901-999,
(Ref. Fig. 401A/TASK 34-22-23-991-001-A)

EFF :

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Page 407
Feb 01/07

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**ON A/C ALL
Subtask 34-22-23-420-050
A. Installation of the Standby Compass (2FN)
(4) Make sure that the electrical connectors (1) and (4) are clean and in
the correct condition.
(5) Connect the electrical connector (1) to the standby compass (5).
(6) Install the Standby Compass (5) in its support (3) that can be
retracted.
(7) Attach the standby compass (5) with the four screws (6).
(8) Tighten the four screws (6).
Subtask 34-22-23-865-055
breaker(s):
1LF
Subtask 34-22-23-710-050
C. Test
(1) Do the compensation adjustment/test of the standby compass

(Ref. TASK 34-22-00-730-001)
(2) Do the operational test of the instrument and panel integral lighting
(Ref. TASK 33-13-00-710-001)

EFF :

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Page 408
Aug 01/06
R
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5. Close-up
________
Subtask 34-22-23-860-050
items.
(2) Install the support (3) that can be retracted in its housing (2).

EFF :

ALL 34-22-23

Page 409
Aug 01/06

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COMPASS - STANDBY (2FN) - INSPECTION/CHECK
__________________________________________
TASK 34-22-23-200-001
Detailed Visual Inspection of the Standby Compass Damping Fluid
1. __________________
Reason for the Job
R
To make sure that the standby compass operates.
2. ______________________
Not Applicable
3. __________
Job Set-up
Subtask 34-22-23-860-051
(1) On the windshield center post, pull the standby compass support that
you can retract from its housing.
(2) On the INT LT section of the overhead panel 25VU:

- set the STBY COMPASS switch 2LF to STBY COMPASS.
Make sure that the lighting of the standby compass is on.
4. Procedure
_________
Subtask 34-22-23-210-050
A. Visual Inspection of the Standby Compass
(1) Make sure that:

- the support is in good condition
- the standby compass is correctly attached to the support
- there are no leaks.
(2) In the compass bowl, make sure that the liquid:

- is clear
- does not contain bubbles or sediment.
(3) Make sure that the two correction cards of the compass are on each
side of the support.

EFF :

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Page 601
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5. Close-up
________
Subtask 34-22-23-860-052
(1) On the INT LT section of the overhead panel 25VU:

- set the STBY COMPASS switch 2LF to OFF.
(2) On the windshield center post, push the standby compass support into
its housing.

EFF :

ALL 34-22-23

Page 602
Feb 01/96

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INDICATOR - STANDBY HORIZON (7FN) - REMOVAL/INSTALLATION
________________________________________________________
TASK 34-22-24-000-001
Removal of the Standby Horizon Indicator (7FN)
CAUTION : DO NOT REMOVE THE INDICATOR IMMEDIATELY AFTER DE-ENERGIZATION OF THE

_______
INDICATOR. THERE MUST BE 10 MINUTES OR MORE BETWEEN ITS
DE-ENERGIZATION AND THE START OF THE REMOVAL PROCEDURE. BE CAREFUL
WITH INDICATOR DURING THE REMOVAL/INSTALLATION PROCEDURES, THE
STANDBY HORIZON INDICATOR IS A FRAGILE INSTRUMENT.
NOTE : After long low-rate turns (less than 10 degree bank) the standby horizon
____
indicator does not give accurate bank indications immediately. The
specification of the standby horizon indicator accepts this type of
operation. Thus, it is not necessary to replace the indicator.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

No specific locking wedge.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-22-24-991-001 Fig. 401

R

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3. __________
Job Set-up
Subtask 34-22-24-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
49VU STBY/HORIZON 5FN F12
Subtask 34-22-24-010-050
4. Procedure
_________
(Ref. Fig. 401/TASK 34-22-24-991-001)
Subtask 34-22-24-020-050
A. Removal of the Standby Horizon Indicator (7FN)
CAUTION : IF YOU MOVE THE STANDBY HORIZON INDICATOR WHEN IT IS REMOVED,

_______
MAKE SURE THAT YOU FIRST BLOCK THE GYROSCOPE ASSEMBLY WITH THE
LOCKING WEDGE (SUPPLIED WITH THE INSTRUMENT).
(1) To cage the standby horizon indicator: pull knob (1) and insert the
locking wedge.
(2) Loosen the two screws (2). Do not remove them.
(3) Push the screws (2) to release the standby horizon indicator (3) from
the clamp.
(4) Disengage the standby horizon indicator (3) from its housing.
(6) Remove the standby horizon indicator (3).
(5).

R

EFF :

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Page 402
May 01/07

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Standby Horizon Indicator
Figure 401/TASK 34-22-24-991-001

R

EFF :

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Page 403
May 01/07

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TASK 34-22-24-400-001
Installation of the Standby Horizon Indicator (7FN)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

Lighting
3. Procedure
_________
Subtask 34-22-24-865-051
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
49VU STBY/HORIZON 5FN F12
Subtask 34-22-24-420-050
B. Installation of the Standby Horizon Indicator (7FN)
condition.
(5) Connect the electrical connector (5) to the standby horizon indicator
(3).

R

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Page 404
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IAC
(6) Install the standby horizon indicator (3) in its housing.
(7) Tighten the two screws (2).
Subtask 34-22-24-865-053
breaker(s):
5FN, 4LF
Subtask 34-22-24-710-050
D. Operational Test
(1) Do the operational test of the instrument and panel integral lighting
(Ref. TASK 33-13-00-710-001).
(2) Make sure that the flag is out of view.
(3) One minute and 30 seconds after the energization, pull the resetting
knob until the horizon line is stable. Release the knob rapidly.
(4) Make sure that the roll index reads zero.
(5) Make sure that the horizon line is stable and in line with the
aircraft symbol.
4. Close-up
________
Subtask 34-22-24-410-050
items.

R

EFF :

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Page 405
May 01/07

IAC
INDICATOR - ISIS (INTEGRATED STANDBY INSTRUMENT SYSTEM) (22FN) - SERVICING
__________________________________________________________________________
TASK 34-22-25-170-001
Draining and Flushing of the Standby Static and Standby Total Pressure lines
(ISIS)
1. __________________
Reason for the Job

- To remove the water from the standby static pressure lines.
- To remove dust and particles from the standby static and standby total
pressure lines.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

R 98D34103002000 1 ADAPTERS-AIR DATA SYSTEM FLUSHING
R 98D34103004001 1 CLEANER-PITOT PROBE
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
34-22-25-000-001 Removal of the ISIS Indicator (22FN)
34-22-25-400-001 Installation of the ISIS Indicator (22FN)
34-22-25-790-001 Low range Leak Test of the Standby Pneumatic circuits
34-22-25-991-002 Fig. 301
34-22-25-991-004 Fig. 302

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Page 301
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3. __________
Job Set-up
(Ref. Fig. 301/TASK 34-22-25-991-002)

____
Subtask 34-22-25-861-051

(Ref. TASK 24-41-00-861-002).
Subtask 34-22-25-010-051
B. Get Access
door 811.
R Subtask 34-22-25-020-052-A
R C. Aircraft Maintenance Configuration
R (1) Drain the standby air data system (Ref. TASK 12-24-34-600-001).
R (2) Disconnect the quick-disconnect coupling (4) from the ADM 19FP8 and
R the quick-disconnect coupling (8) from the ADM 19FP3.
R (3) Disconnect the cabin-pressure detection pressure-switch 14WN (3) from

R the static line. Put a blanking cap on the pressure switch.
R (4) Remove the water drain plug (2) from the water drain (1).
R (5) In the cockpit, on the center instrument panel:

R - remove the ISIS indicator 22FN (Ref. TASK 34-22-25-000-001)
R (6) Disconnect the quick-disconnect coupling (7) from the red 2-pin
R coupling and disconnect the quick-disconnect coupling (5) from the
R yellow 3-pin coupling of the ISIS indicator 22FN (6).

R (98D34103002100) ) to the hose (5) and a ADAPTERS-AIR DATA SYSTEM
R FLUSHING 2-pin adapter (98D34103002102) to the hose (7). Then connect
R to the dry nitrogen source - 2 bars (29 psi).

EFF :

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Page 302
Aug 01/07

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Pressure lines
Figure 301/TASK 34-22-25-991-002

EFF :

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R (8) Attach the hoses to prevent movement.
4. Procedure
_________
Subtask 34-22-25-170-050
Pressure Lines
(1) Blow the gas into the hoses (5) and into the hose (7), from one to
the other, at a pressure of 2 bars (29 psi). Do this for
R (2) Clean draining hole of the pitot probe 3 with CLEANER-PITOT PROBE and
a WIRE-NYLON, dia. 0.6mm.

these outlets:
- Pitot probe 3
- Water drain
R static probe 3.

- the water drain.
Subtask 34-22-25-860-059
(2) Remove the adapters.
(3) Install the water drain plug (2) on the water drain (1).
(4) Remove the blanking cap from the pressure switch 14WN (3).
(5) Connect the static line to the pressure switch 14WN (3).

EFF :

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Page 304
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(6) Connect the quick-disconnect coupling (8) to the ADM 19FP3 and the
quick-disconnect coupling (4) to the ADM 19FP8.
(Ref. Fig. 302/TASK 34-22-25-991-004)
(8) Pull the quick-disconnect coupling to be sure that they are correctly
attached.
(9) Install the ISIS indicator (Ref. TASK 34-22-25-400-001) on the center
instrument panel.
(10) Release the hoses.
(11) Do a visual inspection only, of the quick-disconnect fitting

connection, by a second qualified mechanic, with a sign off by both
mechanics.
Subtask 34-22-25-790-051
C. Leak test
(1) Make sure that all the hoses are connected correctly.
(2) Do a leak test of the standby air data system

(Ref. TASK 34-22-25-790-001).
5. Close-up
________
Subtask 34-22-25-410-051
A. Close Access
items.

EFF :

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Page 305
May 01/07

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Illustration of the Quick-Disconnect coupling
Figure 302/TASK 34-22-25-991-004

EFF :

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Page 306
May 01/07

IAC
Subtask 34-22-25-862-050

(Ref. TASK 24-41-00-862-002).

EFF :

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Page 307
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______________________________________________________________
INDICATOR - ISIS (INTEGRATED STANDBY INSTRUMENT SYSTEM) (22FN)
____________________
TASK 34-22-25-000-001
Removal of the ISIS Indicator (22FN)
NOTE : After long low-rate turns (less than 6 degree bank) the ISIS
____
indicatorISIS does not give accurate bank indications immediately. The
specification of the ISIS indicator accepts this type of operation.
Thus, it is not necessary to replace the indicator.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-22-25-991-001 Fig. 401

EFF :

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Page 401
May 01/07

IAC
3. __________
Job Set-up
Subtask 34-22-25-865-058
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-22-25-010-050
4. Procedure
_________
(Ref. Fig. 401/TASK 34-22-25-991-001)
Subtask 34-22-25-020-051
A. Removal of the ISIS Indicator (22FN)
CAUTION : WHEN YOU REMOVE THE ISIS INDICATOR, DO NOT USE THE BARO BUTTON
_______
TO PULL THE INDICATOR OUT OF ITS HOUSING. IF YOU USE THE BARO
BUTTON, YOU CAN CAUSE DAMAGE TO THE INDICATOR.
R (2) Push the screws (3) to release the ISIS indicator (1) from the clamp.
R (3) Disengage the ISIS indicator (1) from its housing.
R (5) Disconnect the red and green quick-disconnect couplings (4) from the
connectors (2).
R (6) Remove the ISIS indicator (1).
(6).

EFF :

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Page 402
Nov 01/07

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ISIS Indicator
Figure 401/TASK 34-22-25-991-001

EFF :

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Page 403
May 01/07

IAC
TASK 34-22-25-400-001
Installation of the ISIS Indicator (22FN)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

Lighting
34-22-25-740-001 BITE Test of the ISIS Indicator with the pushbutton
switches on the Face of the Indicator.
34-22-25-991-001 Fig. 401
34-22-25-991-003 Fig. 402
R 34-22-25-991-005 Fig. 403
3. __________
Job Set-up
Subtask 34-22-25-865-059
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-22-25-010-053
B. Remove the sidewall panel 211LW (Ref. TASK 25-13-41-000-002).

EFF :

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Page 404
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4. Procedure
_________
(Ref. Fig. 401/TASK 34-22-25-991-001)
Subtask 34-22-25-420-051
A. Installation of the ISIS Indicator (22FN)
(4) Connect the quick-disconnect couplings (4) of the pressure lines

(green and red) to the related connectors (2) of the ISIS indicator
(1).
(Ref. Fig. 402/TASK 34-22-25-991-003)
R (5) Make sure that you can see the blue ring on the quick-disconnect
R couplings.
R

correctly attached.
R
R (7) Remove the blanking caps from the electrical connectors (5) and (6).
R (8) Make sure that the electrical connectors are clean and in the correct
condition.
ISIS indicator (1).
(10) Install the ISIS indicator (1) in its housing.
R (11) Look behind the ISIS indicator and make sure that the position of the
R flexible hoses (static and total pressure lines) is satisfactory (no
crushing, kinks, creases or folds).
R (12) Install the screws (3). Do not tighten at this step.

R

EFF :

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Page 405
May 01/08

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Illustration of the Quick-disconnect coupling
Figure 402/TASK 34-22-25-991-003

EFF :

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Page 406
May 01/07

IAC
Subtask 34-22-25-865-060
breaker(s):
4LF, 5FN, 23FN
Subtask 34-22-25-710-050
C. Test
R (1) Make sure that the indications of the ISIS indicator are in the
R tolerances that follow:
R (Ref. Fig. 403/TASK 34-22-25-991-005)
R - Roll: less than 2.5 deg. (equivalent to 1/4 of a roll graduation)
R (item A),
R - Pitch: less than 1.25 deg. (equivalent to 1/2 of a pitch
R graduation) (item B),
R - Lateral Acceleration: less than 1.3mm (item C).
R (2) Hold the ISIS indicator in the correct position and tighten the
R screws (3).
R (3) Do the operational test of the instrument and panel integral lighting
(Ref. TASK 33-13-00-710-001).
R (4) Do the BITE test of the ISIS indicator (Ref. TASK 34-22-25-740-001).
5. Close-up
________
Subtask 34-22-25-410-050
(2) Install the sidewall panel 211LW (Ref. TASK 25-13-41-400-002).
items.

EFF :

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IAC
R Tolerances limit of the ISIS Indicator (22FN) installation
R Figure 403/TASK 34-22-25-991-005

EFF :

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______________________________________________________________
_______________
ADJUSTMENT/TEST
TASK 34-22-25-710-001
Operational Check of ISIS DC HOT Bus SUPPLY
1. __________________
Reason for the Job

Test of the correct power supply of ISIS DC HOT BUS in emergency
configuration when the batteries are the only power supply source.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-22-25-861-052

(Ref. TASK 24-41-00-861-002).
Subtask 34-22-25-860-063
switch is at NORM.

EFF :

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Subtask 34-22-25-865-063
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-22-25-860-064
(1) On panel 35VU, make sure that the ELEC/ BAT1 and ELEC/BAT2 pushbutton
switches are released.
- the OFF legends is on.
4. Procedure
_________
Subtask 34-22-25-740-052
A. Operational Test of ISIS DC HOT BUS SUPPLY
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. Open circuit breaker 5FN. On panel 401VU:

- make sure that the display of the
ISIS indicator (22FN) is off.
2. On overhead panel: - after approximatly 12 seconds, make

- on the panel 21VU, push and sure that the display of the ISIS
hold the EMER GEN TEST indicator (22FN) is on. The INIT 90s
pushbutton switch (23XE). (initialization display) indication
- simultaneously, on the panel comes into view.
35VU, release the ELEC/EXT PWR
pushbutton switch (10XG).
3. On the overhead panel:

- on the panel 21VU, release the
EMER GEN TEST pushbutton switch
(23XE).
- on the panel 35VU, push the
ELEC/EXT PWR pushbutton switch
(10XG).

EFF :

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
4. Close circuit breaker 5FN. - after approximatly 12 seconds, make
sure that the display of the ISIS
indicator (22FN) is on. The INIT 90s
(initialization display) indication
comes into view.
5. Close-up
________
Subtask 34-22-25-860-065
Subtask 34-22-25-862-051
B. De-energize the aircraft electrical circuits

(Ref. TASK 24-41-00-862-002).

EFF :

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IAC
TASK 34-22-25-740-001
BITE Test of the ISIS Indicator with the pushbutton switches on the Face of the
Indicator.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-22-25-860-052

(Ref. TASK 24-41-00-861-002).
(2) Do the ADIRS Start procedure (Ref. TASK 34-10-00-860-002)

EFF :

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Subtask 34-22-25-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-22-25-865-051
breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-22-25-860-050
(1) On the center instrument panel 401VU, on the ISIS indicator:

- make sure that the INIT 90 s indication comes into view.
- make sure that the Functions page comes into view.
4. Procedure
_________
Subtask 34-22-25-740-050
A. BITE Test of the ISIS Indicator
NOTE : Do not move the aircraft during the alignment period (110s) of
____
this test.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the center instrument panel On the center instrument panel 401VU,

401VU, on the ISIS indicator: on the ISIS indicator:
- push the BUGS and the LS - the maintenance page comes into view
pushbutton switches at the same with TESTS and OTHER DATA
time and hold them pushed for indications.
more than 2 seconds.

EFF :

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- push the line key adjacent to - the TESTS page comes into view.
the TESTS indication.
- push the line key adjacent to - the TEST page comes into view. Then
the FUNCTIONAL TEST (110s) the IN PROGRESS 110s indication comes
indication. into view.
- at the end of the test, the TEST OK

- push the RST pushbutton switch

until the Functions page comes
into view.
5. Close-up
________
Subtask 34-22-25-860-051
(1) Do the ADIRS Stop procedure (Ref. TASK 34-10-00-860-005)

(Ref. TASK 24-41-00-862-002).

EFF :

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TASK 34-22-25-790-001
Low range Leak Test of the Standby Pneumatic circuits
_______
_______
_______
_______
INSTRUMENTS:
_______
1. __________________
Reason for the Job

To make sure that there are no leaks in the standby static and standby pitot
circuits.

EFF :

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2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

TO 1400 MB (20.3 PSI)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-22-25-860-053
A. Energize the aircraft electrical circuits

(Ref. TASK 24-41-00-861-002).

EFF :

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Subtask 34-22-25-865-052

_______
R ISOLATED.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-22-25-865-053
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-22-25-420-050
(1) Remove the slip on covers from the static probes 7DA3, 8DA3 and the
pitot probe 9DA3 of the standby system.
1400 MB (20.3 PSI) to one standby static probe with the ADAPTER
COVER-STATIC PORT (98D34003500100).
(3) Connect the ground pressure generator to the standby pitot probe with
the ADAPTOR-CHARGING,PITOT PROBE.
(4) Seal the opposite standby static probe with a piece of plastic (see
CAUTION para.(5) below) and with the COVER-STATIC PROBE
(98D34003500103).

EFF :

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(5) Seal the drain holes:
_______
PROBE.
Seal the drain holes of the pitot probe with a piece of plastic
and/or colored adhesive tape of very bright color.
(6) Move the vane of the AOA sensor 3 to the upper position. Maintain the
vane in position with colored adhesive tape.
Subtask 34-22-25-860-067
(Ref. TASK 27-50-00-866-009).
(3) On the ADIRS CDU, set the OFF/NAV/ATT selector switches to NAV.
4. Procedure
_________
**ON A/C 101-199,
Subtask 34-22-25-790-050
A. Leak Test
R NOTE : You can do the test that follows for a static pressure of 690.04
____
R hPa and an impact pressure of 60.28 hPa (or a total pressure of
R 750.32 hPa) but it is not as accurate.
R On the SWITCHING panel 8VU set the AIR DATA selector switch to
R CAPT ON 3 (or F/O ON 3) position.
Make sure that:

EFF :

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R 3 kts,
R - the ISIS indicator show 10,251 ft +/- 50 ft and airspeed 191 kts
R +/- 5 kts.
After 5 minutes:
- the change of altitude must not be more than 370 ft,
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the center instrument panel

401VU, on the ISIS indicator:
- set a barometric pressure of

1013 hPa.
2. On the SWITCHING panel 8VU set On the CAPT (or F/O) PFD, the
the AIR DATA selector switch to indications from ADIRU3 are shown.
CAPT ON 3 (or F/O ON 3) position.

R hPa.

R hPa (or a total pressure of 642
R hPa).
- close the electrovalves to - Make sure that:

R circuits of the aircraft from +/- 40 ft and 320 kts +/- 3 kts,
R the ground pressure generator. the ISIS indicator shows 20,923 ft
R +/- 85 ft and 335 kts +/- 8 kts.
After 5 minutes, on the ISIS display
and on the CAPT (or F/O) PFD:

After 10 minutes:


EFF :

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
the standby static and pitot than 6000 ft/mn.
**ON A/C 902-999,
Subtask 34-22-25-790-050-A
A. Leak Test
R NOTE : You can do the test that follows for a static pressure of 690,99
____
R hPa and an impact pressure of 59.33 hPa (or a total pressure of
R 750.32 hPa) but it is not as accurate.
R On the SWITCHING panel 8VU set the AIR DATA selector switch to
R CAPT ON 3 (or F/O ON 3) position.
Make sure that:
R 3 kts,
R - the ISIS indicator shows 10,216 ft +/- 50 ft and airspeed 190
R kts +/- 5 kts.
After 5 minutes:
- the change of altitude must not be more than 370 ft,
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the center instrument panel

401VU, on the ISIS indicator:
- set a barometric pressure of

1013 hPa.
2. On the SWITCHING panel 8VU set On the CAPT (or F/O) PFD, the
the AIR DATA selector switch to indications from ADIRU3 are shown.
CAPT ON 3 (or F/O ON 3) position.

R

EFF :

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
R hPa.
R - set an impact pressure of 179,7

R hPa (or a total pressure of 642
R hPa).
- close the electrovalves to - Make sure that:

R circuits of the aircraft from +/- 40 ft and 320 kts +/- 3 kts,
R the ground pressure generator. the ISIS indicator shows 20,171 ft
R +/- 85 ft and 323 kts +/- 8 kts.
After 5 minutes, on the ISIS display
and on the CAPT (or F/O) PFD:

After 10 minutes:

the standby static and pitot than 6000 ft/mn.
**ON A/C 101-199, 902-999,
5. Close-up
________
Subtask 34-22-25-020-050
A. Removal of the Ground Pressure Generator
pitot probe.

EFF :

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(5) Remove the piece of plastic and the colored adhesive tape from the
drain holes of the standby pitot probe.
(6) Remove the colored adhesive tape from the vane of the AOA.
Subtask 34-22-25-865-054
breaker(s):
3DA3, 5DA3, 7XE
Subtask 34-22-25-860-054
(1) On the SWITCHING panel 8VU set the AIR DATA selector switch to NORMAL
position.
(2) Do the EIS stop procedure (PFD only) (Ref. TASK 31-60-00-860-002).


(Ref. TASK 24-41-00-862-002).
items.
unwan materials (Ref. TASK 34-11-15-200-001)

EFF :

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R
IAC
TASK 34-22-25-720-001
Functional Test of the ISIS Indicator
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

TO 1400 MB (20.3 PSI)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
29-00-00-864-001 Put the Related Hydraulic System in the Depressurized
Configuration before Maintenance Action

EFF :

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3. __________
Job Set-up
_______
Subtask 34-22-25-860-055

(Ref. TASK 24-41-00-861-002).
(2) Make sure that hydraulic systems are depressurized

(Ref. TASK 29-00-00-864-001)
Subtask 34-22-25-865-055

_______
R ISOLATED.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-22-25-865-056
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

EFF :

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IAC
Subtask 34-22-25-860-056
CAUTION : OBEY THESE PRECAUTIONS WHEN YOU DO THE TEST TO PREVENT DAMAGE
_______
TO INSTRUMENTS:
- THE PRESSURES SET MUST NOT BE MORE THAN 1050 hPa (31 in Hg)
OR LESS THAN 115 hPa (3.39 in Hg)
- CHANGES IN STATIC PRESSURE MUST NOT BE MORE THAN 6000
FEET/MINUTE
CAUTION : THE TOTAL PRESSURE IN THE PITOT SYSTEM MUST NEVER BE LESS THAN
_______
THE STATIC PRESSURE. THE DIFFERENCE BETWEEN THE PITOT AND THE
STATIC PRESSURE CIRCUITS MUST NEVER BE MORE THAN 368 hPa (10.86
in Hg).
(1) Remove the slip on covers from the L and R standby static probes
7DA3, 8DA3 and the standby pitot probe 9DA3.
1400 MB (20.3 PSI) to:
- the L or R standby static probe with the ADAPTER COVER-STATIC PORT
(98D34003500100).
- the standby pitot probe with the ADAPTOR-CHARGING,PITOT PROBE.
(4) Seal the opposite standby static probe with the COVER-STATIC PROBE
(98D34003500103).
(5) Start the ground pressure generator and set a static pressure of 1013
hPa (29,92 in.Hg).

EFF :

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4. Procedure
_________
Subtask 34-22-25-720-051
A. Test of the Standby Airspeed and Altimeter Functions of the ISIS

Indicator
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
On the ground pressure generator: On the center instrument panel 401VU:
- set a static pressure of 314.8 hPa

(29,000 ft).
- set an impact pressure of 200.1 - make sure that the ISIS indicator
hPa (340 Kts). shows 29,000 ft (+ or - 180 ft).
- make sure that the ISIS indicator
shows 340 Kts (+ or - 5 Kts).

(20,000 ft).

(15,000 ft).

(10,000 ft).
- set an impact pressure of 105 hPa - make sure that the ISIS indicator
(250 Kts). shows 10,000 ft (+ or - 50 ft).

EFF :

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- set a static pressure of 843 hPa
(5000 ft).
- set an impact pressure of 53.5 hPa - make sure that the ISIS indicator
(180 Kts). shows 5000 ft (+ or - 40 ft).

(3000 ft).
(180 Kts). shows 3000 ft (+ or - 30 ft).

(1000 ft).
(180 Kts). shows 1000 ft (+ or - 20 ft).
- slowly decrease the pressure until

you get atmospheric pressure.
5. Close-up
________
Subtask 34-22-25-860-057
A. Removal of the Ground Pressure Generator
pitot probe.

EFF :

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IAC
Subtask 34-22-25-865-057
breaker(s):
3DA1, 3DA2, 3DA3, 4DA1, 4DA2, 4DA3, 5DA1, 5DA2, 5DA3, 7XE
Subtask 34-22-25-860-058


(Ref. TASK 24-41-00-862-002).
items.

EFF :

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IAC
______________________________________________________________
________________
INSPECTION/CHECK
TASK 34-22-25-200-001
ISIS Inspection for Legibility
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
12-21-12-100-001 Cleaning of the Cockpit Display-Units

External Power
34-22-25-000-001 Removal of the ISIS Indicator (22FN)
34-22-25-400-001 Installation of the ISIS Indicator (22FN)
3. __________
Job Set-up
Subtask 34-22-25-860-066

(Ref. TASK 24-41-00-861-002)
(2) Clean the ISIS screen (Ref. TASK 12-21-12-100-001)
Subtask 34-22-25-865-067
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

EFF :

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4. Procedure
_________
Subtask 34-22-25-710-051
A. On the ISIS indicator:

- Push the (+) pushbutton switch to maximum brightness.
Subtask 34-22-25-740-053
B. On the ISIS indicator:
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the ISIS indicator: On the ISIS indicator:

- Push the BUGS and LS pushbutton - The TESTS and OTHER DATA page comes
switches at the same time and into view.
for more than two seconds.
- Push the (+) pushbutton switch - The FUNCTIONAL and DISPLAY TESTS
page comes into view.
- Push the (-) pushbutton switch - The screen becomes black.
Subtask 34-22-25-280-050
C. From a distance of 0,40m (15,74inches), do a visual check of the black

screen for:
- A white line or a line in color,
- A white column or a column in color,
- Pixels that are failed-on.
NOTE : A failed-on pixel is a pixel which is always fully or not fully on

____
(white or in color).
The black screen makes it possible to see the failed-on pixels.
(1) Count and record the pixels that are defective:

- Number of failed-on pixels on the screen
- Number of two adjacent failed-on pixels on the screen
- Number of sets of two adjacent failed-on pixels on the screen
- White line or line in color, white column or column in color.
Subtask 34-22-25-740-054
D. On the ISIS indicator, push the (-) pushbutton switch. The screen becomes
white.

EFF :

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IAC
Subtask 34-22-25-280-051
E. From a distance of 0,40m (15,74inches), do a visual check of the white

screen for:
- A black line or a line in color
- A black column or a column in color
- Pixels that are failed-off.
NOTE : A failed-off pixel is a pixel which is always fully or not fully

____
off (black or in color).
The white screen makes it possible to see the failed-off pixels.
(1) Count and record the pixels that are defective:

- Number of failed-off pixels on the screen
- Number of two adjacent failed-off pixels on the screen
- Number of sets of two adjacent failed-off pixels on the screen
- Black line or line in color, black column or column in color.
Subtask 34-22-25-710-052
F. For each screen, if the defective pixels recorded do not obey these
conditions:
- You must not have more than two adjacent failed-on or failed-off pixels
- You must not have more than 5 sets of two adjacent failed-on or
failed-off pixels
- You must not have a white or black line or column, or a line or column
in color
- The total of failed-on and failed-off pixels must not be more than 30
pixels,
replace the ISIS indicator (Ref. TASK 34-22-25-000-001) and (Ref. TASK
34-22-25-400-001).
Then, on the ISIS indicator, push the RST pushbutton switch three times
to come back to the operational page.
Push the (-) pushbutton switch to come back to a normal brightness.
5. Close-up
________
Subtask 34-22-25-410-053

(Ref. TASK 24-41-00-862-002)
Make sure that the work area is clean and clear of tool(s) and other
items.

EFF :

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IAC
______________________________________________________________
_________________
CLEANING/PAINTING
TASK 34-22-25-100-001
Cleaning of the ISIS Indicator
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific absorbent surgical-cotton wadding

No specific impregnated screen pad 2000
No specific optical precision pad
No specific sterile gauze pad
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Material No. 11-010 USA TT-I-735 GRADE A

ISOPROPYL ALCOHOL (Ref. 20-31-00)
Material No. 11-020
VISUAL DISPLAY UNIT ANTI-STATIC CLEANER
(Ref. 20-31-00)
3. __________
Job Set-up
Subtask 34-22-25-869-050
A. There is no special job set-up for this task.

EFF :

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4. Procedure
_________
Subtask 34-22-25-100-050
A. Cleaning of the Screen of the ISIS Indicator
CAUTION : BE VERY CAREFUL WHEN YOU CLEAN THE FRONT GLASS OF LCDUS. IT IS
_______
NOT POSSIBLE TO REPLACE THE GLASS. IF YOU CAUSE DAMAGE TO
LCDUS, THE DAMAGE WILL BE PERMANENT.
CAUTION : MAKE SURE THAT YOU OBEY THE INSTRUCTIONS IN THE CLEANING
_______
PROCEDURE THAT FOLLOWS. INCORRECT CLEANING CAN CAUSE DAMAGE TO
THE ANTI-REFLECTIVE COATING.
IT IS NOT PERMITTED TO USE TISSUES SUCH AS KLEENEX TISSUES.
SUCH TISSUES CAN CAUSE LOCAL REMOVAL OF THE SURFACE TREATMENT,
AND THUS HALOS OR SCRATCHES.
ALWAYS APPLY THE CLEANING AGENT TO THE PAD AND NOT TO THE
SCREEN.
CAUTION : USE ONLY THE SPECIFIED MATERIALS AND OBEY THE INSTRUCTIONS FROM
_______
THE MANUFACTURERS. OTHER MATERIALS CAN CAUSE DAMAGE TO THE
SURFACE PROTECTION OF THE COMPONENTS AND THE RELATED AREA.
(1) Make an absorbent surgical-cotton wadding or a sterile gauze pad or

an optical precision pad moist with CLEANING AGENTS (Material No. 11-
020) or CLEANING AGENTS (Material No. 11-010). You can also use an
impregnated screen pad 2000.
(2) Move the moist wad (or pad) lightly across the surface of the ISIS
screen (one time only).
(3) If you find again marks or dust on the screen, do steps (1) and (2)
again with a new piece of moist wad (or pad). Do these steps again
until the screen is fully clean.
NOTE : Use a new pad (or wad) each time to prevent scratches that can
____
be caused by a dusty pad.
(4) Dry the ISIS screen with a clean wad (or pad). To do this, move the
clean wad (or pad) lightly across the surface of the screen (one time
only).
NOTE : We recommend to frequently clean the screen to remove finger

____
marks or dust.

EFF :

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IAC
5. Close-up
________
Subtask 34-22-25-942-050
items.

EFF :

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IAC
ILS - DESCRIPTION AND OPERATION
_______________________________
1. _______
General
The function of the instrument landing system is to measure deviations
between aircraft flight path and
- glide slope
- runway alignment axis (localizer).
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.
2. Component
__________________
Location
(Ref. Fig. 001)
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
2RT1 RECEIVER-ILS, 1 95VU 121 811 34-36-31
2RT2 RECEIVER-ILS, 2 96VU 122 811 34-36-31
3RT ANTENNA-LOCALIZER 1/2 110 110AL 34-36-11
4RT ANTENNA-GLIDE/SLOPE 1/2 110 110AL 34-36-18
3. __________________
System Description
A. Principle
The principle of the ILS is to receive and demodulate LOC and GLIDE
signals.
An ILS station located near the airport runway transmits these signals.
Each LOC and GLIDE signal consists of two intersecting lobes modulated
with two different frequencies (90 Hz and 150 Hz).
The ILS receiver detects and compares the two radiated modulation signals
(two for LOC and two for GLIDE). The receiver gives the crew a display in
relation to a given descent axis. In addition, the ground station
provides a Morse identification.
B. System Architecture
(Ref. Fig. 002)
The ILS comprises two independent ILS receivers 2RT1 and 2RT2 linked to a
common localizer antenna 3RT and a glide slope antenna 4RT.
The components given after can control the ILS system:
(Ref. Fig. 003)
- the Multipurpose Control and Display Unit 1(2) (MCDU) 3CA1 (3CA2) and
the Flight Management and Guidance Computer 1(2) (FMGC) 1CA1 (1CA2) for
frequency/course selection in normal mode of operation,

EFF :

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Page 1
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IAC
ILS - Component Location
Figure 001

EFF :

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Page 2
Config-1 May 01/06

IAC
ILS - Block Diagram
Figure 002

EFF :

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Page 3
Config-1 May 01/06

IAC
INTENTIONALLY BLANK

34-36-00

Page 4
Config-1 May 01/06

IAC
ILS - Control and Indicating
Figure 003

EFF :

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IAC
- the Radio Management Panel (RMP) 1RG1 (1RG2) for frequency/course
selection in back-up mode,
- the MCDU and the Centralized Fault Display Interface Unit (CFDIU) 1TW
for test purposes.
The Morse-coded audio identification signals are sent to the Audio
Management Unit (AMU) 1RN. These signals can be heard in the boomset and
on loudspeaker according to the crew selection performed on the CAPT
(F/O) Audio Control Panel (ACP) 2RN1 (2RN2).
The EFIS display units show the ILS data:
- the CAPT Primary Flight Display (PFD) and the F/O Navigation Display
(ND) show the deviations from the ILS1,
- the F/O PFD and the CAPT ND show the deviations from the ILS2.
The MCDU(s) shows the maintenance data.
C. Utilization Technical Data
(1) Data display

(Ref. Fig. 004)
(a) On the PFDs

On the right and below the attitude sphere, the deviation
indications come into view in approach. These are :
- the vertical deviation scale,
- the lateral deviation scale,
- the related aircraft deviation symbols.
If you select an ILS approach, the scales and symbols give
GLIDE/SLOPE and LOCALIZER deviations. The scales come into view
when you push the ILS pushbutton switch on the EFIS control
section of the Flight Control Unit (FCU). The deviation symbols
come into view when the related G/S and LOC signals from the ILS
receiver are valid.
If the ILS indications are available with the ILS pushbutton
switch pushed they have priority over the deviation information
of the R NAV approach.
In this mode the data given after are shown (item 5): in the left
bottom corner:
- ILS frequency (plus ILS identification if available),
- ILS - DME distance.
At the top section of the PFD a Flight Mode Annunciator shows the
various armed/active longitudinal and lateral modes:
(item 1): the G/S longitudinal modes are shown in the 2nd column
(cyan for armed or green for active)
(item 2): the LOC longitudinal modes are shown in the 3rd column
VERTICAL DEVIATION (item 3)

EFF :

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ILS - Data Display
Figure 004

EFF :

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The vertical scale shows a classical glide slope deviation. It is
linear with 2 dots on each side. Two dots correspond to plus (or
minus) 0.175 ddm (150 microA) deviation. The index shows magenta
G/S indication.
Until the glide beam is captured, the glide index is not shown
(Non Computed Data). When the index is against one stop only one
half of it is in view (the outer half index).
The glide slope index and the scale flash permanently in case of
G/S excessive deviation warning.
With a glide fault, the G/S index goes out of view and a red G/S
failure warning message is shown in the middle of the scale.
(Ref. Fig. 005)
LATERAL DEVIATION (item 4)
The horizontal scale shows a classical LOC deviation with 2 dots
on each side. Two dots correspond to plus (or minus) 0.155 ddm
(150 micro A) deviation. The index shows magenta LOC indication.
Until the LOC is captured, the LOC index is not shown (Non
Computed Data). When the index is against one stop, only one half
of it is shown.
The LOC index and the scale flash permanently in case of LOC
excessive deviation warning.
With a localizer fault, the LOC index goes out of view and a red
LOC failure warning message is shown in the middle of the scale.
(Ref. Fig. 005)
(b) On NDs in the ROSE ILS mode

In the ROSE ILS mode, the ND gives a display which is similar to
that of a conventional HSI : a heading dial orientated to the
magnetic North turns and gives the actual magnetic heading of the
aircraft in relation to the stable yellow lubber line.
The ND is always heading up :
a yellow aircraft model, at the center of the heading dial is
stable and pointed up to the yellow lubber line.
Small white triangles are put each 45 deg. on the circumference
in relation to the lubber line.
They are stable and do not turn with the heading dial.
A green diamond-shaped symbol moves around the heading dial and
gives the actual track of the aircraft.
The ND shows the indications given after, when available, in its
right top corner (item 8):
- the side of the displayed ILS receiver,
- the frequency,
- the course,
- the identification.
The ND shows the ILS APP message in its center top section (item
7) when the pilot has selected the ILS approach on the MCDU.

EFF :

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ILS - Warning Display
Figure 005

EFF :

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a dagger-shaped pointer points to the selected ILS course. Its
center part is the lateral deviation bar, which can move on a
scale which is perpendicular to the pointer and has 2 dots on
each side. The position of the bar on the scale gives the
localizer deviation. The extreme dots correspond to plus or minus
0.155 ddm (plus or minus 150 micro A). With LOC fault a red LOC
warning message comes into view in the middle of the LOC scale
and the LOC deviation bar goes out of view.
a magenta lozenge gives the glide slope deviation on a vertical
scale at the right of the heading dial if the aircraft is within
the condition of reception of the ILS glide slope signal.
The extreme dots of the vertical scale correspond to plus or
minus 0.175 ddm (plus or minus 150 micro A). With G/S fault, a
red G/S warning message comes into view at the top of the scale
and the index goes out of view.
(c) On ND in ARC and ROSE NAV modes

When you push the ILS pushbutton switch in ARC or ROSE NAV mode,
the ND shows the symbols given after:
- a magenta dagger-shaped pointer which points to the selected
QFU,
- an arrow which indicates the lateral deviation of the aircraft
related to the localizer axis.
(2) Audio control

The ILS receiver 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 Audio Control Panel (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.
D. Warnings
(Ref. Fig. 005)
The warnings related to the ILS are :
- local warning on the instruments that use the ILS information
- MASTER CAUT lights on CAPT and F/O glareshield panels
- aural warning : single chime (SC)
- warning message shown on the upper display unit of the ECAM system.

EFF :

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4. Power
____________
Supply
(Ref. Fig. 002)
Energization of each system is through 115VAC 400 Hz buses :
- 115VAC ESS BUS 401XP via circuit breaker 1RT1 for system 1
- 115VAC BUS 2 204XP via circuit breaker 1RT2 for system 2
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
49VU NAV/ILS/1 1RT1 G12
121VU COM NAV/ILS/2 1RT2 K09
5. Interface
_________
A. Receiver
(1) External description

(Ref. Fig. 006)
The face of the receiver is fitted with a handle, two attaching
parts, a TEST pushbutton switch and three LEDs.
The name, color and function of the three LEDs are as follows:
- ILS fail (red) indicates that an internal fault is detected.
- ILS pass (green) indicates that no internal fault is detected.
- DATA IN fail (red) indicates that no control input is available or
that input is in incorrect ARINC 429 format.
The back of the ILS receiver contains an ARINC 600, shell size
connector to provide electrical connections to the aircraft wiring
via mount.
Contact grouping is as follows :
- Top contact set - ATE interface
- Center contact set - System interconnections
- Bottom contact set - Power supply and bonding

(Ref. Fig. 007)
The ILS receiver includes:
- a LOC tuner
- a GLIDE tuner
- a BITE module
- an ILS module
- a CPU module
- a CPU monitor module
- a DATA interface module
- POWER SUPPLY modules.

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ILS Receiver
Figure 006

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ILS Receiver - Block Diagram
Figure 007

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(a) LOC tuner
The LOC tuner receives and demodulates the signal from one of the
40 LOC channels ranging from 108.10 to 111.95 MHz with a 50 KHz
spacing. The tuner includes:
- a preselector:it is tuned to the selected localizer channel by
a tuning voltage provided by the CPU module.
- a mixer: it subtracts the local oscillator frequency from the
preselector localizer signal to produce a 18.1 MHz IF signal.
- two IF amplifiers: the second one is a three-stage amplifier.
- an envelope detector: it detects the low frequency envelope of
the received signal.
(b) GLIDE tuner

The GLIDE tuner receives and demodulates the signal from one of
the 40 channels ranging from the 329.15 to 335 MHz with a 150 KHz
spacing and coupled with the LOC frequencies.
The tuner includes:
- a preselector: it is formed by a broadband front-end filter
which functions as a fixed tune preselector.
- a mixer: it subtracts the local oscillator frequency from the
preselector glide slope signal to produce a 30.2 MHz IF signal.
- two IF amplifiers: the second one is a three-stage amplifier.
- an envelope detector: its detects the low frequency envelope of
the received signal.
(c) BITE module

The BITE module generates ILS
90 Hz/150 Hz test composite signals during the test sequence. The
test composite signals can be applied directly to the ILS module
or used to modulate test oscillator signals injected into the
localizer and glide slope receiver mixers.
ILS or test composite signals are switched in this module
following requirements for processing.
(d) ILS module

It processes the localizer and the glide slope composite signals.
Its circuits separate the 90 Hz and 150 Hz tones from each
composite signal and generate a DC voltage proportional to the
modulation level of each tone.
(e) CPU module

It performs the primary control, timing, logic and computations
required for receiver operation. The major device of this module
is the 80C85 microprocessor.

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(f) CPU monitor module
It reads the eight analog localizer and glide slope tones from
the ILS module, converts the analog voltages to digital format,
computes the localizer and glide slope course deviation in DDM
and compares its computations with the primary CPU computation
transmitted on the ARINC 429 data bus.
(g) DATA interface module

The data interface module provides a two-way ARINC 429
communication path between the receiver, the remote control unit
and the cockpit display units. Separate 32 bit data words that
contain localizer and glide slope course deviations data are
converted from parallel to serial format by an LSI circuit and
transmitted over the ARINC 429 data bus to the cockpit display
units. Serial receiver tuning data and control discretes are
received by the data interface module and processed by a second
LSI circuit and other digital interface circuits.
(h) POWER SUPPLY modules

The complete power supply system is made up of two modules:
- the control module which contains the major rectifier
assemblies and part of the regulator circuit.
- the output module which develops the regulated DC outputs from
the DC voltages supplied by the control module.
The power supply develops four voltage outputs: +5V, +15V,-15V
and +8VDC.
A power monitor output is also developed and applied to a voltage
comparator in the CPU module.
(3) Operation
Ground station transmitters located near the airports runway
instruments transmit two separate ILS frequencies. Both carrier
frequencies are amplitude modulated with 90 Hz and 150 Hz. The ILS
receiver receives the transmitted ILS signals and compares the
relative strengths of the 90 Hz and 150 Hz carrier modulations to
determine the position of the aircraft relative to the ILS ground
station transmitters. The LOC tuner provides azimuth bearing data.
The GLIDE tuner provides elevation data. Microprocessor circuits
calculate the glide slope and localizer deviations, and output these
signals as two separate digital data words to an ARINC 429 data bus.
The data bus connects the ILS deviations to the cockpit display
units.
An audio output signal identifies the selected ILS station.

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(4) Digital outputs
The following table gives :
- WORD RANGE OPER RANGE RESOLUTION ACCURACY: measurement range.
in milliseconds
- CODE :
HYB: mixed code
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 033 |ILS FREQ| 108/111.95 |MHZ | | 4 |2560|BCD | | |
| | | 0.01 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 105 |RWY HDG | +/- 180 |DEG | 29 | 11 |160 |BNR | | |
| | | 0.0878 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 173 |LOC DEVN | +/- 0.4 |DDM | 29 | 12 | 80 |BNR | LOC | |
| | | 0.000097 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 174 |G/S DEVN | +/- 0.8 |DDM | 29 | 12 | 80 |BNR | GLS | |
| | | 0.000195 | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 263 |ILS GROUND| | | | 14 |200 |HYB | | |

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |STATION | | | | | | | | |
| |IDENT | | | | | | | | |
| |WORD 1 | | | | | | | | |
| | | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 264 |ILS GROUND| | | | 14 |200 |HYB | | |
| |STATION | | | | | | | | |
| |IDENT | | | | | | | | |
| |WORD 2 | | | | | | | | |
| | | | | | | | | | |
-------------------------------------------------------------------------------
NOTE : Station identification consists of 4 characters max. : label

____
263 provides the first two characters (bits 11 to 17 for the
first character and bits 19 and 25 for the second one) and
label 264 gives the last two characters (bits 11 to 17 for the
third character and bits 19 to 25 for the fourth one).
B. Antennas
(Ref. Fig. 008)
(1) Localizer antenna

The localizer antenna is an airborne antenna used to receive LOC
signals in the 108-112 MHz range. It is a folded half-loop type
driven by capacitive coupling. The antenna has two independent RF
connectors used to feed two items of equipment. Connector separation
is provided by a hybrid junction in the antenna.
(2) Glide/slope antenna

The glide/slope antenna is an airborne antenna used to receive GLIDE
signals in the 329-335 MHz range. It is a folded half-loop type
driven by capacitive coupling. The antenna has two independent RF
connectors used to feed two items of equipment. Connector separation
is provided by a hybrid junction in the antenna.

EFF :

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ILS Antennas
Figure 008

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6. Component
_____________________
Description
(Ref. Fig. 002)
A. Control
- each ILS receiver is connected to one Radio Management Panel (RMP). The
ILS receiver 1 is connected to the RMP1 (the ILS receiver 2 to the
RMP2). The ILS receiver 1 receives management bus from the FMGC1
through the RMP1 (the ILS receiver 2 from the FMGC2 through the RMP2)
- in normal operation, the FMGC1(2) tunes the ILS 1(2) receiver either
automatically or manually by means of the MCDU1(2). In this case the
RMP1(2) operates as a relay which sends the frequency information from
the FMGC1(2) to the receiver 1(2).
- by a second port, the ILS receiver 1(2) receives a second management
bus (ILS1 FREQ + RWY HDG1 + INTERRO BYTE) directly from the FMGC2(1).
The receiver selects one of the two port functions by a discrete signal
(RMP1 NAV DISC) which is received from the FMGC1(2) through the
RMP1(2).
With fault of one FMGC, the second FMGC can control the two ILS
receivers, one directly, the other through its RMP.
With fault of the RMP1(2) or two RMPs, the concerned RMP is transparent
to data and discrete from FMGC.
In manual operation (at any time, or with fault of two FMGCs) the RMP1
can control the ILS receiver 1 after ON NAV mode selection. Same
possibility for the RMP2 (ILS receiver 2).
(Ref. Fig. 009)
In this mode the RMP1 can control the ILS2 through the RMP2 after ON NAV
mode selection on the RMP2. Same possibility for ILS2 through RMP1.
After any frequency selection it is always necessary to select the
associated course.
- In LAND mode below 700 ft., the FMGC sends a ground signal on the TUNE
TEST INHIBIT discrete to the ILS receiver.
In this case, whether the frequency is sent by the FMGC or by the RMP,
the ILS receiver does not take into account any frequency change.
B. Reconfiguration Switching
In normal utilization, the ILS1 data are shown on the CAPT PFD and the
F/O ND ; the ILS2 data on the F/O PFD and the CAPT ND.
In addition the DMC 1 supplies data to the CAPT PFD and ND ; the DMC 2 to
the F/O PFD and ND.
With fault of the DMC 1(2), it is possible to switch over to the DMC 3
with the EIS DMC selector switch. This selector switch is located on
panel 8VU 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 fault of the PFD, there is an automatic transfer of
the PFD image onto the ND.

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ILS - Frequency and Course Selection in Emergency Mode
Figure 009

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With fault of the ND, you obtain the transfer of the ND image onto the
PFD when you push the PFD/ND XFR pushbutton switch on panel 301VU
(500VU).
When you set the PFD potentiometer to OFF on panel 301VU (500VU), this
causes :
- deactivation of the PFD
- transfer of the PFD image onto the ND.
7. _________
Operation
(Ref. Fig. 010)
A. Access to ILS Sub-Menu Functions

It is possible to select the maintenance functions of the ILS receiver 1
(2) by pressing the line key adjacent to the SYSTEM REPORT/TEST
indication on the CFDS menu, and then selecting the relevant ILS on the
NAV menu.
After these actions, the ILS 1 (2) provides its own menu page and the
sub-menu functions can then be chosen by the operator.
B. Activation of the Test Function

The ILS 1 (2) test function can be activated by pressing the line key
adjacent to the TEST indication on the ILS 1 (2) maintenance sub-menu or
by pressing the pushbutton switch on the face of the receiver.
C. Power-up Tests Initialization and Cockpit Repercussions
(1) Conditions of power-up tests initialization

- How long the computer must be de-energized: 1 s.
- whatever the A/C configuration on ground

- Duration: 1 s.
- Cockpit repercussions directly linked to power-up test
accomplishment (some other repercussions may occur depending on the
A/C configuration but these can be disregarded):
- MASTER CAUT light on

- Tests pass:
- MASTER CAUT light off
- ILS information available on ND and PFD if ILS selected on the
FCU
- Tests failed:
- ECAM warning

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ILS - Maintenance Test Procedure
Figure 010

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NAV ILS 1 or 2 FAULT
- ECAM STATUS
ILS 1 or 2 INOP
* if ILS selected on FCU
- CAPT (F/O) PFD
ILS 1 (2) and LOC and GLIDE scales in red
- CAPT (F/O) ND
ILS 1 (2) in red

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ILS ((MMR)) - DESCRIPTION AND OPERATION
_______________________________________
1. _______
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 MMR is a navigation sensor with two internal receivers.
A. 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 as
defined by ARINC specification 710.
B. 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.
2. Component
__________________
Location
(Ref. Fig. 001)
The MMR system units are located in the aircraft as follows.
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
40RT1 MMR-1 95VU 120 811 34-36-31
40RT2 MMR-2 96VU 120 811 34-36-31
3RT ANTENNA-LOCALIZER 1/2 110 110AL 34-36-11
4RT ANTENNA-GLIDE/SLOPE 1/2 110 110AL 34-36-18
43RT1 ANTENNA-GPS ACTIVE, 1 210 831 34-36-16
43RT2 ANTENNA-GPS ACTIVE, 2 210 831 34-36-16
3. System
__________________
Description
(Ref. Fig. 002, 003)
The A/C comprises two independent MMRs, 40RT1 and 40RT2, linked to:
- a common localizer antenna 3RT
- a common glide/slope antenna 4RT
- a GPS active antenna 43RT1 (linked to MMR1)
- a GPS active antenna 43RT2 (linked to MMR2).

R

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MMR - Component Location
Figure 001

R

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MMR - Monitoring and Display
Figure 002

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MMR - Data Acquisition
Figure 003

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A. ILS Operation
The equipment given below can control the ILS operation:
- the Multipurpose Control and Display Units (MCDU) and the Flight
Management and Guidance Computers (FMGC) for frequency/course selection
in normal operating mode.
- the Radio Management Panels (RMPs) for frequency/course selection in
back-up mode.
The ILS data are shown on the EFIS displays:
- the CAPT Primary Flight Display (PFD) and F/O Navigation Display (ND)
show the deviations from the ILS1.
- 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). These signals can be heard in the boomset and on
the loudspeaker according to the selection by the crew on the Audio
Control Panel (ACP).
B. GPS Operation
(1) Normal 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 Inertial Reference (IR) portion of the ADIRU 1(2) provides the
FMGC 1(2) with:
- pure IR data
- pure GPS data (in this case the ADIRU operates as a relay)
- hybrid GPIR data.
The hybrid GPIR 1(2) data are used by the FMGC 1(2) for position
fixing purposes.
The pure GPS data are used for display on the MCDU 1 and 2.
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 (13FP) 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.

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This ADIRU receives data from its own side GPS (e.g. ADIRU 1 - GPS
1).
C. 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.
4. Power
____________
Supply
Each MMR system is energized through 115VAC busbars as follows:
- 401XP for system 1
- 204XP for system 2.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
49VU NAV/MMR/1 42RT1 G12
121VU COM NAV/MMR/2 42RT2 L07
5. Interface
_________
A. ILS Interface
(1) ILS digital outputs

The ILS transmits data in compliance with the low speed ARINC 429
standards. The table below contains all the output parameters in the
numerical form.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 173 | LOCALIZER|+ or - 0.155| DDM| 29 | 12 | 50 | BNR| | |
| | DEVIATION| | | | | ms | | | |
| | | | | | | | | | |
| 174 | GLIDE |+ or - 0.175| DDM| 29 | 12 | 50 |BNR | | |
| | SLOPE | | | | | ms | | | |
| | DEVIATION| | | | | | | | |
| | | | | | | | | | |
| 033 | ILS |FROM 108.10 |MHz | | 15 |200 |BCD | | |
| | FREQUENCY| TO 111.95 | | | | ms | | | |

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| 017 | RUNWAY | FROM 0 TO |Deg.| | 15 |300 |BCD | | |
| | HEADING | 359.9 | | | | ms | | | |
| | | | | | | | | | |
| 105 | RUNWAY | FROM 0 TO |Deg.| | 11 |300 |BNR | | |
| | HEADING | 359.9 | | | | ms | | | |
| | | | | | | | | | |
| 263 |ILS GROUND| | | | 14 |150 |HYB | | |
| | STATION | | | | | ms | | | |
| | IDENT | | | | | | | | |
| | | | | | | | | | |
| 264 |ILS GROUND| | | | 14 |150 |HYB | | |
| | STATION | | | | | ms | | | |
| | IDENT | | | | | | | | |
| | | | | | | | | | |
| 271 | MMR | | | | 19 |400 |DISC| | |
| | DISCRETE | | | | | ms | | | |
-------------------------------------------------------------------------------

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B. GPS Interface
(1) GPS digital outputs

The GPS has three independently buffered high-speed ARINC 429 digital
output buses connected to the three ADIRUs.
The table below contains all the output parameters in numerical form.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | |
| 060 | MEASURE- | Pack | N/A| N/A| | 1s | | |
| | MENT STS | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | |+/-268435456| | | | | | |
| 061 | PSEUDO | 256 | M | 20 | | 1s |BNR | |
| | RANGE | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| 062 | PSEUDO | 256 | M | 11 | | 1s |BNR | |
| | RANGE | 0.125 | | | | | | |
| | FINE | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| 063 | RANGE | +/-4096 | M/S| 20 | | 1s |BNR | |
| | RATE | 0.0039 | | | | | | |
| | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | | | | | | | | |
| 064 | DELTA | +/-4096 | M | 20 | | 1s |BNR | |
| | RANGE | 0.0039 | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | | | | | | | | |
| 065 | SV POS X | +/-67108864| M | 20 | | 1s |BNR | |
| | | 64 | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | | | | | | | | |
| 066 | SV POS X | 64 | M | 14 | | 1s |BNR | |
| | FINE | 0.0039 | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | | +/-67108864| | | | | | |
| 070 | SV POS Y | 64 | M | 20 | | 1s |BNR | |
| | | | | | | | | |

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
|--------------|----------|------------|----|----|----|----|----|-------------|
| | | | | | | | | |
| 071 | SV POS Y | 64 | M | 14 | | 1s |BNR | |
| | FINE | 0.0039 | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | | | | | | | | |
| 072 | SV POS Z | +/-67108864| M | 20 | | 1s |BNR | |
| | | 64 | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | | | | | | | | |
| 073 | SV POS Z | 64 | M | 14 | | 1s |BNR | |
| | FINE | 0.0039 | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | UTC MEA- | 10.0 | | | | | | |
| 074 | SURE TIME| 9.536743 | S | 20 | | 1s |BNR | |
| | | micro sec | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | GPS ALT | +/-131072 | | | | | | |
| 076 | (MSL) | 0.125 | Ft | 20 | | 1s |BNR | |
| | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | | 1024 | | | | | | |
| 101 | HDOP | 0.031 | N/A| 15 | | 1s |BNR | |
| | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | | 1024 | | | | | | |
| 102 | VDOP | 0.031 | N/A| 15 | | 1s |BNR | |
| | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | GPS TRACK| +/-180 | | | | | | |
| 103 | ANGLE | 0.0055 | Deg| 15 | | 1s |BNR | |
| | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | GPS | +/-180 | | | | | | |
| 110 | LATITUDE | 0.000172 | Deg| 20 | | 1s |BNR | |
| | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | GPS | +/-180 | | | | | | |

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 111 | LONGITUDE| 0.000172 | Deg| 20 | | 1s |BNR | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | GPS | 4096 | | | | | | |
| 112 | GROUND | 0.125 | Kts| 15 | | 1s |BNR | |
| | SPEED | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | GPS | 0.000172 | | | | | | |
| 120 | LATITUDE | 8.38 E-8 | Deg| 11 | | 1s |BNR | |
| | FINE | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | GPS | 0.000172 | | | | | | |
| 121 | LONGITUDE| 8.38 E-8 | Deg| 11 | | 1s |BNR | |
| | FINE | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| 125 | UTC | 23:59.9 |HR: | 5 | | 1s |BCD | |
| | | 0.1 MIN |MIN | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| |HORIZONTAL| 16 | NM | 17 | | 1s |BNR | |
| 130 | INTEGRITY| 0.00012 | | | | | | |
| | LIMIT | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | VERTICAL | 32768 | Ft | 17 | | 1s |BNR | |
| 133 | INTEGRITY| 0.25 | | | | | | |
| | LIMIT | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | VERTICAL | 32768 | | | | | | |
| 136 | FIGURE | 0.125 | Ft | 18 | | 1s |BNR | |
| | OF MERIT | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | | 1.0 | | | | | | |
| 140 | UTC FINE | 0.9536743 | S | 20 | | 1s |BNR | |
| | | micro sec | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | UTC FINE | 0.953674 | S | 10 | | 1s |BNR | |
| 141 | FRACTIONS| micron s | | | | | | |
| | | 0.9313225ns| | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | APPROACH | 16 | NM | 17 | | 1s |BNR | |

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 143 | AREA | 0.00012 | | | | | | |
| | HIL | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | APPROACH | 32768 | Ft | 17 | | 1s |BNR | |
| 144 | AREA | 0.25 | | | | | | |
| | HIL | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | | |HR: | | | | | |
| 150 | UTC | 23:59:59 |MIN:| 17 | | 1s |BNR | |
| | | 1.0 s |S | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| 162 | DEST | 23:59 |HR: | 11 | |0.5s|BNR | |
| | ETA | 1 MIN |MIN | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| 163 | ALT | 23:59 |HR: | 11 | |0.5s|BNR | |
| | WAYPNT | 1 MIN |MIN | | | | | |
| | ETA | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | VERTICAL | +/-32768 | Ft/| | | | | |
| 165 | VELOCITY | 1.0 | Mn | 15 | | 1s |BNR | |
| | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | N/S | +/-4096 | | | | | | |
| 166 | VELOCITY | 0.125 | Kts| 15 | | 1s |BNR | |
| | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | E/W | +/-4096 | | | | | | |
| 174 | VELOCITY | 0.125 | Kts| 15 | | 1s |BNR | |
| | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| 226 | DATA | N/A |N/A |N/A | |N/A |ISO | |
| | LOADER | | | | | |#5 | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| |HORIZONTAL| 16 | | | | | | |
| 247 | FIGURE | 6.1E-5 | NM | 18 | | 1s |BNR | |
| | OF MERIT | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | | N/A |DAY:| | | | | |

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 260 | DATE | 1 Day |MON:| 6 | | 1s |BCD | |
| | | |YEAR| | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | GPS | | | | | | | |
| 273 | SENSOR | N/A |N/A |N/A | | 1s |DISC| |
| | STATUS | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| 343 | DEST | 16 |NM | 11 | |0.5s|BNR | |
| | HIL | 0.0078 | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | ALT | | | | | | | |
| 347 | WAYPNT | 16 |NM | 11 | |0.5s|BNR | |
| | HIL | 0.0078 | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| 354 | GPSSU | N/A |N/A |N/A | | |ISO | |
| | IDENT | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| 356 | MAINT | N/A |N/A |N/A | | |ISO | |
| | DATA | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-------------|
| | EQUIP- | | | | | | | |
| 377 | MENT | N/A |N/A |N/A | | 1s |BCD | |
| | ID | | | | | | | |
-------------------------------------------------------------------------------
6. _____________________
A. MMR

(Ref. Fig. 004)
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:
- 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.

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MMR - External Description
Figure 004

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- MMR FAULT (red) indicates that an internal fault is detected by the
MMR itself.
- BUS IN FAIL (red) indicates that no control input is available.
- 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:
- Top Plug (TP): connection with the GPS antenna
- Middle Plug (MP): service interconnection
- Bottom Plug (BP): connection with the power supply circuit, and the
LOC and G/S coaxial interconnections.

(Ref. Fig. 005)
The MMR includes:
- an ILS RF module (RF)
- a main ILS board (CMD)
- a monitor ILS board (MON)
- a GPS board (GPS)
- a power supply module (POWER SUPPLY)
- a High Intensity Radiated Field interconnect module (HIRF).
The primary function of the MMR is to receive and process ILS and GPS
signals. The ILS signals, including both localizer and glide slope,
are used to determine flight path deviations during precision
approach and landing, and are supplied to the aircraft flight control
and instrument systems. These deviations are based on radio frequency
signals that the unit receives from a ground-based instrument landing
system.
The GPS receiver simultaneously tracks signals from up to fifteen GPS
satellites. The signals are processed to generate a three-dimensional
position and a precise time. The receiver generates an estimate of
the positional accuracy provided. An integrity alert is activated if
an unannounced satellite malfunction is detected. The receiver has
the capability of excluding satellites that are malfunctioning. It is
able to incorporate external altimeter data to improve the
availability of its integrity monitoring functions.
(a) ILS RF module (RF)

This module converts (filters, amplifies and demodulates) the RF
signals received by the localizer and glide slope antennas into
analog signals for processing by the Digital Signal Processor
(DSP). The module consists of two RF sections, one for the VHF
localizer signals and one for the UHF glide slope signals.

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MMR - Block Diagram
Figure 005

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(b) Main ILS board (CMD)
The main ILS board controls the ILS mode of operation, generates
the audio and deviation outputs, controls the aircraft interfaces
and performs the maintenance tasks (for CFDIU interface).
The board is divided into five sections:
- A/D converter (ADC) which digitizes the localizer and glide
slope signals from the ILS RF module.
- DSP section which formats and sends to the Precision Approach
Navigator (PAN) the deviations computed with the depth of
modulation of the 90Hz and 150Hz.
- PAN section which processes the data from the DSP section to
provide the localizer and glide slope deviation information to
the Input/Output section (I/O).
The PAN compares information from the monitor ILS board with
the information it has calculated itself.
The PAN sends to the maintenance section the in-line test (BIT)
results from all the boards installed in the MMR (RF, CMD, MON,
GPS and POWER SUPPLY).
- maintenance section which provides the interface with the
Centralized Fault Display Interface Unit (CFDIU).
- I/O section which consists of ARINC 429 drivers and receivers
and discrete I/O logic. The I/O section provides the interface
with aircraft systems.
ARINC 429 inputs/outputs are processed by a specially designed
ASIC (GLUCOMA).
(c) Monitor ILS board (MON)

The monitor ILS board provides a redundant dissimilar signal
processing path for the localizer and glide slope signals from
the ILS RF module. It also includes an ADC, a DSP, a PAN and an
I/O section (as CMD).
In order to determine if the main ILS board (CMD) operates
properly, the MON PAN calculates the deviation outputs and
compares the results against those being transmitted over the
ARINC 429 ILS output ports. If the calculations from the two PANs
are excessively different, the MON PAN asks the CMD PAN to set
the deviation words to indicate failure. The MON PAN shuts down
the output buses if the SSM of the output words does not indicate
failure when required.
(d) GPS Board (GPS)

The GPS board receives RF signals through an active GPS antenna,
filters, mixes, and performs analog-to-digital conversion and
outputs position, velocity, time and integrity data. It also
outputs a time mark discrete signal to synchronize users with the
raw data sent by this board.
The GPS board is divided into four sections:

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- RF section which filters and mixes the RF signal.
- ASIC GNSS which processes the signals from the RF section.
- Processor section which performs position, velocity, time (PVT)
and integrity calculation with data received from ASIC GNSS. It
also provides satellite information to I/O section.
- I/O section which consists of ARINC 429 drivers and receivers
and discrete I/O logic. It provides PVT, integrity and
satellite information with aircraft systems. ARINC 429
inputs/outputs are processed by a specially designed ASIC
(GLUCOMA).
(e) Power supply module (POWER SUPPLY)

The power supply module generates, from 115VAC/400HZ single
phase, four regulated power supplies required for operation of
the modules and boards (+12VDC, +5VDC, +15VDC, -15VDC).
This module protects the secondary power supply voltages against
short-circuits and spikes, makes primary power supply
micro-interrupts transparent and isolates the equipment from the
primary power supply.
(f) High Intensity Radiated Field interconnect module (HIRF)

The HIRF module provides with connection of the different
internal modules and connection with the aircraft environment.
It protects the MMR against electromagnetic interference,
lightning indirect effects and has two filters for the
115VAC/400Hz input power.
B. GPS Antenna
(Ref. Fig. 006)
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.

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GPS Active - Antenna
Figure 006

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C. Localizer Antenna
(Ref. Fig. 007)
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.
D. Glide Slope Antenna

(Ref. Fig. 007)
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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ILS - Antennas
Figure 007

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7. Operation
_________
A. ILS Operation

(Ref. Fig. 008)
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).
(2) Operation in case of failure

With failure of one FMGC, the second FMGC automatically controls 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.
(3) 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).
(Ref. Fig. 009)
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.
(4) 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 panel 8VU on the
center pedestal.

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MMR - Control and Indicating
Figure 008

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MMR - ILS - Course and Frequency Selection in Manual Mode
Figure 009

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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 on panel 301VU (500VU).
When you set the PFD potentiometer to OFF on the panel 301VU (500VU)
this causes:
- deactivation of the CAPT (F/O) PFD
- transfer of the PFD image onto the CAPT (F/O) ND.
(5) 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.
(6) Data display

(Ref. Fig. 010)
(a) On the PFDs

On the right and below the attitude sphere, the deviation
indications come into view in approach. These are:
- the vertical deviation scale
- the lateral deviation scale
- the related aircraft deviation symbols.
If you select an ILS approach, the scales and symbols give GLIDE
SLOPE and LOCALIZER deviations. The scales come into view when
you push the ILS pushbutton switch on the EFIS control section of
the Flight Control Unit (FCU). The deviation symbols come into
view when the related G/S and LOC signals from the ILS receiver
are valid.
If the ILS indications are available with the ILS pushbutton
switch pushed they have priority over the deviation information
of the R NAV approach.
In this mode the data given after are shown (item 5): in the left
bottom corner:
- ILS frequency (plus ILS identification if available)
- ILS - DME distance.

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MMR - ILS Data Display
Figure 010

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At the top section of the PFD a Flight Mode Annunciator shows the
various armed/active longitudinal and lateral modes:
(item 1): the G/S longitudinal modes are shown in the 2nd column
(item 2): the LOC longitudinal modes are shown in the 3rd column
The vertical scale shows a classical glide slope deviation. It is
linear with 2 dots on each side. Two dots correspond to plus (or
minus) 0.175 ddm (150 microA) deviation. The index shows magenta
G/S indication.
Until the glide beam is captured, the glide index is not shown
(No Computed Data). When the index is against one stop only one
half of it is in view (the outer half index).
The glide slope index and the scale flash permanently in case of
G/S excessive deviation warning.
With a glide fault, the G/S index goes out of view and a red G/S
failure warning message is shown in the middle of the scale.
(Ref. Fig. 011)
The horizontal scale shows a classical LOC deviation with 2 dots
on each side. Two dots correspond to plus (or minus) 0.155 ddm
(150 microA) deviation. The index shows magenta LOC indication.
Until the LOC is captured, the LOC index is not shown (No
Computed Data). When the index is against one stop, only one half
of it is shown.
The LOC index and the scale flash permanently in case of LOC
excessive deviation warning.
With a localizer fault, the LOC index goes out of view and a red
LOC failure warning message is shown in the middle of the scale.
(Ref. Fig. 010, 011)
(b) On NDs in the ROSE ILS mode

In the ROSE ILS mode, the ND gives a display which is similar to
that of a conventional Horizontal Situation Indicator (HSI): a
heading dial orientated to the magnetic North turns and gives the
actual magnetic heading of the aircraft in relation to the stable
yellow lubber line.
The ND is always heading up:
A yellow aircraft model, at the center of the heading dial is
stable and pointed up to the yellow lubber line.
Small white triangles are put each 45 deg. on the circumference
in relation to the lubber line.
They are stable and do not turn with the heading dial.
A green diamond-shaped symbol moves around the heading dial and
gives the actual track of the aircraft.

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MMR - ILS Warning Display
Figure 011

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The ND shows the indications given after, when available, in its
right top corner (item 8):
- the side of the displayed ILS receiver
- the frequency
- the course
- the identification.
The ND shows the ILS APP message in its center top section (item
7) when the pilot has selected the ILS approach on the MCDU.
A dagger-shaped pointer points to the selected ILS course. Its
center part is the lateral deviation bar, which can move on a
scale which is perpendicular to the pointer and has two dots on
each side. The position of the bar on the scale gives the
localizer deviation. The extreme dots correspond to plus or minus
0.155 ddm (plus or minus 150 microA). With LOC fault a red LOC
warning message comes into view in the middle of the LOC scale
and the LOC deviation bar goes out of view.
A magenta lozenge gives the glide slope deviation on a vertical
scale at the right of the heading dial if the aircraft is within
the condition of reception of the ILS glide slope signal.
The extreme dots of the vertical scale correspond to plus or
minus 0.175 ddm (plus or minus 150 microA). With G/S fault, a red
G/S warning message comes into view at the top of the scale and
the index goes out of view.
(c) On NDs in ARC and ROSE NAV modes

When you push the ILS pushbutton switch in ARC or ROSE NAV mode,
the ND shows the symbols given after (item 11):
- a magenta dagger-shaped pointer which points to the selected
QFU
- an arrow which indicates the lateral deviation of the aircraft
related to the localizer axis.
(7) Warnings
(Ref. Fig. 011)
The warnings related to the ILS are:
- local warning on the instruments that use the ILS information
- MASTER CAUT lights on CAPT and F/O glareshield panels
- aural warning: single chime (SC)
- warning message shown on the upper display unit of the ECAM system.

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B. GPS Function
(a) General
To reduce initialization time, the MMR 1(2) receives position
data, LAT/LONG (labels 310/311) from the ADIRU 1(2) and SET LAT,
SET LONG (labels 041, 042) 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:
- UTC, date
- position, altitude
- ground speed, track angle
- N/S speed, E/W speed, vertical speed
- horizontal and vertical dilution of precision, figure of merit
- satellite position
- satellite measurement (pseudo-range, delta range, range rate,
UTC measurement time)
- GPS measurement status, sensor status
- real time and predictive integrity data.
Within each ADIRU an hybridization function performs the

following:
- monitoring of the MMR using GPS status word and ADIRU BITE
- generation of failure message for ECAM display
- use of pseudo-range/delta range data to compute GPS position
- use of inertial data to smooth GPS position/velocity
- use of a Kalman filter to estimate and minimize errors
- use of IR data to improve the robustness of the MMR RAIM
algorithm.
- transmission of GPS and GPIR data to the FMGC for position
fixing and display purposes.
(b) 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).
The FMS mode of navigation is selected according to the following

hierarchy:
- GPIR/Inertial
- DME/DME/Inertial
- DME/VOR/Inertial

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- Inertial only.
The GPIR/INERTIAL mode is selected as long as the following
conditions are satisfied:
- GPIR position is available and with an estimated accuracy
consistent with the intended operation.
- 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.
(Ref. Fig. 012)
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.
(c) Clock synchronization on GPS time
1
_ If a GPS signal is present and valid when the power is on, the
clock synchronizes on the GPS time using labels 150 and 260.
2
_ If the signal is not present during synchronization, the clock
dispalys dashes on all the digits.

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MMR - GPS SELECTED NAVAIDS Page on MCDU
Figure 012

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3
_ If the signal is present but not valid during synchronization,
the clock indicates 00:00:00.
4
_ If the signal becomes not valid after synchronization, the
clock runs on its internal time base.
(d) Display of GPS data on MCDU
1
_ GPS MONITOR
(Ref. Fig. 013)
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:
- GPS position (lat/long)
- true track
- GPS altitude
- figure of merit (in meters)
- ground speed
- number of satellites tracked
- mode.
2
_ PREDICTIVE GPS
(Ref. Fig. 014)
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.
3
_ 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.
4
_ MCDU scratchpad
GPS PRIMARY in white or GPS PRIMARY LOST in amber show on the
MCDU scratchpad.

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GPS - GPS MONITOR Page on MCDU
Figure 013

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GPS - PREDICTIVE GPS Page
Figure 014

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5
_ 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.
6
_ ARRIVAL page
To select a GPS approach, use the ARRIVAL page.
(e) Display of GPS messages on ND

(Ref. Fig. 015)
1
_ Display of GPS PRIMARY LOST amber message
This message is displayed at the bottom of the image in all
the ND modes (except engine standby 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).
2
_ Display of GPS PRIMARY white message
This message is displayed at the bottom of the image in all
the ND modes (except engine standby modes) when the GPS
becomes primary (this message can be cleared from the MCDU).
3
_ Display of GPS APP green message
This approach message is displayed at the top of the image in
all the ND modes (except engine standby modes) when a GPS
approach is selected in the flight plan.
(2) Warning
(a) 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:
- activation of the MASTER CAUT lights on the glareshield
- aural warning: Single Chime (SC).
NOTE : The failure is reminded on the INOP SYSTEM page of the

____
lower ECAM DU. The message displayed is GPS 1(2).

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MMR - GPS Data Displayed on the NDs
Figure 015

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(b) 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:
- GPS PRIMARY LOST message on the NDs (cannot be cleared) and
MCDU (can be cleared)
- in case of GPS non-precision approach, an aural alert is
generated (Triple Click)
(c) 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:
- activation of the MASTER CAUT lights on the glareshield
- aural warning: Single Chime (SC).

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8. _____________
BITE Function
A. CFDIU Interface
(1) 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 is
connected to the CFDIU.
The BITE:
- transmits permanently MMR status and its identification message to
the CFDIU
- memorizes the failures which occurred during the last 63 flight
legs
- monitors data inputs from the various peripherals
- transmits to the CFDIU the result of the tests performed and
self-tests
- can communicate with the CFDIU through the menus.
The BITE can operate in two modes:
- the normal mode
- the menu mode.
(a) Normal mode

During the normal mode, the BITE cyclically monitors 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 by an
ARINC 429 message with label 356.
(b) Menu mode

The menu mode can only be activated on ground.
This mode enables communication between the CFDIU and the MMR
BITE by means of the MCDU.
(Ref. Fig. 016)
When you get access to the SYSTEM REPORT/TEST/NAV page, the ILS1
and ILS2 indications can be shown instead of the MMR1 and MMR2
indications. In this case, you must do the following steps:
- make sure that the the engines are shut down
- open CFDIU SUPPLY circuit breaker 2TW
- open CFDIU BACK UP circuit breaker 8TW
- make sure that MMR1 and MMR2 circuit breakers, 42RT1 and 42RT2,
are closed
- wait for 30 seconds then close the CFDIU circuit breakers 2TW
and 8TW
- wait for 180 seconds then get access to the SYSTEM
REPORT/TEST/NAV page.

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MMR - Maintenance Test Procedure
Figure 016

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All the information displayed on the MCDU during the BITE Test
configuration can be printed by the printer (Ref. 31-35-00).
The MMR menu mode is composed of:
- LAST LEG REPORT
(Ref. Fig. 017)
This menu contains the fault messages (class 1 internal and
external) detected during the last flight.
- PREVIOUS LEGS REPORT
(Ref. Fig. 018)
This report contains the fault messages related to the external
or internal failures (class 1) recorded during the previous 63
flight legs.
- LRU IDENTIFICATION
(Ref. Fig. 017)
Allows to display the P/N and the software numbers of the
equipment.
- GND SCANNING
(Ref. Fig. 019)
Based on the monitoring and fault analysis during flight,
provides information of the failures detected while using this
function.
- TROUBLE SHOOTING DATA
(Ref. Fig. 020)
Provides correlation parameters and snapshot data concerning
the failure displayed in the LAST LEG REPORT and PREVIOUS LEGS
REPORT.
- CLASS 3 FAULTS
(Ref. Fig. 021)
Allows to display the class 3 faults recorded during the last
flight leg.
- GROUND REPORT
(Ref. Fig. 021)
Allows to present the class 1 or 3 internal failures detected
on ground.
- SYSTEM TEST
(Ref. Fig. 022, 023)
Allows a check of the correct operation of the MMR.
(2) List of components

All the components are listed in Para. 2. Component Location.

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MMR - Last Leg Report and LRU Identification
Figure 017

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MMR - Previous Legs Report
Figure 018

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MMR - Ground Scanning
Figure 019

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MMR - Trouble Shooting Data
Figure 020

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MMR - Last Leg Class 3 Faults
Figure 021

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MMR - System Test
Figure 022

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MMR - System Test
Figure 023

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(3) Reporting function
The tables below give the list of internal/external failures.
(a) Internal failure:
-----------------------------------------------------------------------------
I ATA I CLASS I MESSAGE I
I I (A/C) I I
I----------------------------------------------------------------------------
I 34-36-31 I 1 I MMRi (40RTi) I
I 34-36-11 I 1 I LOCALIZER ANTENNA (3RT)/COAX CABLE/MMRi(40RTi) I
I 34-36-18 I 1 I GLIDE ANTENNA (4RT)/COAX CABLE/MMRi (40RTi) I
I 34-36-16 I 1 I GPS ANTENNAi (43RTi)/COAX CABLE/MMRi(40RTi) I
I I I i = (1,2) I
-----------------------------------------------------------------------------
(b) External failure:
-----------------------------------------------------------------------------
I ATA I CLASS I MESSAGE I
I I (A/C) I I
-----------------------------------------------------------------------------
I 31-32-34 I 3 I CFDIU (1TW)/MMRi (40RTi) I
I 22-83-34 I 3 I FMGCi (1CAi)/RMPi (1RGi)/MMRi (40RTi) I
I 22-83-34 I 3 I FMGCj (1CAj) BUS ILS/MMRi (40RTi) I
I 22-83-34 I 3 I FMGC1 (1CA1) BUS GPS/MMRi (40RTi) I
I 22-83-34 I 3 I FMGC2 (1CA2) BUS GPS/MMRi (40RTi) I
I 34-12-34 I 3 I ADIRUk (1FPk)/MMRi (40RTi) I
I 32-31-71 I 3 I LGCIUi (5GAi)/FMGCi (1CAi)/MMRi (40RTi) I
I 31-62-34 I 1 I DMCi (1WTi)/MMRi (40RTi) I
I I I j,i = (1,2) or (2,1) I
I I I k = 1, 2 or 3 I
-----------------------------------------------------------------------------

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(4) Interactive function
To gain access to the BITE, it is necessary to use one MCDU (Ref.
22-82-00).
(Ref. Fig. 017, 018, 019, 020, 021, 022, 023, 024)
All the information displayed on the MCDU during the BITE TEST

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MMR - Ground Report
Figure 024

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ILS - ADJUSTMENT/TEST
_____________________
TASK 34-36-00-740-002
BITE Test of the ILS
_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
34-36-00-991-001 Fig. 501
3. __________
Job Set-up
Subtask 34-36-00-860-054

002).
(2) Do the IR alignment procedure

(Ref. TASK 34-10-00-860-004).

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(3) On the center pedestal, on the RMP1 and RMP2:
- set the ON/OFF switch to ON.
- push the NAV and then the ILS pushbutton switches (the green LEDs
on these pushbutton switches come on).
- on the RMP1 or RMP2:
set a non local frequency of the ILS1 (ILS2) beacon.
(Ref. Fig. 501/TASK 34-36-00-991-001)
Subtask 34-36-00-865-057
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
NOTE : The ILS1 shows indications on the CAPT PFD and the F/O ND. The ILS2
____
shows indications on the F/O PFD and the CAPT ND.
Subtask 34-36-00-740-051
A. BITE Test of the ILS
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the CAPT and F/O EFIS control

- push the ILS pushbutton On the CAPT and F/O PFDs:

switches. - the LOC and G/S scales come into
view.
- set the mode selector switches On the CAPT and F/O NDs:
to ROSE/ILS. - the LOC and G/S scales and the course
pointer come into view.
2. On the center pedestal, on one

MCDU, get the SYSTEM
REPORT/TEST/NAV page (Ref. TASK
31-32-00-860-010).

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ILS - Frequency and Course Selection
Figure 501/TASK 34-36-00-991-001

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- push the line key adjacent to A fault indication comes into view for
the ILS1 (ILS2) indication then approximately 3 seconds:
push the line key adjacent to - On the CAPT (F/O) PFD:
the TEST indication. . the LOC scale goes out of view.
. the LOC flag replaces the scale.
. the G/S scale goes out of view.
. the G/S flag comes into view on the
right side of the sphere.
. the ILS1 (ILS2) flag comes into
view in the left lower corner.
- On the F/O (CAPT) ND:
. the LOC scale stays in view.
. the LOC flag comes into view in the
middle of the heading dial.
. the G/S scale stays in view.
. the G/S flag comes into view in the
middle of the scale.
. the ILS1 (ILS2) flag comes into
view in the right upper corner.
- On the glareshield:
. the MASTER CAUT lights come on.
- On the upper ECAM display unit:
* the NAV ILS 1(2) FAULT indication
comes into view.
- In the loud speakers:
. you can hear the single chime.
An NCD indication comes into view for
approximately 2 seconds:
- On the CAPT (F/O) PFD:
. the LOC flag goes out of view.
. the LOC scale comes into view.
. the G/S flag goes out of view.
. the G/S scale comes into view.
. the ILS1 (ILS2) goes out of view.
. the LOC flag goes out of view.
. the G/S flag goes out of view.
. the ILS1 (ILS2) flag goes out of
view.
- On the glareshield:
. the MASTER CAUT lights go off.
- On the upper ECAM display unit:
. the NAV ILS 1(2) FAULT indication
goes out of view.

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
A deviation up and to the left side
comes into view for approximately 3
seconds:
. the LOC index comes into view and
moves 1 point to the left side.
. the G/S index comes into view and
moves up 1 point.
. the LOC deviation bar comes into
view and moves 1 point to the left
side.
. the G/S index comes into view and
moves up 1 point.
A deviation down and to the right side
comes into view for approximately 6
seconds:
. the LOC index moves 1 point to the
right side.
. the G/S index moves down 1 point.
. the LOC deviation bar moves 1 point
to the right side.
. the G/S index moves down 1 point.
At the end of the test:
. the LOC and G/S indexes go out of
view.
. the LOC deviation bar and the G/S
index go out of view.
- On the MCDU:
. the TEST OK indication comes into
view.

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5. Close-up
________
Subtask 34-36-00-860-055
(2) On the CAPT and F/O EFIS control sections of the FCU, release the ILS
pushbutton switches.
(3) On the center pedestal, on the RMP1 (RMP2) :

- push the NAV and the ILS pushbutton switches (the green LEDs go
off).
- set the ON/OFF switch to OFF.

(Ref. TASK 24-41-00-862-002).
items.

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TASK 34-36-00-710-001
Operational Test of the ILS
_______
1. __________________
Reason for the Job
Reception Test of the ILS beacon.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
34-36-00-991-001 Fig. 501
3. __________
Job Set-up
Subtask 34-36-00-860-050

002).
(2) On the center pedestal, on the RMP1 (RMP2), set the ON/OFF switch to
ON.
Subtask 34-36-00-865-052
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

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4. Procedure
_________
Subtask 34-36-00-710-055
A. Operational Test of the ILS
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the RMP1 (RMP2): On the RMP1 (RMP2):
- push the NAV pushbutton switch. - the green LED on the NAV pushbutton
switch comes on.
- set the local frequency of an - the set frequency comes into view in
ILS 1 (ILS 2) beacon with the the right display (STBY/CRS).
dual selector knob .
(Ref. Fig. 501/TASK 34-36-00-
991-001)
- push the transfer (double - the set frequency comes into view in
arrow) pushbutton switch. the left display.

ACP:
- release the ILS 1 (ILS 2) - in the loud speakers, you can hear
pushbutton switch. the Morse signal of the station.
3. On the RMP1 (RMP2): - On the RMP1 (RMP2):

switch goes off.
5. Close-up
________
Subtask 34-36-00-860-051
(1) On the center pedestral, on the RMP1 (RMP2), set the ON/OFF switch to
OFF.
(2) On the center pedestral, on the ACP, push the ILS1 (ILS2) pushbutton
switch.

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(Ref. TASK 24-41-00-862-002).
items.

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TASK 34-36-00-720-001
Functional Test of the ILS
_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific VOR-ILS ground test unit
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
34-36-00-991-001 Fig. 501
3. __________
Job Set-up
Subtask 34-36-00-860-052

002).

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(3) On the CAPT and F/O EFIS control sections of the FCU, push the ILS
pushbutton switches. Set the mode selector switches to ROSE/ILS.
ON.
Subtask 34-36-00-865-054
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-36-00-480-050
C. Install the VOR-ILS ground test unit near the radome. To do this, refer
to the installation instructions.
Set the ON/OFF switch to ON.
4. Procedure
_________
NOTE : The ILS1 shows indications on the CAPT PFD and the F/O ND. The ILS2
____
shows indications on the F/O PFD and the CAPT ND.
Subtask 34-36-00-720-050
A. ILS Reception Test
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the circuit breaker panel 49VU

(121VU):
- close the circuit breaker 1RT1 On the CAPT (F/O) PFD and the F/O
(1RT2). (CAPT) ND:
- the G/S, LOC and ILS flags go out of
view.

EFF :

001-012, 014-099, 34-36-00

Page 511
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IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
switch comes on.
- set the frequency related to - the set frequency comes into view in
the signal given by the ground the left display.
test unit
(Ref. Fig. 501/TASK 34-36-00-
991-001)
3. On the ground test unit:
- set the LOC and G/S selector On the CAPT (F/O) PFD:
switches to 0. - the G/S and LOC indexes come into
view in the middle of the scale.
On the F/O (CAPT) ND:
- the G/S index and the LOC deviation
bar come into view in the middle of
the scale.
- set the G/S selector switch to On the CAPT (F/O) PFD and the F/O
up 1 point then up 2 points. (CAPT) ND:
- the G/S index moves up 1 point then
up 2 points.
down 1 point then down 2 (CAPT) ND:
points. - the G/S index moves down 1 point then
down 2 points.
0. (CAPT) ND:
- the G/S index moves to the middle of
the scale.
- set the LOC selector switch to On the CAPT (F/O) PFD and the F/O
left 1 point then left 2 (CAPT) ND:
points. - the LOC index and deviation bar move
1 point then 2 points to the left
side.
right 1 point then right 2 (CAPT) ND:

EFF :

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Page 512
Config-1 May 01/06

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1 point then 2 points to the right
side.
0. (CAPT) ND:
- the LOC index and deviation bar move
to the middle of the scale.
4. On one RMP1 (RMP2):
- set the CRS related to the On the F/O (CAPT) ND:

aircraft heading +20⁰, then to - the aircraft heading +20⁰, then the
the aircraft heading -20⁰. aircraft heading -20⁰ come into view
in the right upper corner.
- the course pointer moves to the
aircraft heading +20⁰, then to the
aircraft heading -20⁰.

121VU (49VU):
- close circuit breaker 1RT2
(1RT1).
Subtask 34-36-00-720-051
B. ILS Identification Test
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

(121VU), close the circuit
breaker 1RT1 (1RT2).
2. On the ground test unit, set the

IDENT selector switch to ON.

ACP :
- release the ILS1 (ILS2) - you can hear the identification

pushbutton switch. signal in the loud speakers.

EFF :

001-012, 014-099, 34-36-00

Page 513
Config-1 May 01/06

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- adjust slowly and continously
until the volume is correct.
5. Close-up
________
Subtask 34-36-00-080-050
A. De-energize the VOR/ILS ground test unit and remove it.
Subtask 34-36-00-860-053
(3) On the center pedestal, on the RMP1 (RMP2):

- push the NAV pushbutton switch (the green LED goes off).

(Ref. TASK 24-41-00-862-002).
items.

EFF :

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IAC
ILS ((MMR)) - ADJUSTMENT/TEST
_____________________________
TASK 34-36-00-740-003
BITE Test of the MMR
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
3. __________
Job Set-up
Subtask 34-36-00-861-053

(Ref. TASK 24-41-00-861-002).
Subtask 34-36-00-860-056
NOTE : Do this test in an open area (not in the hangar).

____
(1) Do the EIS start procedure (PFD DU, ND DU and upper ECAM DU only)
(Ref. TASK 31-60-00-860-001).
(2) Align the IRs (Ref. TASK 34-10-00-860-004).

R

EFF :

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IAC
(3) On the center pedestal, on the RMP1 and RMP2:
- set the ON/OFF switch to ON
- push the NAV and the ILS pushbutton switches
(4) On the RMP1 or RMP2:

- set a non local ILS frequency.
(5) On the EFIS control panel of the FCU:

- push the ILS pushbutton switch
(6) Do the procedure to get the SYSTEM REPORT/TEST NAV page (Ref. TASK
31-32-00-860-010).
If the SYSTEM REPORT/TEST/NAV page shows the ILS1 and ILS2
indications but not the MMR1 and MMR2 indications, you must do the
steps that follow:
- make sure that the engines are shut down
- open CFDIU SUPPLY circuit breaker 2TW
- open CFDIU BACK UP circuit breaker 8TW
- make sure that MMR1 and MMR2 circuit breakers, 42RT1 and 42RT2, are
closed
- after 30 seconds, close CFDIU circuit breakers 2TW and 8TW
- after 180 seconds, get access to the SYSTEM REPORT/TEST/NAV page
(the MMR indications are shown).
Subtask 34-36-00-865-058
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
49VU COM/RMP/1 2RG1 G10
121VU COM NAV/RMP/2 2RG2 L02

R

EFF :

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IAC
4. Procedure
_________
Subtask 34-36-00-740-052-A
A. BITE Test of the MMR
NOTE : the MMR1 shows indications on the CAPT PFD.

____
The MMR2 shows indications on the F/O PFD.
This test is for the MMR1. For the MMR2 use the indications between the
parentheses.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- push the line key adjacent to - the MMR1 (MMR2) page comes into view.
the MMR1 (MMR2) indication.
- push the line key adjacent to - the MMR1 (MMR2) TEST 1/3 page with
the SYSTEM TEST indication. instructions comes into view.
- push the NEXT PAGE key. - the MMR1 (MMR2) TEST 2/3 page with
instructions comes into view.
- push the NEXT PAGE key. - the MMR1 (MMR2) TEST 3/3 page with
instructions comes into view.
- push the line key adjacent to - On the MCDU, the TEST IN PROGRESS 20S
the START TEST indication. indication comes into view.
the LOC and G/S scales go out of
view,
the LOC and G/S red warnings come
into view for some seconds,
the MASTER CAUT lights come on and
the single chime sounds,
the LOC and G/S scales come into
view,
the G/S index comes into view, moves
up, moves down, then goes out of
view, and simultaneously, the LOC
index comes into view, moves to the
left then to the right, then goes out
of view,

R

EFF :

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Page 503
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IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
the MASTER CAUT lights go off and the
single chime stops.
- push the line key adjacent to - the TEST OK indication comes into
the YES indication. view.
- push the line key adjacent to - the TEST CLOSE-UP indication comes
- push the line key adjacent to - the test procedure stops.

the RETURN indication.
5. Close-up
________
Subtask 34-36-00-860-057
(2) On the RMP1 or on the RMP2, set the ON/OFF switch to OFF.
(3) On the EFIS control panel of the FCU, release the ILS pushbutton
switch.

(Ref. TASK 31-60-00-860-002).
(6) On the MCDU, fully decrease the brightness of the MCDU screen
(display off).
Subtask 34-36-00-862-053

(Ref. TASK 24-41-00-862-002).

R

EFF :

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Config-2 Feb 01/07

IAC
TASK 34-36-00-710-002
Operational Test of the GPS
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-36-00-860-058
NOTE : Do this test in an open area (not in the hangar).

____

(Ref. TASK 24-41-00-861-002).
(3) On the center pedestal, on the SWITCHING panel 8VU, make sure that
the ATT HDG selector switch is at NORM.
Subtask 34-36-00-865-059
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

R

EFF :

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IAC
4. Procedure
_________
Subtask 34-36-00-710-056
A. Operational Test of the GPS
NOTE : The actions and the results of this procedure occur on the MCDU
____
used.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
R Test of GPS data acquisition with

R IRS aligned

- push the DATA mode key. - the DATA INDEX page comes into view.
2. On the MCDU, on the DATA INDEX On the MCDU:

page: - the GPS MONITOR page comes into view:
the GPS MONITOR indication. NOTE : If you do this test after
____
replacement of the MMR, one
minute to twenty minutes are
necessary to get the GPS data on
the MCDU.
- the NAV indication is shown below the

MODE indication
- the number of satellites tracked is
shown below the SAT indication
- the related values come into view
below the GPS POSITION, GPS ALT,
MERIT and GS indications:
. the GPS 1 and the GPS 2 POSITION
indications give the
latitude/longitude of the aircraft
- make sure that the values of the two
GPS positions are approximately the
same.
On CAPT and F/O NDs:

- the white GPS PRIMARY indication
comes into view
3. On the overhead panel, on the On the MCDU, on the GPS MONITOR page:

EFF :

101-199, 901-999, 34-36-00

Page 506
Config-2 May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
ADIRS CDU: - make sure that the GPS position data
- set the DISPLAY DATA selector are approximately the same as the
switch to PPOS. ADIRS position data on the ADIRS CDU.
4. Open the circuit breakers 42RT1 On the upper ECAM DU:

and 42RT2. - the NAV GPS 1 FAULT and NAV GPS 2
FAULT warnings come into view (the
NAV ILS 1 FAULT and NAV ILS 2 FAULT
are shown too).
On the MCDU, on the GPS MONITOR page:

. all GPS data below the GPS POSITION,
GPS ALT, TTRK, GS and MERIT indications
for the two GPS, are cleared.
On CAPT and F/O NDs:

- the amber GPS PRIMARY LOST indication
is shown.
R NOTE : The GPS PRIMARY LOST indication

____
R does not come into view
R immediately after you open the
R circuit breakers 42RT1 and
R 42RT2. It can be as much as 60
R minutes before the indication
R comes into view.
R It is not necessary to wait for
R the GPS PRIMARY LOST indication
R to come into view (this
R indication is not important for
R the test).
5. Close the circuit breakers 42RT1 On the upper ECAM DU:

and 42RT2. - the NAV GPS 1 FAULT and NAV GPS 2
FAULT warnings go out of view (the
NAV ILS 1 FAULT and NAV ILS 2 FAULT
warnings go out of view too).
6. On the MCDU, on the GPS MONITOR On CAPT and F/O NDs:

page: - the amber GPS PRIMARY LOST indication
- the INIT indication comes into goes out of view
view below the MODE indication - the white GPS PRIMARY indication
for some seconds comes into view.

EFF :

101-199, 901-999, 34-36-00

Page 507
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IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- then the ACQ indication comes
into view below the MODE
indication
- the number below the SAT
indication increases (number of
satellites tracked)
- after 75 to 300 seconds, the
ACQ indication goes out of view
and the NAV indication comes
into view below the MODE
indication
- the related values come into
view below the GPS POSITION,
GPS ALT, MERIT and GS
indications.
Subtask 34-36-00-710-059
B. Operationnal test of the predictive GPS (with Honeywell ADIRU only)
____
used.
NOTE : This test concerns system 1. For system 2, use the indications
____
between parentheses.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
R Test of the GPS operation through

R the PREDICTIVE GPS page on the MCDU
1. Open the circuit breaker 42RT2

(42RT1).
2. On the MCDU1 (MCDU2): On the MCDU1 (MCDU2):

- push the INIT mode key - the INIT page comes into view
- enter origin/destination - the origin/destination airport data

airport data that are in the come into view on the bottom line of
database. the INIT page

EFF :

101-199, 901-999, 34-36-00

Page 508
Config-2 May 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- push the line key adjacent to - the RTE SELECTION page comes into
the FROM/TO indication view
- push the line key adjacent to - the INIT page comes into view
the RETURN indication
3. On MCDU1 (MCDU2): On MCDU1 (MCDU2):

- push the PROG mode key. - the PROGRESS page comes into view
- push the line key adjacent to - the PREDICTIVE GPS page comes into
the PREDICTIVE GPS indication view
- the destination is displayed below

the DEST indication
- enter GMT plus 1 hour below the - after some seconds, the Y or N
ETA indication (Estimated Time indication comes into view below the
of Arrival). -15, -10, -5, ETA, +5, +10, +15
indications.
4. Close the circuit breaker 42RT2

(42RT1).
5. Close-up
________
Subtask 34-36-00-860-059
(1) On the MCDU, push the MCDU MENU page.
(2) On the ADIRS CDU, set the 3 OFF/NAV/ATT selector switches to OFF.

(Ref. TASK 24-41-00-862-002).

EFF :

101-199, 901-999, 34-36-00

Page 509
Config-2 May 01/08
R
IAC
TASK 34-36-00-710-003
Operational Test of the ILS
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-36-00-860-060

002).
ON.
Subtask 34-36-00-865-060
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

R

EFF :

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Page 510
Config-2 Feb 01/07

IAC
4. Procedure
_________
Subtask 34-36-00-710-057
A. Operational Test of the ILS
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
switch comes on.
- set the local frequency of an - the set frequency comes into view in
ILS 1 (ILS 2) beacon with the the right display (STBY/CRS).
dual selector knob.
- push the transfer (double - the set frequency comes into view in
arrow) pushbutton switch. the left display.

ACP:
- release the ILS 1 (ILS 2) - in the loud speakers, you can hear
pushbutton switch. the Morse signal of the station.
3. On the RMP1 (RMP2): - On the RMP1 (RMP2):

switch goes off.
5. Close-up
________
Subtask 34-36-00-860-061
(1) On the center pedestral, on the RMP1 (RMP2), set the ON/OFF switch to
OFF.
(2) On the center pedestral, on the ACP, push the ILS1 (ILS2) pushbutton
switch.

(Ref. TASK 24-41-00-862-002).

R

EFF :

101-199, 901-999, 34-36-00

Page 511
Config-2 Feb 01/07

IAC
items.

R

EFF :

101-199, 901-999, 34-36-00

Page 512
Config-2 Feb 01/07

IAC
TASK 34-36-00-720-002
Functional Test of the ILS
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific VOR-ILS ground test unit
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-36-00-869-063
A. General
(1) Use the VOR/ILS Ramp Test Set NAV401L or equivalent.
Subtask 34-36-00-860-062

002).

R

EFF :

101-199, 901-999, 34-36-00

Page 513
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IAC
(3) On the CAPT and F/O EFIS control sections of the FCU, push the ILS
pushbutton switches. Set the mode selector switches to ROSE/ILS.
ON.
Subtask 34-36-00-865-061
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-36-00-480-051
D. Install the VOR-ILS ground test unit near the radome. To do this, refer
to the installation instructions.
Set the ON/OFF switch to ON.
4. Procedure
_________
Subtask 34-36-00-720-052
A. ILS Reception Test
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

(121VU):
- close the circuit breaker 42RT1 On the CAPT (F/O) PFD and the F/O
(42RT2). (CAPT) ND:
- the G/S, LOC and ILS flags go out of
view.
switch comes on.

R

EFF :

101-199, 901-999, 34-36-00

Page 514
Config-2 Feb 01/07

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- set the frequency related to - the set frequency comes into view in
the signal given by the ground the left display.
test unit
3. On the ground test unit:
- set the LOC and G/S selector On the CAPT (F/O) PFD:
switches to 0. - the G/S and LOC indexes come into
view in the middle of the scale.
On the F/O (CAPT) ND:
- the G/S index and the LOC deviation
bar come into view in the middle of
the scale.
up 1 point then up 2 points. (CAPT) ND:
- the G/S index moves up 1 point then
up 2 points.
down 1 point then down 2 (CAPT) ND:
points. - the G/S index moves down 1 point then
down 2 points.
0. (CAPT) ND:
- the G/S index moves to the middle of
the scale.
left 1 point then left 2 (CAPT) ND:
1 point then 2 points to the left
side.
right 1 point then right 2 (CAPT) ND:
1 point then 2 points to the right
side.
0. (CAPT) ND:

R

EFF :

101-199, 901-999, 34-36-00

Page 515
Config-2 Feb 01/07

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- the LOC index and deviation bar move
to the middle of the scale.
4. On one RMP1 (RMP2):
- set the CRS related to the On the F/O (CAPT) ND:

aircraft heading +20⁰, then to - the aircraft heading +20⁰, then the
the aircraft heading -20⁰. aircraft heading -20⁰ come into view
in the right upper corner.
- the course pointer moves to the
aircraft heading +20⁰, then to the
aircraft heading -20⁰.

121VU (49VU):
- close circuit breaker 42RT2
(42RT1).
Subtask 34-36-00-720-053
B. ILS Identification Test
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

(121VU), close the circuit
breaker 42RT1 (42RT2).
2. On the ground test unit, set the

IDENT selector switch to ON.

ACP :
- release the ILS1 (ILS2) - you can hear the identification

pushbutton switch. signal in the loud speakers.
- adjust slowly and continously

until the volume is correct.

R

EFF :

101-199, 901-999, 34-36-00

Page 516
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IAC
5. Close-up
________
Subtask 34-36-00-080-051
A. De-energize the VOR/ILS ground test unit and remove it.
Subtask 34-36-00-860-063
(3) On the center pedestal, on the RMP1 (RMP2):

- push the NAV pushbutton switch (the green LED goes off).

(Ref. TASK 24-41-00-862-002).
items.

R

EFF :

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Page 517
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IAC
ANTENNA - LOCALIZER (3RT) - REMOVAL/INSTALLATION
________________________________________________
TASK 34-36-11-000-001
Removal of the Localizer Antenna (3RT)
CAUTION : MAKE SURE THAT YOU DO NOT DAMAGE THE FUSELAGE WHEN YOU REMOVE THE
_______
SCUFF PLATES.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
53-15-11-010-001 Opening of the Radome 110AL

34-36-11-991-001 Fig. 401
3. __________
Job Set-up
Subtask 34-36-11-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,

R

EFF :

ALL 34-36-11

Page 401
Aug 01/06

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R **ON A/C ALL
Subtask 34-36-11-010-050
B. Get Access
(1) In the cockpit, place a warning notice on the center pedestal to tell
persons not to operate the weather radar system.
(2) Put the access platform in position below the radome in zone 110.
(3) Open the radome 110AL (Ref. TASK 53-15-11-010-001)
4. Procedure
_________
(Ref. Fig. 401/TASK 34-36-11-991-001)
Subtask 34-36-11-020-050
A. Removal of the Localizer Antenna
(1) Remove the screws (5).
(2) Isolate the antenna (1) from the bulkhead (2).
(3) Disconnect the two coaxial connectors (3).
(4) Remove and discard the O-ring (4).

EFF :

ALL 34-36-11

Page 402
Aug 01/06

IAC
Localizer Antenna
Figure 401/TASK 34-36-11-991-001

EFF :

ALL 34-36-11

Page 403
Feb 01/96

IAC
(5) Remove the localizer antenna (1).
(6) Put blanking caps on the disconnected coaxial connectors (3) and (6).

EFF :

ALL 34-36-11

Page 404
May 01/06
R
IAC
TASK 34-36-11-400-001
Installation of the Localizer Antenna (3RT)
WARNING : USE SOLVENTS/CLEANING AGENTS, SEALANTS AND OTHER SPECIAL MATERIALS

_______
ONLY WITH A GOOD SUPPLY OF AIR.
OBEY THE MANUFACTURERS INSTRUCTIONS.
PUT ON PROTECTIVE CLOTHING.
DO NOT GET THEM IN YOUR MOUTH.
DO NOT SMOKE.
DO NOT BREATHE THE GAS.
THESE MATERIALS ARE POISONOUS, FLAMMABLE AND SKIN IRRITANT.
GET MEDICAL HELP IF YOUR SKIN OR EYES BECOME IRRITATED.
WARNING : DO NOT GET THE COMPOUND ON YOUR SKIN.

_______
IF YOU DO:
- RUB IT OFF IMMEDIATELY WITH A CLEAN CLOTH
- WASH THE SKIN WITH SOAP AND RINSE WITH CLEAN WATER.
R WARNING : DO NOT GET THE FLUID ON YOUR SKIN OR IN YOUR EYES. IF YOU DO:
_______
R - FLUSH IT AWAY WITH CLEAN WATER
R - GET MEDICAL AID.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific lint free cloth

No specific nonmetallic scraper

EFF :

ALL 34-36-11

Page 405
May 01/06

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Material No. 05-013 D TV-53-3507/73

RELEASE AGENT (OBSOLETE USE 05-013A) (Ref. 20-31-00)
(Ref. 20-31-00)
Material No. 09-019 USA AMS 3267/3
LOW ADHESION CORROSION INHIBITING SEALANT
(Ref. 20-31-00)
Material No. 11-003 USA ASTM D 740
METHYL-ETHYL-KETONE (Ref. 20-31-00)
C. Expendable Parts
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4 O-ring 34-36-11 01 -010
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

34-36-00-720-001 Functional Test of the ILS
R 34-36-00-720-002 Functional Test of the ILS
51-76-11-300-001 Repair of the Sealing
53-15-11-410-001 Closing of the Radome 110AL
34-36-11-991-001 Fig. 401

EFF :

ALL 34-36-11

Page 406
May 01/06

IAC
3. __________
Job Set-up
Subtask 34-36-11-860-050
(1) In the cockpit, make sure that the warning notice is in position on
the center pedestal to tell persons not to operate the weather radar
system.
(2) Make sure that the access platform is in position below the radome in
zone 110.
(3) Make sure that the radome 110AL is open (Ref. TASK 53-15-11-010-001).
Subtask 34-36-11-865-051
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,

R
R **ON A/C ALL
Subtask 34-36-11-160-050
C. Preparation for Installation
(1) Precautions :
NOTE : If you install the same antenna it is necessary to clean it

____
with CLEANING AGENTS (Material No. 11-003).
(2) Remove the used sealant from the bulkhead with CLEANING AGENTS
(Material No. 11-003) and a lint free cloth.

EFF :

ALL 34-36-11

Page 407
Aug 01/06

IAC
4. Procedure
_________
(Ref. Fig. 401/TASK 34-36-11-991-001)
WARNING : OBEY THE MANUFACTURERS INSTRUCTIONS WHEN YOU USE THE SPECIAL
_______
MATERIAL.
THIS MATERIAL IS DANGEROUS.
CAUTION : MAKE SURE THAT YOU DO NOT DAMAGE THE FUSELAGE WHEN YOU REMOVE THE
_______
SCUFF PLATES.
Subtask 34-36-11-420-050
A. Installation of the Localizer Antenna
(1) On the bulkhead (2), apply SPECIAL MATERIALS (Material No. 05-013)
with nonmetallic scraper to the attachment of the localizer antenna
and to the support of the localizer antenna (1).
(2) On the bulkhead (2), apply SEALANTS (Material No. 09-019) with a
nonmetallic scraper to the attachment of the localizer antenna and to
the support of the localizer antenna (1) (Ref. TASK 51-76-11-300-
001).
NOTE : Make sure that the screw holes do not show any signs of
____
sealing compound.
(3) Remove the blanking caps from the coaxial connectors (3) and (6).
(4) Make sure that the coaxial connectors (3) and (6) are in the correct
condition.
(5) Put the O-ring (4) in the correct position on the antenna (1).
(6) Connect the coaxial connectors (3) and (6) to the localizer antenna
(1).
(7) Attach the localizer antenna (1) with the screws (5).
(8) Remove the unwanted sealing compound from the support of the
localizer antenna (1) with a nonmetallic scraper.

EFF :

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R
IAC
(9) Make sure that the bonding contact resistance between the antenna (1)
and the fuselage structure (2) is not higher than 5 milliohms
(Ref. TASK 20-28-00-720-005) .
(10) Make a seal around the support of the localizer antenna with SEALANTS
(Material No. 09-016) (Ref. TASK 51-76-11-300-001).
Subtask 34-36-11-865-052
breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,

**ON A/C ALL
**ON A/C 001-012, 014-099,
Subtask 34-36-11-720-050
C. Do the functional test of the two ILS (para. Identification test with
tool) (Ref. TASK 34-36-00-720-001).
R **ON A/C 101-199, 901-999,
Subtask 34-36-11-720-050-A
C. Do the functional test of the two MMRs (para. Identification test with
tool) (Ref. TASK 34-36-00-720-002).

EFF :

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IAC
**ON A/C ALL
5. Close-up
________
Subtask 34-36-11-410-050
A. Close Access
items.
(2) Close the radome 110AL (Ref. TASK 53-15-11-410-001).

EFF :

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Page 410
Nov 01/06

IAC
ANTENNA - GPS ACTIVE (43RT1,43RT2) - REMOVAL/INSTALLATION
_________________________________________________________
TASK 34-36-16-000-001
Removal of the GPS Active Antenna (43RT1, 43RT2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-36-16-991-001 Fig. 401
3. __________
Job Set-up
Subtask 34-36-16-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

R

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IAC
Subtask 34-36-16-010-050
B. Get Access
(1) Put the access platform in position at zone 220 to get access to the
antenna 43RT1 (43RT2).
4. Procedure
_________
(Ref. Fig. 401/TASK 34-36-16-991-001)
Subtask 34-36-16-020-050
A. Removal of the GPS Active Antenna
(1) Remove the sealant from the screw heads and around the antenna base
with a nonmetallic scraper.
(2) Remove the four screws (2) and pull the antenna (1) away from the
structure (3).
(3) Remove the lockwire and disconnect the coaxial connector (4).
(4) Remove the antenna (1) and put blanking caps on the disconnected
coaxial connectors.
NOTE : The coaxial connector (4) must not go into the fuselage.
____
Attach it to the fuselage with masking tape.

R

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GPS Active Antenna
Figure 401/TASK 34-36-16-991-001

R

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TASK 34-36-16-400-001
Installation of the GPS Active Antenna (43RT1, 43RT2) with Teflon Seal

_______
DO NOT SMOKE.

_______
IF YOU DO:
WARNING : DO NOT GET THE FLUID ON YOUR SKIN OR IN YOUR EYES. IF YOU DO:
_______
- FLUSH IT AWAY WITH CLEAN WATER
- GET MEDICAL AID.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------


R

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific lockwire, CRES dia. 0.8 mm (0.030 in.)

Material No. 07-001B
ELECTRICAL BONDING COATING (BLUE COLOR)
(Ref. 20-31-00)
(Ref. 20-31-00)
Material No. 11-004 USA MIL-T-81533
1.1.1TRICHLOROETHANE (METHYL CHLOROFORM)
(Ref. 20-31-00)
Material No. 16-003 F ASNB70720
COATING (OBSOLETE USE 16-021) (Ref. 20-31-00)
C. Expendable Parts
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
5 O-ring 34-36-16 01 -010

R
6 teflon seal 34-36-01 02 -030
R
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

34-36-16-991-001 Fig. 401

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3. __________
Job Set-up
Subtask 34-36-16-865-051
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-36-16-010-051
access to the antenna.
4. Procedure
_________
(Ref. Fig. 401/TASK 34-36-16-991-001)
_______
MATERIAL.
Subtask 34-36-16-420-050
A. Installation of the GPS Active Antenna
(1) Remove the used sealant from the fuselage structure (3) with a
nonmetallic scraper.
(2) Clean the mating surfaces with CLEANING AGENTS (Material No. 11-004)
and a lint-free cloth.
NOTE : The antenna electrical bonding is made through the attachment

____
screws. On the antenna make sure that there is no paint,
sealant or corrosion in the recesses of the attachment screw
heads.
(4) Put a new O-ring (5) in the correct position on the antenna (1).

R

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(5) Put the seal that you removed or a new teflon seal (6) on the antenna
base.
(6) Remove the blanking caps and connect the coaxial connector (4).
Install it with the lockwire, CRES dia. 0.8 mm (0.030 in.).
(7) Put the antenna (1) in the correct position on the fuselage.
NOTE : Use the small triangle and the F indication which are under
____
the antenna: the triangle must point to the front of the
aircraft.
(8) Install and tighten the four screws (2).
(9) Make sure that the electrical bonding of the antenna is not higher
than 5 milliohms (Ref. TASK 20-28-00-720-005).
(10) Apply a bead of SEALANTS (Material No. 09-016) around the antenna
base and make it smooth (Ref. TASK 51-76-11-300-001)
(11) Apply SEALANTS (Material No. 09-016) to the screw heads and make the
antenna contour smooth.
(12) Let the sealant become dry.
(13) Apply STRUCTURE PAINTS (Material No. 16-003) to the sealant around
the base of the antenna (1).
(14) Apply PAINTS FOR DETAIL (INTERNAL AND EXTERN AL) (Material No. 07-
001B) to the sealant on the head of the screws (2).
R NOTE : It is not mandatory to paint the sealant around the base of

____
R the antenna and on the head of the screws.
Subtask 34-36-16-865-052
breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

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IAC
Subtask 34-36-16-710-050
C. Do the operational test of the GPS.
(1) Make sure that the IR system is aligned (Ref. TASK 34-10-00-860-004).
(2) On one MCDU, push the DATA key to get the DATA INDEX page and then
push the line key adjacent to the GPS MONITOR indication.
(3) On the GPS MONITOR page, after some minutes, make sure that:
- the GPS1(2) POSITION indication is correct.
- the TTRK indication shows dashes.
- the MERIT indication shows between 0 and 100 m.
- the GS indication shows approx. 000.
- the MODE indication shows NAV.
NOTE : MERIT is an estimate of the 95% position accuracy of the

____
position output by the GPS sensor.
(4) On the upper ECAM DU, make sure that there is no GPS fault message.
(5) De-energize the aircraft electrical circuits.
(6) Put the aircraft back to its initial configuration.
5. Close-up
________
Subtask 34-36-16-410-050
A. Close Access
items.

R

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TASK 34-36-16-400-001- 01
Installation of the GPS Active Antenna (43RT1, 43RT2) without Teflon Seal

_______
DO NOT SMOKE.

_______
IF YOU DO:
_______
- GET MEDICAL AID.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

No specific masking tape

R

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific lockwire, CRES dia. 0.8 mm (0.030 in.).

Material No. 05-013 D TV-53-3507/73
(Ref. 20-31-00)
(Ref. 20-31-00)
(Ref. 20-31-00)
C. Expendable Parts
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
5 O-ring 34-36-16 01 -010

R
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
20-28-00-912-004 Electrical Bonding of Components With Conductive

Bolts and Screws and Bonding Straps in the Fuselage
and in the Wings (this does not include the tanks)-
34-36-16-991-002 Fig. 402

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3. __________
Job Set-up
Subtask 34-36-16-865-053
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-36-16-010-052
access to the antenna.
4. Procedure
_________
(Ref. Fig. 402/TASK 34-36-16-991-002)
_______
MATERIAL.
Subtask 34-36-16-420-051
A. Installation of the GPS Active Antenna
(2) Clean the mating surfaces with CLEANING AGENTS (Material No. 11-003)
and a lint-free cloth.
NOTE : The antenna electrical bonding is made through the attachment

____
screws. On the antenna make sure that there is no paint,
sealant or corrosion in the recesses of the attachment screws
heads.
(4) Apply masking tape to the structure (3), the edge of the antenna (1),
the screw holes and the hole for the antenna connector.

R

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GPS Active Antenna
Figure 402/TASK 34-36-16-991-002

R

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IAC
(5) Apply SPECIAL MATERIALS (Material No. 05-013) to the bottom of the
antenna (1).
(6) Apply SEALANTS (Material No. 09-019) to the area of the fuselage (3)
that makes an interface with the antenna (1) (Ref. TASK 51-76-11-300-
001).
(7) Remove the masking tape from the screw holes and the hole for the
antenna connector.
condition.
(10) Install the new O-ring (5).
(11) Connect the coaxial connector (4) to the GPS antenna connector.
(12) Safety the coaxial connector (4) with lockwire, CRES dia. 0.8 mm
(0.030 in.).
(13) Put the antenna (1) in position and install the screws (2).
(14) Tighten the screws (2) in a diagonal sequence.
(15) Remove the unwanted sealant with a nonmetallic scraper.
(16) Remove the remaining masking tape.
(Ref. TASK 20-28-00-912-004).
(18) Make a sealing bead with SEALANTS (Material No. 09-016) around the
antenna (1) (Ref. TASK 51-76-11-300-001).
(19) Apply SEALANTS (Material No. 09-016) to the heads of the screws (2).
(20) Make the contour of the sealant on the screws (2) and around the
antenna (1) smooth.
(21) Let the sealant cure.

R

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IAC
001B) to the sealant on the head of the screws (2).
Subtask 34-36-16-865-054
breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-36-16-710-051
C. Do the operational test of the GPS.
(1) Make sure that the IR system is aligned (Ref. TASK 34-10-00-860-004).
(2) On one MCDU, push the DATA key to get the DATA INDEX page and then
push the line key adjacent to the GPS MONITOR indication.
(3) On the GPS MONITOR page, after some minutes, make sure that:
- the GPS1(2) POSITION indication is correct.
- the TTRK indication shows dashes.
- the MERIT indication shows approx. 100 m.
- the GS indication shows approx. 000.
- the MODE indication shows NAV.
(4) On the upper ECAM DU, make sure that there is no GPS fault message.
(5) De-energize the aircraft electrical circuits.
(6) Put the aircraft back to its initial configuration.
5. Close-up
________
Subtask 34-36-16-410-051
A. Close Access
items.

R

EFF :

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Page 414
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IAC
ANTENNA - GLIDE/SLOPE (4RT) - REMOVAL/INSTALLATION
__________________________________________________
TASK 34-36-18-000-001
Removal of the Glide/Slope Antenna (4RT)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

34-36-18-991-001 Fig. 401
3. __________
Job Set-up
Subtask 34-36-18-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,

R

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Page 401
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IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R **ON A/C ALL
Subtask 34-36-18-010-050
B. Get Access
(1) In the cockpit, put a warning notice on the center pedestal to tell
persons not to operate or to start the weather radar system.
(2) Put the access platform in position in zone 110 below the radome.
(3) Open the radome 110AL (Ref. TASK 53-15-11-010-001) .
4. Procedure
_________
(Ref. Fig. 401/TASK 34-36-18-991-001)
Subtask 34-36-18-020-050
A. Removal of the Glide/Slope Antenna
(1) Loosen the screws (6).
(2) Disengage the antenna (1) away from the bulkhead (4).
(3) Remove and discard the O-rings (2).
(4) Disconnect the coaxial connectors (3).

EFF :

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Aug 01/06

IAC
Glide/Slope Antenna
Figure 401/TASK 34-36-18-991-001

EFF :

ALL 34-36-18

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Feb 01/96

IAC
(5) Remove the antenna (1).

EFF :

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May 01/06
R
IAC
TASK 34-36-18-400-001
Installation of the Glide/Slope Antenna (4RT)

_______
DO NOT SMOKE.

_______
IF YOU DO:
R WARNING : DO NOT GET THE FLUID ON YOUR SKIN OR IN YOUR EYES. IF YOU DO:
_______
R - FLUSH IT AWAY WITH CLEAN WATER
R - GET MEDICAL AID.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------


EFF :

ALL 34-36-18

Page 405
May 01/06

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Material No. 05-013 D TV-53-3507/73

(Ref. 20-31-00)
(Ref. 20-31-00)
C. Expendable Parts
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
2 O-rings 34-36-18 01 -010

R 2 O-rings 34-36-18 01A-010
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

34-36-18-991-001 Fig. 401
3. __________
Job Set-up
Subtask 34-36-18-860-050
(1) In the cockpit, make sure that the warning notice is in position on
the center pedestal to tell persons not to operate or to start the
weather radar system.

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IAC
(2) Make sure that the access platform is in position below the radome in
zone 110.
Subtask 34-36-18-865-051
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,

**ON A/C ALL
Subtask 34-36-18-160-050
C. Preparation for Installation
(1) Precautions
NOTE : If you install the same antenna, it is necessary to clean it

____
with CLEANING AGENTS (Material No. 11-003)
(2) Remove the used sealant from the fuselage with CLEANING AGENTS
(Material No. 11-003) and a lint-free cloth.
4. Procedure
_________
(Ref. Fig. 401/TASK 34-36-18-991-001)
_______
MATERIAL.

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R
IAC
Subtask 34-36-18-420-050
A. Installation of the Glide/Slope Antenna
(1) Apply SPECIAL MATERIALS (Material No. 05-013) to the bulkhead (4)
where you install the antenna and to the antenna (1) mount.
(2) Apply SEALANTS (Material No. 09-019) to the bulkhead (4) where you
install the antenna and to the antenna (1) mount (Ref. TASK 51-76-11-
300-001).
NOTE : Make sure that there is no sealant in the screws holes.

____
(4) Put the O-rings (2) in the correct position on the antenna (1).
(5) Connect the coaxial connectors (3) to the antenna (1).
(6) Put the antenna (1) in position on the bulkhead (4).
(7) Attach the antenna (1) with the screws (6).
(8) Remove the sealant which is not necessary.
(9) Apply a sealing bead with SEALANTS (Material No. 09-016) around the
antenna (1).
(10) Make the antenna contour smooth.
Subtask 34-36-18-865-052
breaker(s):
R
R -------------------------------------------------------------------------------
R PANEL DESIGNATION IDENT. LOCATION
R -------------------------------------------------------------------------------
R **ON A/C 001-012, 014-099,
R 49VU NAV/ILS/1 1RT1 G12

R 121VU COM NAV/ILS/2 1RT2 K09
R **ON A/C ALL

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IAC
**ON A/C 001-012, 014-099,
Subtask 34-36-18-720-050
C. Do the functional test of the two ILS (para. Reception test with tool)
(Ref. TASK 34-36-00-720-001).
R **ON A/C 101-199, 901-999,
Subtask 34-36-18-720-050-A
C. Do the functional test of the two MMRs (para. Reception test with tool)
(Ref. TASK 34-36-00-720-002).
**ON A/C ALL
5. Close-up
________
Subtask 34-36-18-410-050
A. Close Access
items.

EFF :

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IAC
RECEIVER - ILS (2RT1,2RT2) - REMOVAL/INSTALLATION
_________________________________________________
TASK 34-36-31-000-001
Removal of the ILS Receiver (2RT1,2RT2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-36-31-991-001 Fig. 401
3. __________
Job Set-up
Subtask 34-36-31-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 2RT1
FOR 2RT2

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IAC
Subtask 34-36-31-010-050
B. Get Access
(1) Put the access platform in position at the access door 811 in zone
122.
4. Procedure
_________
(Ref. Fig. 401/TASK 34-36-31-991-001)
Subtask 34-36-31-020-050
A. Removal of the ILS Receiver (2RT1, 2RT2)
(3) Pull the ILS receiver (1) on its rack (3) to disconnect the
electrical connectors (2).
(4) Remove the ILS receiver (1) from its rack.

EFF :

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Config-1 May 01/06

IAC
ILS Receiver.
Figure 401/TASK 34-36-31-991-001

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Config-1 May 01/06

IAC
TASK 34-36-31-400-001
Installation of the ILS Receiver (2RT1,2RT2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

34-36-00-710-001 Operational Test of the ILS
34-36-00-740-002 BITE Test of the ILS
34-36-31-991-001 Fig. 401
3. __________
Job Set-up
Subtask 34-36-31-010-051
A. Get Access
811 in zone 122.
Subtask 34-36-31-865-051
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 2RT1
FOR 2RT2

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4. Procedure
_________
(Ref. Fig. 401/TASK 34-36-31-991-001)
Subtask 34-36-31-420-050
A. Installation of the ILS Receiver (2RT1, 2RT2)
correct condition.
(5) Install the ILS receiver (1) on its rack (3).
(6) Push the ILS Receiver (1) on its rack (3) to connect the electrical
connectors (2).
Subtask 34-36-31-865-052
breaker(s):
R
R -------------------------------------------------------------------------------
R -------------------------------------------------------------------------------
R FOR 2RT1
R 49VU NAV/ILS/1 1RT1 G12
R FOR 2RT2
R 121VU COM NAV/ILS/2 1RT2 K09
Subtask 34-36-31-740-050
C. BITE test of the ILS
(1) Do the BITE test of the ILS (Ref. TASK 34-36-00-740-002)

____
(Ref. TASK 22-97-00-710-001).

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IAC
(2) As an alternative procedure, without the CFDS, you can do the
operational test of the ILS (Ref. TASK 34-36-00-710-001).
5. Close-up
________
Subtask 34-36-31-410-050
A. Close Access
items.

EFF :

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Page 406
Config-1 Nov 01/06
R
IAC
RECEIVER - MULTI MODE (MMR) (40RT1,40RT2) - REMOVAL/INSTALLATION
________________________________________________________________
TASK 34-36-31-000-002
Removal of the Multi Mode Receiver (40RT1, 40RT2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

Page
34-36-31-991-002 Fig. 401
3. __________
Job Set-up
Subtask 34-36-31-810-050
A. Trouble Shooting Data

If available, you can print the Trouble Shooting Data (TSD) as follows:
- get access to the SYSTEM/REPORT TEST NAV page (Ref. TASK 31-32-00-860-
010).
- on this page, push the line key adjacent to the MMR1 (MMR2) indication.
- on the MMR1 (MMR2) page, push the line key adjacent to the TROUBLE
SHOOTING DATA indication to get the TROUBLE SHOOTING DATA page.
- print the TROUBLE SHOOTING DATA (TSD) page(s).

R

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Subtask 34-36-31-865-053
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 40RT1
FOR 40RT2
Subtask 34-36-31-010-052
C. Get Access
122.
4. Procedure
_________
(Ref. Fig. 401/TASK 34-36-31-991-002)
Subtask 34-36-31-020-051
A. Removal of the Multi Mode Receiver (40RT1, 40RT2)
(3) Pull the Multi Mode Receiver (1) from its rack (3) to disconnect the
(4) Remove the Multi Mode Receiver (1) from its rack.

R

EFF :

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Config-2 Feb 01/07

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Multi Mode Receiver
Figure 401/TASK 34-36-31-991-002

R

EFF :

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Config-2 Feb 01/07

IAC
TASK 34-36-31-400-002
Installation of the Multi Mode Receiver (40RT1, 40RT2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

34-36-00-710-003 Operational Test of the ILS
34-36-00-740-003 BITE Test of the MMR
34-36-31-991-002 Fig. 401
3. __________
Job Set-up
Subtask 34-36-31-010-053
A. Get Access
811 in zone 122.
Subtask 34-36-31-865-054
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 40RT1
FOR 40RT2

R

EFF :

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4. Procedure
_________
(Ref. Fig. 401/TASK 34-36-31-991-002)
Subtask 34-36-31-420-051
A. Installation of the Multi Mode Receiver (40RT1, 40RT2)
correct condition.
(5) Install the Multi Mode Receiver (1) on its rack (3).
(6) Push the Multi Mode Receiver (1) on its rack (3) to connect the
Subtask 34-36-31-865-055
breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 40RT1
FOR 40RT2
Subtask 34-36-31-740-051
C. BITE test of the Multi Mode Receiver
(1) Do the BITE test of the Multi Mode Receiver (Ref. TASK 34-36-00-740-
003)

____
(Ref. TASK 22-97-00-710-001).

R

EFF :

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IAC
(2) As an alternative procedure, without the CFDS, you can do the
operational test of the ILS (Ref. TASK 34-36-00-710-003).
5. Close-up
________
Subtask 34-36-31-410-051
A. Close Access
items.

R

EFF :

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IAC
WEATHER RADAR SYSTEM - DESCRIPTION AND OPERATION
________________________________________________
1. _______
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 60 deg. of aircraft centerline and up to 240
NM in front of the aircraft.
The transmitted radar beam can be deflected in elevation 15⁰ above or below
the aircraft reference axis.
In addition the weather radar system enables:
- detection of turbulence areas caused by the presence of precipitations
- 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.
This system is associated to:
- the Air Data/ Inertial Reference Units (ADIRU) for the attitude
information
- the Electronic Instrument System (EIS) for the generation of the distance
scales and the display of the radar images.
2. Component
__________________
Location
(Ref. Fig. 001)
(Ref. Fig. 002)
The installation of the system components on the aircraft is detailed below.
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
1SQ1 XCVR - WEATHER RADAR, 1 109VU 121 811
1SQ2 XCVR - WEATHER RADAR, 2 109VU 121 811
3SQ CTL UNIT - WEATHER RADAR 11VU 210
7SQ DRIVE - WR ANTENNA 110 110AL
9SQ MTG TRAY - WR XCVR 109VU 121 811
11SQ ANTENNA - WEATHER RADAR 110 110AL
The wave guide assembly 301FM ensures the RF connection between:

- the dual mounting tray installed in the avionics compartment and
- the WR antenna drive installed at frame 1.
NOTE : For the layout of the components related to the weather radar system
____
(FCU/EFIS control section and DMC), refer to 31-60.

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Weather Radar - Component Location
Figure 001

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Weather Radar - Control and Indicating
Figure 002

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3. System
__________________
Description
(Ref. Fig. 003)
R **ON A/C 001-012, 014-099,
R Post SB 34-1189 For A/C 001-012,014-099,
(Ref. Fig. 003A)
R **ON A/C 001-012, 014-099,
A. General
The weather radar system, which complies with ARINC Characteristics 708,
consists of:
- two transceivers 1SQ1, 1SQ2
- a dual control unit 3SQ
- a dual antenna drive 7SQ
- an antenna 11SQ
- a dual transceiver mounting tray with a wave guide switch.
NOTE : 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.
NOTE : The ADIRUs give the attitude and ground speed information to the
____
weather radar system (Refer to 34-14-00). These data ensure the
radar antenna stabilization and the corrections of the Doppler
mode (turbulence).
R **ON A/C 001-012, 014-099,
R Post SB 34-1189 For A/C 001-012,014-099,
NOTE : 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.
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.
More explanations are given in 34-48.

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Weather Radar - Block Diagram
Figure 003

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Weather Radar - Block Diagram
Figure 003A

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NOTE : The ADIRUs give the attitude and ground speed information to the
____
weather radar system (Refer to 34-14-00). These data ensure the
radar antenna stabilization and the corrections of the Doppler
mode (turbulence).
R **ON A/C 001-012, 014-099,
B. General Technical Characteristics

The weather radar system is mainly used to detect and localize various
types of atmospheric disturbances in the area scanned by the antenna. The
system shows the disturbance intensity through the use of colors which
vary with the atmospheric precipitation rate (refer to the correspondence
table below).
The disturbances are shown to the crew members on the NDs with different
colors:
- black, green, yellow, red to quantify the precipitation rates
- magenta to represent the turbulence areas up to 40 NM.
NOTE : There is no detection of turbulence in clear sky.

____
The actual operating range of the system is 320 NM but the NDs display
only up to 240 NM. The peak power emitted is approximately 150 W. The
antenna scans a 180 deg. sector in azimuth but the NDs display only 60
deg. either side of the aircraft reference axis. The antenna has a 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 180 deg. sector in azimuth 17 times per minute.
The antenna which has a 30-inch diameter, radiates an RF beam. The beam
width is 3 deg.
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.).
Correspondence table

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-------------------------------------------------------------------------------
| LEVEL DETECTED | PRECIPITATION RATE | COLOR OF ECHOES |
|------------------------|-------------------------|--------------------------|
| Z1 < 20 dBz | less than 1 mm/h | black |
| 20 less than or equal | from 1 to 4 mm/h | green |
| to Z2 < 30 dBz | | |
| 30 less than or equal | from 4 to 12 mm/h | yellow |
| to Z3 < 40 dBz | | |
| 40 less than or equal | from 12 to 50 mm/h | red |
| to Z4/Z5 < 50 dBz | | |
|------------------------|-------------------------|--------------------------|
| Turbulence | > 50 mm/h | magenta |
-------------------------------------------------------------------------------
4. Power
____________
Supply
Energization of the transceiver 1 is through 115VAC, 400 Hz normal bus:
- 115VAC BUS 1 1XP via sub-busbar 101XP-C and circuit breaker 5SQ1.
Energization of the transceiver 2 is through 115VAC, 400 Hz normal bus:
- 115VAC BUS 2 2XP via sub-busbar 202XPA and circuit breaker 5SQ2.
NOTE : Energization of the weather radar control unit and of the WR antenna
____
drive is through the selected transceiver.
Consumption of each selected transceiver is 150 W maximum.
5. Component
_____________________
Description
(Ref. Fig. 004)
R **ON A/C 001-012, 014-099,
R Post SB 34-1189 For A/C 001-012,014-099,
(Ref. Fig. 004A)
R **ON A/C 001-012, 014-099,
A. Weather Radar Transceiver

(Ref. Fig. 005)
The weather radar transceiver is a completely solid-state airborne unit.
It contains:
(1) A transmitter
It generates an RF pulse. The transmitter output pulse is directed to
the antenna by the circulator.

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Weather Radar Architecture
Figure 004

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Weather Radar Architecture
Figure 004A

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Weather Radar Transceiver - Component Description
Figure 005

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(2) A receiver
It converts the received signal to an IF frequency. This frequency is
then detected and amplified in the IF amplifier.
(3) An Automatic Frequency Control (AFC) circuit

The down converter output is maintained at exactly 53 Mhz from the
transmitter frequency by the AFC circuit. The resultant 53 Mhz
difference frequency is amplified in the AFC circuit.
(4) A T/R limiter

A T/R limiter at the input to the receiver protects the receiver from
the relatively large transmitter pulse that leaks through the
circulator.
(5) An IF amplifier
The 53 Mhz signal from the down converter is detected and amplified
in the IF amplifier. The IF amplifier generates a coded, digitized
video output signal.
(6) A data processor

The digitized ouputs from the IF amplifier are smoothed and stored in
range cells by the data processor. Range cell outputs of the data
processor are transmitted over independent data buses to up to three
indicators for display in response to commands from the data bus
microprocessor.
The data bus microprocessor also optimizes data processor parameters
to match information received on the control buses.
(7) A control processor

It is used to service the ARINC 429 interface buses and route
received information to the proper subunit. It also controls BITE
testing. Azimuth drive signals for controlling the azimuth motor are
generated by the CPU.
(8) A stabilization CPU

It performs calculation of the elevation pointing command necessary
to keep the antenna pointing at a fixed tilt angle in space
independent of pitch and roll motions of the aircraft. The
stabilization CPU receives pitch and roll signals from the
stabilization bus via the data bus microprocessor. Elevation command
output goes to the elevation drive servo mechanism to control the
antenna elevation axis.

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(9) A turb/GCR data CPU
The CPU uses pulses-pair-processing technique to detect turbulence or
ground clutter. Determining ground is similar to determining
turbulence, with the exception of the threshold value and the PRF.
The PRF for ground clutter image reduction (GCR) is continuous 720 Hz
and intensity is processed at 180 Hz. This leaves 3 out of 4 possible
transmit pulses for GCR processing. This creates 2 pulse pairs every
cycle (as opposed to 7 for turbulence).
B. Weather Radar Antenna

(Ref. Fig. 006)
The antenna movements are ensured by 2 DC motors and the angular
positions are recopied by 4 synchros. Every motor (azimuth and elevation)
is mechanically connected to a tachometer which supplies a rate signal
(scan and elevation) back to the transceiver. The RF signal (transmitted
or received) is conveyed by a wave guide between the antenna and the
transceiver.
Energization of the antenna is 115VAC 400Hz through the selected
transceiver.
C. Weather Radar Control Unit

Gain, tilt and scan controls are located on the control unit. When any of
these controls are changed, signals are routed from the control unit to
the transceiver via an ARINC 429 control bus. For example, when gain is
changed at the control unit, logic converts this analog signal to digital
and applies the digital gain signal to the transceiver.
NOTE : Energization of the control unit is through the weather radar

____
transceiver.
NOTE : In a dual installation, the control unit contains the circuits of

____
two single units.
D. Weather Radar Wave guide and Wave guide Switch

A wave guide assembly ensures the RF connection between the WR antenna
drive and the WR transceiver dual mounting tray (connected to the wave
guide switch).
The wave guide assembly is made up of rigid and flexible parts which have
a standard rectangular section (1 in. x 0.5 in.).
The wave guide switch is integral with the mounting tray. It ensures
switching of the RF signal from the antenna to each transceiver. Moreover
control circuits recopy the wave guide switch position to avoid
transmission on a closed wave guide.

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Weather Radar - Antenna
Figure 006

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E. Data Word and Control Word Definition
- WORD RANGE OPER RANGE RESOLUTION ACCURACY: measurement range. Maximum
value transmitted. When the digital value changes, the change step is
equal to the accuracy
- XMSN/INTV: output transmission interval. The refresh rate is given in
milliseconds
- CODE :
HYB: mixed code
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 1.270.01 |CONTROL | | | | 19 |100 |DIS | | |
| |WORD 1 | | | | | | | | |
| 2.270.10 | | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 1.271.01 |CONTROL | | | | 7 |100 |DIS | | |
| |WORD 2 | | | | | | | | |
| 2.271.10 | | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 1.055.01 |WXR DATA | | | |1549|7.82|DIS | | |
| 2.055.10 | | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 1.356.01 |Mainte- | | | | |100 |ISO5| | |
| |nance | | | | | | | | |

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |message | | | | | | | | |
| |word | | | | | | | | |
| 2.356.10 | | | | | | | | | |
-------------------------------------------------------------------------------
F. Data Word and Control Word Definition
(1) Control word

The control words comply with ARINC specification 429.
(a) The signal transmitted on the control bus line connecting the
radar control unit to the transceiver complies with the format of
control word 1 as defined by ARINC specification 708 (appendix
15.1) and compatible with ARINC specification 429.
-------------------------------------------------------------------------------
|CONTROL | P |MATRIX |GAIN |TILT |MODE |STAB |IDNT |SCAN |SDI |CONTROL WORD 1 |
| WORD 1 | | | | | | | | | | LABEL (270-A8)|
|--------|---|-------|-----|-----|-----|-----|-----|-----|----|---------------|
|BIT No. | 3 | 3 3 | 2-2 | 2-1 |1 1 1| 1 | 1 | 1 | 1 | |
| | 2 | 1 0 | 9-4 | 3-7 |6 5 4| 3 | 2 | 1 | 0 9| 8----------1 |
-------------------------------------------------------------------------------
(b) Among the signals transmitted on the bus line from the EFIS
control section of the FCU, the radar transceiver uses the range
data contained in control word 2 as defined in ARINC
specification 708 (Appendix 15.1) and compatible with ARINC
specification 429.
-------------------------------------------------------------------------------
| CONTROL | P | MATRIX | RANGE | PROVI-| ANTI- | PROVI-| RESER-| CONTROL WORD |
| WORD 2 | | | | SIONS |CLUTTER| SION | VED | 2 LABEL |
| | | | | | | | SDI | (271.A8) |
|---------|---|--------|-------|-------|-------|-------|-------|--------------|
| BIT | 3 | 3 3 | 2---2 | 2 1 | 1 | 1 | 1 | |
| No. | 2 | 1 0 | 9---4 | 3 3 | 2 | 1 | 0 9 | 8 -------- 1 |
-------------------------------------------------------------------------------

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NOTE : Control word 1
____
SDI : reserved (Bits 9 and 10 frozen at 00)
SCAN : reserved (Bit 11 frozen at 0)
STAB : antenna stabilization (Bit 13 frozen at 1)
IDNT : clutter suppression (Bit 12 frozen at 0)
NOTE : Control word 2

____
The matrix (30-31) must be positioned as follows:
31 30
- 0 / 0 when the radar image is selected on the EFIS
control section of the FCU
- 1 / 1 when the radar image is not selected on the EFIS
control section of the FCU.
NOTE : The greatest interval between two word transmissions is

____
100 ms.
(2) Data word

The signal transmitted on the data bus line which connects the
transceiver to the DMCs complies with data word format as defined by
ARINC specification 708 (Appendix 15.2) and compatible with ARINC
specification 453.
-------------------------------------------------------------------------------
| DATA | SYNCHRO | RANGE | | RANGE | SPARE | SCAN | DATA |
| WORD | WORD END | BIN 511 | | BIN 0 | | ANGLE | ACCEPT |
|---------|----------|----------|-----|---------|---------|---------|---------|
| | | 111 | | | | | |
| Bit | | 655 | | | | | |
| No. | | 099 | --- | 666 | 6 | 6-----5 | 55 |
| | | 098 | | 765 | 4 | 3-----2 | 10 |
-------------------------------------------------------------------------------
|--------------------DATA--------------------- |
-------------------------------------------------------------------------------
| SPARE| RANGE| GAIN| TILT| MODE| STAB| FAULTS|A B C D E| F| G| H| DATA| SYN- |
| | | | | | | | | | | | WORD| CHRO |
| | | | | | | | | | | |LABEL| WORD |
| | | | | | | | | | | |(055)| STAR |
| | | | | | | | | | | | | TING |
|------|------|-----|-----|-----|-----|-------|---------|--|--|--|-----|------|
| 4 | 4--4 | 4--3| 3--3| 2--2| 2 | 2--21 |1 1 1 1 1|11|1 |1 | | |
| 9 | 8 3 | 2--7| 6--0| 9--7| 6 | 5--09 |8 7 6 5 4|32|1 |09| 8--1| |
-------------------------------------------------------------------------------
|--------------------------CONTROL-------------------------------|

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A = Stab Sat
B = Sector
C = Idnt
D = Precip. Alert
E = Turb. Alert
F = Spare
G = Slave
H = Control Accept
NOTE : Data word message includes mainly rho and o data, which gives
____
the position of the various echoes detected in range and
azimuth.
RANGE BIN : definition of one point of radar echo in
conjunction with color matrix.
DATA ACCEPT : data distribution matrix on indicators
STAB SAT : stabilization limit.
SECTOR : scan angle reduced to plus or minus 45 deg. (Not
used).
IDNT : clutter suppression
PRECIP ALERT : bad weather warning (Not used).
TURB ALERT : turbulence warning
CONTROL ACCEPT : control data distribution matrix.
6. Operation
_________
A. Basic Principles
The weather radar system uses the principle of radio echoing. The weather
radar transceiver generates microwave energy in the form of
electromagnetic pulses. The energy is conveyed in space by a very high
frequency wave (X band). When this wave intercepts an appropriate target,
part of the energy is reflected back to the weather radar antenna then to
the transceiver. The electronics circuits of the transceiver measure the
elapsed time between the transmission of the wave and the reception of
the echo to determine the target distance (it takes 12.36 microseconds
for the electromagnetic wave to travel out and back for each nautical
mile of target range).
The angular position of the target is detected by the angular position of
the antenna in its scanning in azimuth. As the quantity of energy
reflected to the antenna is proportional to the target density, the
different levels of atmospheric disturbances are shown on the displays by
different colors.
The detection of the turbulence areas is based on the Doppler effect
applied to the movement of precipitation drops detected in clouds. Only
movements parallel to the aircraft centerline are detected.

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B. Control and Indicating
The various system controls are grouped on the weather radar control unit
and EFIS control sections of the FCU.
Radar image control on the NDs is achieved through the scale selector
switches located on Captain and First Officer EFIS control sections of
the FCU.
(1) Radar control unit

(Ref. Fig. 007)
The face of the radar control unit includes the following controls:
(a) A TILT selector switch, item 2, for controlling antenna

elevation.
Antenna position is read in degrees, opposite the notch on the
switch:
- either from 0 to 15 degrees upwards
- or from 0 to 15 degrees downwards.
(b) A GAIN potentiometer, item 3, for manually adjusting transceiver

gain. Control of gain is active only when VAR pushbutton switch
is activated.
(c) A VAR pushbutton switch, item 4, which enables gain control.
(d) A SEC pushbutton switch, item 5, which is used to select an

antenna scanning sector of 90⁰ in place of 180⁰.
(e) A WX pushbutton switch, item 6, for selection of the weather

mode.
(f) A WX/T pushbutton switch, item 7, for selection of the weather

and turbulence mode.
(g) An RCT pushbutton switch, item 8, which is used to energize the

Rain Echo Attenuation Compensation Technique (REACT) Circuitry
which compensates for rainfall echo attenuation.
(h) A GCR pushbutton switch, item 9, which is used to energize the

ground clutter image reduction circuitry which suppresses
automatically the ground returns.
(i) A MAP pushbutton switch, item 10, for selection of the MAP
display.

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Weather Radar Control Unit
Figure 007

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(j) A switch, item 1,
- with three stable positions RT1/OFF/RT2 which enables system
energization and selection of transceiver 1 or 2.
The face of the control unit is provided with integral lighting.
The INTEG LT/MAIN PNL & PED potentiometer enables lighting
adjustment. The potentiometer is located on panel 111VU, at the
left aft section of the center pedestal 11VU.
(2) EFIS control section (on the FCU)

(Ref. Fig. 008)
Only the controls related to the selection and use of the radar image
on the NDs are described.
(a) A navigation display mode selector switch, item 1, made up of a

rotary switch enabling the selection of ROSE or ARC function for
display of a weather radar image on the CAPT and F/O NDs.
(b) A scale selector switch, item 2, common to EFIS, FMGS and radar
systems, which 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.
NOTE : In the event of one FMGC fault, there is an automatic

____
transfer of the weather radar image from one ND to the
other one. Only one scale selector switch can then control
the weather radar image display.
(3) Lighting/loud speaker control panels

(Ref. Fig. 008)
CAPT and F/O lighting/loud speaker 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. The outer knob of each potentiometer controls the brightness
of the radar image only, item 3.
C. Utilization of Controls and Indicating

Special precautions to be taken.
Before selecting WX, WX/TURB or MAP mode on the control unit, make sure
that:
- no one is within a distance less than 5 meters (16.4 ft) from the
antenna in movement within an arc of 135⁰ on either side of the
aircraft centerline
- a minimum safety distance of 5 meters (16.4 ft) is held between the
aircraft and any obstacle within an arc of 90⁰ on either side of the
aircraft centerline.

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EFIS Control Sections - Lighting/Loud Speaker Control Panels
Figure 008

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(1) Transceiver 1 (single installation) and transceiver 2 (dual
installation) energization
NOTE : No pre-heating time is necessary for the weather radar

____
transceiver.
- in the case of dual installation, only one transceiver is working

at the same time, but both transceivers are always supplied in
order to achieve maintenance function
- AC busbars 101XP-C (for XCVR1) and 202XP-A (for XCVR2) are supplied
- XCVR1 and/or XCVR2 circuit breakers are closed
- on the radar control unit:
select WX, WX/TURB or MAP mode (when the aircraft is parked, TEST
mode selected on the MCDU should preferably be selected as a safety
precaution).
- on either EFIS control section of the FCU, set the mode selector
switch to ARC or ROSE to obtain image display on the corresponding
ND and to activate the transceiver selected.
NOTE : The radar transceiver is de-energized:

____
- by placing the mode selector switches on both EFIS control
sections in any position other than ROSE or ARC
- or by placing the SYS switch on the radar control unit in
OFF position, with the mode selector switches on the EFIS
control sections in ARC or ROSE position.
(2) Weather radar control unit utilization

(Ref. Fig. 007)
(a) Mode selection, items 6, 7, 10

The following modes are selected when pushbutton switch is
pressed (ON light on)
- WX
This mode corresponds to 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.
- WX/T
This mode corresponds to operation in weather and turbulence
detections. Turbulence detection is limited to the first 40 NM
regardless of the weather radar range selected and displayed.
Turbulence areas are displayed on the NDs in magenta.
All turbulent/non turbulent areas beyond 40 NM are displayed in
the conventional black, green, yellow and red as in weather
(WX) mode.
- MAP

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This mode is only used for display of the ground map. A
combination of transceiver gain, antenna position (TILT) and a
range selection enables the display of a larger area.
If the image is too bright, due to too great a reflection
intensity, it can be dimmed by the GAIN potentiometer, item 3.
(b) System selection and start up

The RT1/OFF/RT2 switch, item 1, enables:
- the selection and activation of the selected transceiver
- the suppression of the radar image on the NDs when these NDs
are in ARC or ROSE mode.
(c) Gain control

The GAIN potentiometer, item 3, enables manual control of
transceiver sensitivity in WX, WX/T and MAP modes.
The VAR pushbutton switch, item 4, is used to select variable
gain. First pressure enables GAIN control. Second pressure
enables AUTO GAIN. Clockwise rotation of the GAIN potentiometer
increases the gain towards the MAX position.
In AUTO position no indication appears in the R lower corner of
the NDs. For the other positions, the MAN indication is displayed
in green.
(d) TILT control

The TILT selector switch, item 2, enables variation of the
antenna elevation angle within a range of +15 deg. (UP) to -15
deg. (DOWN) in relation to a horizontal plane defined by the
stabilization system. The tolerance between the values selected
by means of the TILT selector switch in the antenna actual angle
is + or -0.5 deg.
This antenna elevation angle is displayed in cyan in the R lower
corner of the ND and progresses in steps of 0.25 degrees.
Should the antenna position be different from the TILT selector
switch position, an amber ANT (antenna) flag replaces the TILT
indication in the R lower corner of the ND.
(3) Utilization of EFIS control sections and lighting/loud speaker

control panels
(Ref. Fig. 008)
(a) Mode selector switch, item 1

It enables image display on the corresponding ND whenever 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.

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(b) Scale selector switch, item 2
This selector switch enables 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 ARC
mode. Only two range arcs are displayed in ROSE mode.
(c) Radar image brightness control, item 3

The ND potentiometer enables 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. Potentiometer OFF position corresponds to minimum
brightness. BRT position corresponds to maximum brightness.
NOTE : A photoelectric cell associated with each ND also adjusts

____
image brightness as a function of ambient light
variations.
(4) Utilization of the data displayed on the NDs

(Ref. Fig. 009)
An example of the radar image display on the NDs is shown in the
following figure. Images a) and b) correspond respectively to ARC and
ROSE ND modes for which radar image display is possible.
Various messages informing the crew of the tilt angle selected and
gain selected on the radar control unit and of the faults which
affect radar system operation are displayed in the R lower corner of
each ND whenever a radar image is selected.
NOTE : Tilt information and gain selection are displayed on the ND

____
when no flag is generated, or when the TEST mode is not
selected.
The various faults which may affect the radar image are listed in
descending order of importance.
If several faults occur, only the most important one is displayed
(parts c and d).
Two types of faults are likely to affect the radar system:
(a) Faults which result in a loss of radar image

The corresponding messages are displayed in red
- WR indicates a radar transceiver fault
T-R
- WR indicates a radar antenna fault
ANT
- WR indicates a radar control unit fault

EFF :

001-012, 014-099, 34-41-00

Page 27
Config-1 May 01/06

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Weather Radar - Data Displayed on the NDs
Figure 009

EFF :

001-012, 014-099, 34-41-00

Page 28
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IAC
CTL
- WR indicates a range error
RNG
(b) Faults which do not affect the radar image

The corresponding messages are displayed in amber
- WR indicates loss of transceiver calibration
WEAK
- WR indicates an attitude fault from the ADIRU
ATT
- WR indicates a loss of radar antenna stabilization
STAB
- WR indicates that radar TEST mode is selected
TEST
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.
7. Test
____
A. Maintenance Test
(Ref. Fig. 010)
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.
When the TEST mode is activated, the test sequence is:
the antenna goes up to +15⁰, then carries out a continuous azimuth
scanning from -90⁰ to +90⁰. When test stops: antenna stabilizes at 0⁰,
perpendicular to the aircraft centerline.
It should be noted that:
- 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
- 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. The test image is not displayed on the ND.
(Ref. Fig. 011)
WR1: the antenna carries out an elevation scanning sequence from down
to up position (- 45 deg., + 45 deg.) then + 15 deg, then an azimuth
scanning of + 5 deg, - 5 deg.

EFF :

001-012, 014-099, 34-41-00

Page 29
Config-1 May 01/06

IAC
Weather Radar - Test Pattern on the ND
Figure 010

EFF :

001-012, 014-099, 34-41-00

Page 30
Config-1 May 01/06

IAC
Weather Radar - Antenna Test Sequence
Figure 011

EFF :

001-012, 014-099, 34-41-00

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WR2 (if installed): the antenna carries out an elevation scanning
sequence from down to up position (- 45 deg., + 45 deg.) then + 15
deg., then an azimuth scanning of + 5 deg., - 5 deg., then it carries
out an elevation scanning sequence from down to up position (- 45 deg.,
+ 45 deg.) before to stabilize at 0 deg., perpendicular to the
centerline.
B. Maintenance Indicators on Transceiver and Antenna Drive
(1) Transceiver
(Ref. Fig. 005)
The weather radar transceiver is installed on its dual mounting tray
in the forward avionics compartment. On the transceiver face is:
- a blanking plate which covers the two ATE (Automatic Test
Equipment) connectors.
(2) Antenna drive

(Ref. Fig. 006)
One switch, for azimuth (AZ) is installed on the antenna drive. It is
normally in the ON position and enables to cancel the command of the
motor when it is in the OFF position.
C. BITE Function
(1) General
The purpose of the Built-In-Test Equipment (BITE) is to ease the line
maintenance of the aircraft and thus to detect anomalies and faults
of the various items of equipment associated to each system.
The BITE of the weather radar transceiver installed on the aircraft
is an extension of the BITE already incorporated in the basic
transceiver.
For this purpose, a maintenance processor has been added to fulfil
the functions of interface and control with the CFDS.
The weather radar system is completely monitored and the various
detected faults are reported and stored in two zones associated with
the flight and ground phases.
The BITE of the weather radar transceiver dialogues with the CFDS to
present the detected faults and to activate the test sequences of the
transceiver, in normal mode and in menu mode respectively.
In normal mode, the fault memory is organized to store 64 flight
legs.
A maximum of 7 LRU faults and 24 different fault codes can be
detected at each flight leg.
A fault code is stored only once per flight leg. If an intermittent
fault occurs, only 4 events max. are stored.
In menu mode on the ground, only the faults of 3 LRUs and 72 fault
codes can be detected and stored.

EFF :

001-012, 014-099, 34-41-00

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NOTE : The fault codes are available at the laboratory. The manual
____
test of the system can be activated only on the ground and in
menu mode.
REMARK : The BITE operation and the operational utilization of the

MCDU linked to the CFDS is dealt with in the CFDS (Ref. 31-32).
(2) Functional description

Operation of the BITE system is through the two MCDUs installed on
the center pedestal.
(a) Operation in normal mode

Upon energization, the weather radar transceiver permanently
transmits the maintenance data. Two types of data are transmitted
on the label 356 : NO FAULT or DETECTED FAILURE ; in addition the
equipment identification ID (008) is transmitted on the label
377.
The normal mode is transmitted in flight as well as on the
ground, except when the menu mode is selected on the ground.
- the NO FAULT data is transmitted on the label 356 every 100 ms
approx. if no fault is detected.
- the faults detected during the flight phase are transmitted on
the label 356 every 250 ms approx. ; each fault word contains
the ATA reference plus the text of the fault.
----------------------------------------------------------
| LRU | ATA |
|-------------------------------------|------------------|
| TRANSCEIVER | 34-41-33 |
| CONTROL UNIT | 34-41-12 |
| ANTENNA | 34-41-11 |
| NO DATA FROM ADIRU | 34-14-00 |
| NO DATA FROM EFIS 1 PANEL | 22-81-12 |
| NO DATA FROM EFIS 2 PANEL | 22-81-12 |
| NO DATA FROM CFDIU | 31-32-34 |
----------------------------------------------------------
NOTE : In the case of a dual radar installation, the maintenance

____
data are permanently transmitted by both transceivers
although only one system is operating at the same time.
In a dual radar installation, the self-test of both
transceivers requires switching from OFF position to RT1
and from RT1 to RT2 with a 5-second delay between each
switching (if RT2 is installed).

EFF :

001-012, 014-099, 34-41-00

Page 33
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IAC
(b) Operation in menu mode
(Ref. Fig. 012, 013)
Reminder : the menu mode can be used on the ground only.
The weather radar is so designed that it ignores any request for
the menu mode during the flight phases.
The control words of the CFDS are received with the label 227 and
the menu words are sent with the label 356.
In the case of a dual installation, the menu mode can be
activated either on the operating equipment or on the standby
equipment.
The different selections provided by the menu mode are: (Menu No.
1)
- LAST LEG REPORT (Menus No. 2 and 3)
This menu page is transmitted with the ATA chapter reference,
text, date and GMT relative to the detected faults..
- PREVIOUS LEGS REPORT (Menu No. 5)
This menu page is transmitted with the ATA chapter reference,
text, date, GMT and the flight leg count relative to the faults
detected before the last flight.
- LRU IDENTIFICATION (Menu No. 6)
Only the P/N of the weather radar transceiver is transmitted.
- TEST (Menus No. 7, 8 and 9)
Selection of the TEST page and activation of this mode cause
the system self-test, the transmission and the presentation of
the TEST result on the MDCU.
NOTE : As soon as the TEST function is selected on the Menu page,

____
the SET CONTROL PANEL SWITCH TO R/T1 IF APPLICABLE AND
PRESS TEST and TEST IN PROGRESS messages are shown on the
MCDU until test is completed (the test time is
approximately 2 minutes 30).
The TEST can be achieved on the operating equipment as
well as on the standby equipment.
The test is stopped

- by action on the RETURN key on the MCDU
or
- after 3 mn display if no action is made on the displayed page.
D. Power-up Tests Initialization and Cockpit Repercussions

- whatever the A/C configuration on ground.

EFF :

001-012, 014-099, 34-41-00

Page 34
Config-1 May 01/06

IAC
Maintenance Test Procedure
Figure 012

EFF :

001-012, 014-099, 34-41-00

Page 35
Config-1 May 01/06

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INTENTIONALLY BLANK

34-41-00

Page 36
Config-1 May 01/06

IAC
Weather Radar - Maintenance Test Procedure
Figure 013

EFF :

001-012, 014-099, 34-41-00

Page 37/38
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IAC
- Duration: 15 s minimum and 30 s maximum
- none
NOTE : The antenna moves up and down ( + 10 deg., - 10 deg.)

____
then turns in azimuth from left to right.

- Tests pass:
- ND:
weather radar display available
- Tests failed:
* ND right bottom part:
WR TR in red in case of WR transceiver fault
WR ANT in red in case WR antenna fault
WR CTL ind red in case of control unit fault
WR RNG in red in case of range fault
In case of multiple faults only the fault with the highest priority
is displayed
ILS 1 (2) and LOC and GLIDE scales in red.
NOTE : The radar display is not available when the PLAN mode is
____
selected on the EFIS control section of the FCU.

EFF :

001-012, 014-099, 34-41-00

Page 39
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WEATHER RADAR SYSTEM - DESCRIPTION AND OPERATION
________________________________________________
1. General
_______
R
**ON A/C 901-901,
The aircraft is equipped with an X-band dual Collins WXR-2100 Multiscan

Radar transceiver P/N 822-1710-202 with Predictive Windshear System (PWS).
This system is compatible with Electronic Instrument System 1 and 2 (EIS1
and EIS2) and complies with ARINC Characteristics 708A.
Multiscan is a radar function that displays all significant weather at all
ranges, at all aircraft altitudes, and at all times on a display that is
essentially clutter-free, without the need for pilots to input tilt or gain
settings. Multiscan reduces pilot workload while enhancing weather detection
capability.
The Multiscan function optimizes weather detection and minimizes ground
clutter. This function determines the optimum tilt angle for the radar
through monitoring of:
- the aircraft altitude above the terrain (RA and ADR information).
- the aircraft position (IR information).
- the terrain conditions in the area (information located in an interval
Reference table).
Two antenna scans are performed, each scan is optimized for a particular
region in front of the aircraft. The upper beam detects medium-range
weather and the lower beam detects short and long-range weather by
automatically adjusting tilt and gain. The information is then stored in a
temporary database. When the captain or the first officer selects a range,
the weather radar transceiver retrieves the appropriate portions of the
desired information, merges the data and then eliminates ground clutter.
The result is an optimized weather display and the flight crew selects the
range scale required.
In the following text, the abbreviation WXR/PWS is used.

The WXR/PWS 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 320NM in front of the aircraft
- detection of turbulence areas caused by the presence of precipitations up
to a distance of 40NM
- presentation of terrain mapping information by the combination of the
orientation of the radar beam and of the receiver gain
- detection of a microburst windshear event in the area defined by the
antenna scanning: plus or minus 60 deg.

EFF :

101-199, 901-999, 34-41-00

Page 1
Config-2 Feb 01/08

IAC
- 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 : 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).

EFF :

901-901, 34-41-00

Page 2
Config-2 Feb 01/08
R
IAC
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
R The aircraft is equipped with an X-band weather radar system with Predictive
R Windshear capability. This system complies with the ARINC Characteristics
R 708A.
R The weather radar system enables:
R - detection and localization of the atmospheric disturbances in the area
R defined by the antenna scanning: plus or minus 90 deg. of aircraft
R centerline and up to 320NM in front of the aircraft,
R - detection of turbulence areas caused by the presence of precipitations up
R to a distance of 40NM,
R - presentation of terrain mapping information by the combination of the
R orientation of the radar beam and of the receiver gain,
R - detection, if the Predictive Windshear System is operative, of a
R microburst windshear event in the area defined by the antenna scanning:
R plus or minus 60 deg.
R - presentation, if the Predictive Windshear System is operative, of
R windshear events within an area plus or minus 40 deg. of aircraft
R centerline and up to 5NM in front of the aircraft.
R - Autotilt capability (automatic tiltangle), the automatic tilt function is
R recommended for use in WX and TURB modes.
R NOTE : A microburst is a cool shaft of air, like a cylinder, between 1000

____
R and 3000 ft. When it encounters the ground (airflow velocity from 40
R to 110 kts) the downward moving airflow is translated to a horizontal
R flow (from 80 to 220 kts), at the base of the air shaft. Two types of
R microburst exist, wet and dry.
R Five color displays are used to show precipitations, turbulence and ground
R mapping to the crew.
R The location of the windshear events, if the Predictive Windshear System is
R operative, is indicated by an icon (symbol consisting of alternating red and
R black arcs).

R

EFF :

101-199, 901-999, 34-41-00

Page 3
Config-2 Feb 01/08

IAC
**ON A/C 101-199, 901-999,
2. Component
__________________
Location
(Ref. Fig. 001)
R **ON A/C 901-901,
(Ref. Fig. 002)
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
(Ref. Fig. 002A)
**ON A/C 101-199, 901-999,
The units of the weather radar system are located in the aircraft as
follows:
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
1SQ1 XCVR-WEATHER RADAR, 1 109VU 121 811 34-41-33
3SQ CTL UNIT-WEATHER RADAR 11VU 210 831 34-41-12
7SQ DRIVE-WR ANTENNA 110 110AL 34-41-11
9SQ MTG TRAY-WR XCVR 109VU 121 811 34-41-37
11SQ ANTENNA-WEATHER RADAR 110 110AL 34-41-11

EFF :

101-199, 901-999, 34-41-00

Page 4
Config-2 Feb 01/08

IAC
Weather Radar - Component Location
Figure 001

R

EFF :

101-199, 901-999, 34-41-00

Page 5
Config-2 Feb 01/07

IAC
R Figure 002

R

EFF :

901-901, 34-41-00

Page 6
Config-2 Feb 01/08

IAC
R Figure 002A

R

EFF :

101-199, 901-999, 34-41-00

Page 7
Config-2 Feb 01/08

IAC
3. __________________
System Description
R **ON A/C 901-901,
(Ref. Fig. 003)
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
(Ref. Fig. 003A)
R **ON A/C 901-901,
(Ref. Fig. 004)
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
(Ref. Fig. 004A)
**ON A/C 101-199, 901-999,
The WR/PWS is composed of items closely associated with its operation, such
as peripherals supplying parameters, EFIS display units or maintenance
functions.
NOTE : 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.
NOTE : The three ADIRUs give data information to the weather radar system.
____
These data ensure the radar antenna stabilization and the
computations of the windshear function.
A. General
The weather radar system, which complies with ARINC Characteristics 708A,
consists of:
- a transceiver 1SQ1,
- a control unit 3SQ,
- an antenna drive 7SQ,
- an antenna plate 11SQ,

EFF :

101-199, 901-999, 34-41-00

Page 8
Config-2 Feb 01/08

IAC
Weather Radar Block Diagram - Data Acquisition
R Figure 003

R

EFF :

901-901, 34-41-00

Page 9
Config-2 Feb 01/08

IAC
Weather Radar Block Diagram - Data Acquisition
R Figure 003A

R

EFF :

101-199, 901-999, 34-41-00

Page 10
Config-2 Feb 01/08

IAC
Weather Radar Block Diagram - Control and Display
R Figure 004

R

EFF :

901-901, 34-41-00

Page 11
Config-2 Feb 01/08

IAC
Weather Radar Block Diagram - Control and Display
R Figure 004A

R

EFF :

101-199, 901-999, 34-41-00

Page 12
Config-2 Feb 01/08

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- a transceiver single mounting tray 9SQ with a wave guide.
(1) Weather Radar Transceiver

The receiver-transmitter is the heart of the WR/PWS system, the
additional necessary wiring and interfaces enable the weather radar
transceiver to operate as a PWS (WR/PWS) and autotilt.
The receiver-transmitter ensures the following functions:
- 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,
- the receiver signal is formatted into 1600-bit ARINC 453 words and
sent to the Display Management Computers (DMCs),
- acquisition of data from Radio Altimeters (RA1 and RA2) and other
specific interfaces,
- windshear event detection and generation of the appropriate signal,
- BITE function of the system.
R
**ON A/C 901-901,
(2) Weather Radar Control Unit

The 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, PWS, GCS, MULTISCAN, GAIN TILT).
The WR/PWS receives one ARINC 429 bus coming from the control unit.
Moreover, the predictive windshear function can be de-activated if
the PWS does not operate correctly.
(3) WR Antenna Drive

The WXR/PWS has one antenna drive which is the interface of the
transceiver to control and monitor the azimuth and elevation of the
antenna.
(4) Weather Radar Antenna

The antenna is used for transmitting and receiving radar radio
frequency signals.
(5) Transceiver Mounting Tray with a Wave Guide

It allows to install the transceiver on the aircraft rack and
connects the transceiver to the wave guide.

EFF :

101-199, 901-999, 34-41-00

Page 13
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IAC
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
R (2) Weather Radar Control Unit

R The control unit generates a 32-bit (label 270) serial control word
R which describes the selected operating modes (1/OFF/2, MAN/TILT/AUTO,
R WX, WX/TURB, MAP, W/S).
R The WR/PWS receives one ARINC 429 bus coming from the control unit.
R Moreover, the predictive windshear function can be de-activated if
R the PWS does not operate correctly.
R The Autotilt control panel with MAN/TILT/AUTO switch included, it
R permits the selection of manual tilt or automatic tilt.
R (3) WR Antenna Drive

R The WR antenna drive is the interface of the transceiver to control
R and monitor the azimuth and elevation of the antenna.
R (4) Weather Radar Antenna Plate

R The antenna is used for transmitting and receiving radar radio
R frequency signals.
R (5) Transceiver Mounting Tray with a Wave Guide

R It allows to install the transceiver on the aircraft rack and
R connects the transceiver to the wave guide.
R The wave guide switch is integral with the mounting tray. It ensures
R switching of the RF signal from the antenna to each transceiver.
R Moreover, control circuits recopy the wave guide switch position to
R avoid transmission on a closed wave guide.
**ON A/C 101-199, 901-999,
NOTE : The weather radar and windshear detection image (if the
____
predictive windshear function is activated) 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
NDs and PFDs are connected to the three Display Management
Computers (DMC) and to the Captain and First Officer EFIS
control sections of the FCU.
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.
More explanations are given in 34-48.

EFF :

101-199, 901-999, 34-41-00

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NOTE : The ADIRUs give to the weather radar system:
____
- the altitude and the true airspeed (TAS) information (Ref.
34-13-00),
- the attitude, ground speed, magnetic heading, true heading,
E/W velocity, N/S velocity, track angle and drift angle
(Ref. 34-14-00).
These data ensure the radar antenna stabilization and the
corrections of the Doppler mode (turbulence).
**ON A/C 901-901,
B. Peripherals
(1) Digital serial data inputs

The transceiver receives digital serial data inputs from the
following components:
(a) Radio Altimeter

The Radio Altimeter provides altitude information over two ARINC
429 bus inputs to the WR/PWS (label 164).
This data is used for automatic activation of the windshear
function.
The second bus is for redundancy.
(b) Air Data Reference

Two ARINC 429 low-speed buses provide:
- true airspeed data (label 210) used for velocity calculations
- altitude data (label 203) used for sensitivity time control
(STC) calculations
- corrected altitude data (label 206).
(c) Inertial Reference

Two ARINC 429 high-speed buses provide:
- pitch (label 324) and roll (label 325) data for the
stabilization and control of the antenna
- east/west velocity (label 367) and north/south velocity (label
366) used for velocity calculations
- ground speed (label 312) used for velocity calculations and
qualifiers C1, C2
- track angle (label 317) used for velocity calculations
- true heading (label 314)
- Magnetic heading (label 320)
- Body longitudinal acceleration (label 331) used for qualifiers
D1, D2.

EFF :

101-199, 901-999, 34-41-00

Page 15
Config-2 Feb 01/08

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NOTE : The main air data and heading altitude data are provided
____
by the Air Data/Inertial Reference System (ADIRS).
(d) Centralized Fault Display Interface Unit (CFDIU)

The WR/PWS communicates with the CFDIU low-speed ARINC 429 buses.
(e) EFIS Control Section

Two ARINC 429 buses provide the CAPT and F/O range selection
(label 271).
The receiver/transmitter receives one bus from the CAPT EFIS
control section and another one from the F/O EFIS control panel.
(f) One ARINc 429 high-speed bus (Hazard) provides radar data to be
recorded on the Flight Data Interface and Management Unit
(FDIMU).
(g) One ARINC 429 high-speed bus (Hazard) provides radar data to the
Enhanced Ground Proximity Warning System (EGPWS).
(2) Discrete inputs

Each transceiver receives the following discrete inputs:
(a) Ground/flight signal and landing gear extended signal. These

signals are provided by the Landing Gear Control and Interface
Unit (LGCIU).
- Ground/flight 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.
(b) Qualifiers B, C, D signals (new qualifier logic/qualifier A: ATC

is no more used).
Two types of qualifier inputs are used to control automatic
activation of the windshear function (B and C or B and D).
- qualifiers B: two qualifiers B inputs are used. These input
signals are provided by the engine oil pressure sensors
indicating when there is normal operating pressure.
The qualifier B1 is connected to engine 1 and the qualifier B2
is connected to engine 2.
The qualifier B2 is for redundancy.
Qualifiers B1 and B2 are connected to transceivers 1 and 2.
- Qualifiers C: two qualifiers C inputs are used.
Qualifier C1: ground speed (label 312 provided by IR bus from
IR1) (valid when GS > 30Kts).(Ref. asterisk below)

R

EFF :

901-901, 34-41-00

Page 16
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IAC
Qualifier C2: ground speed (label 312 provided by IR bus from
IR3) (valid when GS > 30Kts).
- Qualifiers D: two qualifiers D inputs are used.
Qualifier D1: body longitudinal acceleration (label 331
provided by IR bus from IR1) (valid when Nx > 0.07g for at
least 0.5 seconds).(Ref. asterisk below)
Qualifier D2: body longitudinal acceleration (label 331
provided by IR bus from IR3) (valid when Nx > 0.07g for at
least 0.5 seconds).
(*) For the second transceiver, C1 and D1 information is
provided by IR2.
To automatically activate the windshear function, one of the
qualifiers B and one of the qualifiers C or D have to be valid.
(c) Windshear function enable signal

This discrete input provided by the weather radar control unit
through switch AUTO/OFF enables the windshear function. This
discrete signal is also transmitted to the DMCs which use it for
the logic of windshear messages displayed.
(d) Windshear BITE enable signal

This discrete input allows the WXR/PWS to manage the BITE
windshear failures sent to the CFDIU.
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
R B. Peripherals
R (1) Digital serial data inputs

R The transceiver receives digital serial data inputs from the
R following components:
R (a) Radio Altimeter

R The Radio Altimeter provides altitude information over two ARINC
R 429 bus inputs to the WR/PWS (label 164).
R This data is used for automatic activation of the windshear
R function.
R The second bus is for redundancy.
R (b) Air Data Reference

R Two ARINC 429 low-speed buses provide:
R - true airspeed data (label 210) used for velocity calculations
R - altitude data (label 203) used for sensitivity time control
R (STC) calculations

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R - corrected altitude data (label 204) used only when label 203 is
R not available.
R (c) Inertial Reference

R Two ARINC 429 high-speed buses provide:
R - pitch (label 324) and roll (label 325) data for the
R stabilization and control of the antenna
R - east/west velocity (label 367) and north/south velocity (label
R 366) used for velocity calculations
R - ground speed (label 312) used for velocity calculations
R - track angle (label 317) used for velocity calculations
R - true heading (label 314)
R - Magnetic heading (label 320)
R - ADIRU align mode (label 270).
R NOTE : The main air data and heading altitude data are provided
____
R by the Air Data/Inertial Reference System (ADIRS).
R (d) Centralized Fault Display Interface Unit (CFDIU)

R The WR/PWS communicates with the CFDIU low-speed ARINC 429 buses.
R (e) EFIS Control Section

R Two ARINC 429 buses provide the CAPT and F/O range selection
R (label 271).
R The receiver/transmitter receives one bus from the CAPT EFIS
R control section and another one from the F/O EFIS control
R section.
R (2) Discrete inputs

R The transceiver receives the following discrete inputs:
R (a) Ground/flight signal and landing gear extended signal.

R These signals are provided by the Landing Gear Control and
R Interface Unit (LGCIU).
R - Ground/flight signal is used to determine the identifying
R flight phase for BITE
R - Landing gear extended signal is used to determine transition
R from landing mode to takeoff mode to identify a GO AROUND
R condition. In this case the appropriate aural message is
R generated.
R (b) Qualifiers A and B signals (if predictive windshear function is

R activated)
R Two types of qualifier inputs are used to control automatic
R activation of the windshear function.
R - qualifiers A: two qualifiers A inputs are used. These input
R signals are provided by the ATC/TCAS control unit.

R

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R The qualifier A1 signal coming from J1 ATC/TCAS control unit is
R connected to the WR/PWS transceiver.
R The qualifier A2 signal coming from J2 ATC/TCAS control unit is
R connected to the WR/PWS transceiver.
R The qualifier A2 is for redundancy.
R This qualifier A is considered valid when one ATC transponder
R is selected in operative mode on the ATC/TCAS control unit.
R - qualifiers B: two qualifiers B inputs are also used. These
R input signals are provided by the engine oil pressure sensors
R indicating when there is normal operating pressure.
R The qualifier B1 is connected to engine 1 and the qualifier B2
R is connected to engine 2.
R Qualifiers B1 and B2 are connected to the transceiver.
R This qualifier B is considered valid when the engine is running
R (high oil pressure).
R To automatically activate the windshear function, one of the
R qualifiers A and one of the qualifiers B have to be valid.
R (c) Windshear function enable signal (if predictive windshear

R function is activated)
R This discrete input provided by the weather radar control unit
R through the windshear AUTO/OFF switch activates the windshear
R function. This discrete signal is also transmitted to the DMCs
R which use it for the logic of windshear messages displayed.
R (d) Windshear BITE enable signal (if predictive windshear function is

R activated)
R This discrete input allows the WR/PWS to manage the BITE
R windshear failures sent to the CFDIU.
**ON A/C 101-199, 901-999,
(3) Outputs
The transceiver provides the following outputs:
(a) Displays
The WR/PWS is connected to the DMCs by an ARINC 453 bus to
transmit the weather radar data and windshear data (if predictive
windshear function is activated) on the data word of label 055.
All the weather and windshear data received by the DMCs are
processed to display weather radar image and windshear events by
the Electronic Instrument System (EIS).
1
_ The Navigation Display (ND) it provides the following
indications:
- weather radar image

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- windshear events location for advisory, caution or warning
alert
- windshear failures.
2
_ The Primary Flight Display (PFD) it provides all visual alerts
for caution or warning alert.
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 windshear function failure and
windshear function de-activation.
The FDIU records the windshear alert and failure.
(b) Centralized Fault Display System (CFDS)

The WR/PWS is connected to the CFDS to transmit the following
words:
- label 354: LRU identification P/N and S/N (coded in ISO5)
- label 356: fault message (coded in ISO5)
- label 377: equipment identification.
(c) Audio Mixing Box (if predictive windshear function is activated)

An analog audio output allows to transmit the aural alert
windshear (synthetic voice message) to an audio mixing box
connected to loud speakers.
(d) Enhanced Ground Proximity Warning System (Enhanced GPWS)

(optional)
The Enhanced GPWS receives WR/PWS alerts from WXR1 Hazard bus and
WXR2 Hazard bus (when the second transceiver is installed) 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:
1- WR/PWS Warning,
2- WR/PWS Caution,
3- Terrain Warning,
4- Terrain Caution,
5- WR/PWS advisory (no audio),
6- Terrain background (no audio).
(e) Flight Data Interface and Management Unit (FDIMU)

One ARINC 429 high speed bus (hazard) provides radar data to be
recorded on FDIMU.

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(f) Windshear function enable signal
This discrete input provided by the radar control box through
AUTO/OFF switch enables the windshear function. This discrete
signal is also transmitted to the DMCs which use it for the logic
of windshear messages displayed.
(4) Audio Inhibit Discrete Signals (if predictive windshear function is

activated)
These discretes are used to indicate whether the aural alert output
has to be active or not:
- predictive windshear aural alerts (audio inhibit discrete input)
are inhibited by the Reactive Windshear System and stall warning.
- 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.
(5) Pin Programming (if predictive windshear function is activated)

- audio level program pins set the audio output level of the
synthetic voice for windshear aural alert.
- SDI (Source Destination Identification Encoder) program pins encode
the location of the WR/PWS unit on the aircraft when two
transceivers are installed.
- qualifier polarity program pins: for both qualifiers, this pin
program indicates the validity of the signal.
- 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.
- 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.
- windshear function enable program pins is used to activate the
windshear function.
- windshear function bite enable signal allows to send to CFDIU
failure related to the predictive windshear function.
C. General Technical Characteristics

The WR/PWS system is mainly used to detect and localize various types of
atmospheric disturbances and windshear events in the area scanned by the
antenna. 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:
- black, green, yellow, red to quantify the precipitation rates
- magenta to represent the turbulence areas up to 40 NM.

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The system can show the location of the windshear events via the NDs:
alternating black and red arcs depict the windshear event.
As the minimum display range is 10 NM, two yellow radials appear at the
edges and start beyond the windshear (W/S) event.

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4. ____________
Power Supply
R
**ON A/C 901-901,
Energization of the system is through a 115VAC/400 Hz bus:

- 1XP via the sub-busbar 101 XP-C for transceiver 1.
Energization of the weather radar control unit and of the WR antenna drive
is through the transceiver.
Consumption of the transceiver is 145 W maximum.
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
R Energization of the system is through a 115VAC/400 Hz bus:

R - 1XP via the busbar 101 XP-C for transceiver 1
R Energization of the weather radar control unit and of the WR antenna drive
R is through the transceiver.
R Consumption of the transceiver is 125 W nominal.
**ON A/C 101-199, 901-999,
The system is supplied through this circuit breaker:
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

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5. Interface
_________
A. Digital Interface Special for Weather Radar

The weather radar data are transmitted via ARINC 429 and 453 buses in
compliance with ARINC 708A.
The table below contains all the output parameters in the digital form.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 055 | WXR DATA | | | |1600|7.82| DIS| | |
| | | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 270 | CONTROL | | | | 32 |100 | DIS| | |
| | WORD 1 | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 271 | CONTROL | | | | 32 |100 | DIS| | |
| | WORD 2 | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 356 | Mainte- | | | | |100 |ISO5| | |
| | nance | | | | | | | | |
| | message | | | | | | | | |
| | word | | | | | | | | |
-------------------------------------------------------------------------------

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(1) Control Words (Labels 270 and 271)
The control words are transmitted on the control buses which connect
the weather radar control unit to the transceiver.
The control word 1 (label 270) provides the following data:
- gain,
- tilt angle,
- selected mode,
- stabilization (on/off),
- scan angle (normal/reduced),
- anticlutter (on/off) (optional)
- split function (Capt/Both/F/O) (optional)
The control word 2 (label 271) provides the following data:
- range,
- anticlutter (on/off) (optional),
- WR selected on the EFIS control section (master/slave).
(2) Data Word (Label 055)

The signal transmitted on the data bus line which connects the WR/PWS
to the Display Management Computers (DMC) complies with data word
format (label 055) as defined by the ARINC Specification 708A
(Appendix 15.2).
The data bus line transmits 190 data words per second; each word is
made up of 1600 bits sent on 1 Megabit/s frequency (ARINC
Specification 453) as per MANCHESTER II BI PHASE 2 format.
(Ref. Fig. 005)
Data word message includes mainly the radar return intensity and
windshear data.

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Weather Radar - Manchester II Biphase Format
Figure 005

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-----------------------------------------------------------------------------
| BITS | FUNCTION |
|----------|----------------------------------------------------------------|
| 1-8 | Label 00101101 : 055 |
| 9-10 | Control Accept |
| 11 | Spare |
| 12 | Windshear Caution |
| 13 | Windshear Warning |
| 14-15 | Turbulence and Weather Alert |
| 16 | Anticlutter (not used) |
| 17 | Sector Scan |
| 18 | Stabilization Limits |
| 19 | Cooling Transceiver |
| 20 | Display Fault (not used) |
| 21 | Calibration or Air Data Input |
| 22 | Attitude Input |
| 23 | Control or Heading Input |
| 24 | Antenna |
| 25 | R/T or Radio Altimeter |
| 26 | Stabilization |
| 27-29 | Mode |
| 30-36 | Tilt Angle |
| 37-42 | Gain |
| 43-48 | Range |
| 49 | Windshear External Input Fault |
| 50-51 | Data Accept |
| 52-63 | Scan Angle |
| 64 | Windshear Failure |
| 65-1600 | Range Bin Data |
-----------------------------------------------------------------------------
The WR/PWS uses the Space address usage technology defined by the
ARINC specification 708A for transmission of information on data bus
lines. This is achieved by two different data bus lines, each
associated with a control bus line from an EFIS control section of
the FCU.
Data BUS 1 transmits always data associated to the range selected on
EFIS/CAPT (side 1).
Data BUS 2 transmits always data associated to the range selected on
EFIS/F/O (side 2).
The control and data bits of word label 055 are valid at any moment
on both DATA BUSES, even if the range selected on sides 1 and 2 of
FCU are different.

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6. _____________________
R
**ON A/C 901-901,
A. Transceiver
R (Ref. Fig. 006, 007)
The weather radar transceiver with PWS is a completely solid-state
airborne unit.
It contains:
(1) A power amplifier

A single 777.77 MHz multiplier drive signal is developed by the power
amplifier. The power amplification of the transmit section is
accomplished by splitting the power amplifier drive before
recombining the signals into a single multiplier drive signal.
(2) A power multiplier

The power multiplier produces the 9333.24 MHz transmitter output
signal from the single multiplier drive signal (from the power
amplifier).
The multiplier drive signal is multiplied by 3 to produce a 2333.31
MHz signal. The 2333.31 MHz signal is their quadrupled to produce the
9333.24 MHz transmitter output signal.
(3) A duplexer/monitor
The transmitter output is coupled through a duplexer/monitor to the
waveguide antenna feed through a 4-port circulator. Incorporated in
the duplexer operation are monitor circuits to monitor the output
power level and develop a frequency loop error signal for the
correction of frequency chirp.
The monitor circuit also accepts a test signal which causes a portion
of the reference signal to be injected into the receiver for test
calibration. The 4-port circulator also couples the RF return from
the waveguide antenna feed through the preamplifier to the receiver
portion of the transceiver.
(4) A preamplifier
The preamplifier assembly perform the waveguide limiter functions
(protects the mixer diodes from all high power pulses), contains a
noise diode circuit and contains a 2-stage RF amplifier which
provides +18dB of RF gain.

R

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Weather radar - Architecture
R Figure 006

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Weather radar - Architecture
R Figure 006A

R

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R Figure 007

R

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(5) A mixer
The mixer circuit processes the detected RF return signal by mixing
it with the First local oscillator signal and amplifying the
resultant Intermediate Frequency (IF) signal in the First IF
amplifier.
The first IF amplifier provides 25dB amplification before the First
IF signal is applied to the second IF amplifier.
(6) A second IF amplifier

The second IF amplifier completes the receiver amplification of the
RF return signal. The output from the first IF is converted to the
13.8888 MHz second IF signal by mixing it with the 152.77 MHz second
local oscillator signal. The second IF signal is double-buffered and
applied to a synchronous detector. The third local oscillator signal
is phase-split to obtain one signal in phase with the transmitter
frequency and one signal phase shifted by 90 deg.
(7) A sampler
The sampler commands and controls the receive and transmit functions
within the receiver-transmitter. A digital signal processor is used
to control transmitter timing and receiver normalizer.
(8) A digital signal processsor

The digital signal processor circuit card performs the weather
processing, clutter identification, clutter filtering, velocity
extraction and editing, hazard computation and hazard recognition
algorithms. Command and control information is passed from the
digital signal processor to the sampler through a dual port RAM.
(9) A central processing unit

Control of internal functions, antenna servo controls, monitoring of
system operation and formatting the processed data is accomplished by
the central processing unit. It uses a microprocessor and a stored
program to execute the following major routines that control the
transceiver and system operations:
- attitude routine, providing pitch and roll parameters for the
stabilization routine
- stabilization routine, providing elevation position to the
elevation maintenance routine
- scan maintenance routine, providing antenna scan drive
- elevation maintenance routine, providing antenna elevation drive
control bus manager routine, determining correct control
configuration
- problem control monitor routine, programming the internal data
collection parameters of the transceiver
- data bus formatter routine, processing and assembling the control
message of the serial data word sent to the EFIS.

R

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(10) An input/output unit
All interface functions between the microprocessor of the central
processing unit and the rest of the transceiver and units in the
system are provided by the input/output unit. Control word buses,
digital and analog attitude buses, radio altitude inputs and discrete
buses are all connected to the multiplexer and shift register of the
input/output unit. In addition, the input/output unit contains speech
circuits for windshear hazard annunciation, the synchro-to-digital
conversion circuits, discrete warning annunciation outputs, aural
warning outputs and remote turn-on circuits.
(11) A BITE/monitor
The BITE/monitor provides the BITE power supply voltages to BITE
functions and circuits, a power monitor for the detected transmitter
output and an interconnect for various signals used throughout the
transceiver.
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
R A. Transceiver
R (Ref. Fig. 006A, 007A)
R The weather radar transceiver with PWS is a lightweight airborne unit.
R The transmitter section consists of a crystal-controlled reference
R oscillator, driver stage and a power amplifier output stage.
R Pulse widths are either 1.5 microseconds (used to produce the calculated
R windshear hazard presentation), 6 microseconds or 18 microseconds.
R Echoes from both the 6 and 18-microsecond pulses are processed to produce
R targets between 20 and 40 NM. The 6-microsecond pulses are also used for
R turbulence detection.
R The master processor is the host control computer for the weather radar
R system with PWS. It also produces the timing and control signals that
R control the operations of the modulator/transmitter and receiver, and the
R weather, turbulence and windshear digital signal processor circuits.
R The master processor decodes the ARINC 429 mode information from the
R control unit and selected range.
R During the transmit period, the radio frequency front end, through its
R waveguide element, sends the pulse-modulated X-band radar signal to the
R radar antenna.
R During the receive period, the radio frequency front end receives signals
R through the waveguide element and through a filter to the preamplifier.
R The received signal is mixed to produce the 212 MHz signal which is sent
R to the receiver.
R The receiver operates with digital slow AGC and provides high-gain
R narrow-band amplification. It converts the 212 MHz first i-f signal to a
R 5 MHz third i-f signal.

R

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R Figure 007A

R

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R The receiver 5MHz i-f signal output is applied to an analog-to-digital
R (A/D) converter at the input to the digital signal processor (DSP)
R subsystem.
R The analog-to-digital converter digitizes the detected video signal from
R the receiver.
R Three separate video processors process the digitized video signal to
R accommodate three radar displays with independent range selection. The
R video processor averages the digitized video data within each range bin.
R A range bin is defined as the range interval over which the radar data
R are derived. This is determined by the division of the selected range
R into 512 equal increments.
R The range averaged data are stored and filtered at each transmission by
R the video processors.
R The ARINC 453 interface circuits format the outputs of the video
R processors and send them to the DMCs and the EFIS.
R The antenna stabilization circuit is internal to the weather radar
R transceiver with PWS and is built around a 16-bit microprocessor. It is
R controlled by a servo loop. Five angles are provided to the
R microprocessor to solve the stabilization equation (line of sight):
R - aircraft pitch and roll angles
R - selected antenna tilt angle
R - antenna elevation angle
R - antenna azimuth angle.
R The aircraft pitch and roll angles are transmitted by the Air
R Data/Inertial Reference Units (ADIRUs) in the form of ARINC 429 messages.
R Only the antenna azimuth control is an open loop and the microprocessor
R generates the antenna feedback signal. The antenna reaches plus or minus
R 90 deg., on either side of the aircraft centerline.
R The microprocessor generates the control signals of the elevation and
R azimuth drive motors of the antenna; the corresponding angular positions
R are recopied by synchros located in the antenna and processed by the
R microprocessor.
R The output data of the linear amplifier is processed for comparison of
R the detected signals with a threshold said of medium turbulence.
R Furthermore corrections are made with respect to the selected tilt angle
R and to the ground speed transmitted by the attitude bus.
R The control and monitoring circuit is used for the control of the
R transceiver, the monitoring circuit of the video processors and the ARINC
R 429 interface circuits.
R In addition, the control circuit determines the operating mode of the
R weather radar, the system gain, the tilt angle and the range selection
R for the video processor.
R During the program loop, selected inputs are checked or compared to
R determine the operational status of the weather radar system with PWS.
R The results of these checks or comparisons are used to display fault
R warning messages on the display units and to the Liquid Crystal Display
R of the front panel of the transceiver.

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R The display contains a sequence of software controlled pushbutton
R switches that result in different functions when pressed. Once the TEST
R pushbutton switch is pressed, the display shows TEST IN PROGRESS. At the
R end of the test, the display shows RADAR OK, INPUT OK if no faults were
R detected in either the radar or input connections.
R The maintenance circuit with processor ensures formatting of signals and
R the interface with the CFDS. The processor is continuously supplied to
R answer the interrogations of the CFDS. In addition, it has access to a
R non volatile fault memory to report all failure conditions. The monitor
R processor also enables to activate the system complete test from the
R CFDS.
R The different flight phases are generated from a flight/ground discrete
R provided by the Landing Gear Control and Interface Unit (LGCIU). This
R discrete enables the CFDS flight phases to be consolidated.
R (1) Not Applicable

R
RF replacement modules:
The transmitter, preamplifier and X54 modules of the RF portion of

the RTA-4A/4B radar transmitter/receiver have been redesigned. Each
of the three RF modules has been designed for complete compatibility
and interchangeability with the original modules. As such, functional
tests of the radar with the new modules are identical to those used
for the original design.
- X54 frequency multiplier module:

R

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The X54 frequency multiplier module replaces the existing X9, X6
and circulator assemblies in the RDR-4A and RDR-4B transmitter.
This module multiplies and amplifies a 173 MHz (nominal) signal
input from the frequency source board. The RF outputs a 1557 MHz
signal used as the input to the receiver and a 9342 MHz signal for
the transmitter.
The X54 module includes a VHF amplifier stage, a X9 multiplier
stage, an L-band amplifier, a transmit/receive switch, a X6
multiplier, a modulated X-band amplifier, an isolator and a BITE
circuit. Additionally, there is a bias regulation, control,
modulation and temperature compensation circuitry to obtain the
necessary control signals and bias voltages.
- Preamplifier module:
The RF preamplifier module includes a solid-state limiter, a low

noise amplifier, an image-reject filter, a diode noise generator, a
low-power X6 frequency multiplier, and the first mixer stage. The
RF preamplifier receives the 9346 MHz (nominal) radar-return
signals from the antenna/circulator and produces low-noise,
high-gain preamplification and image-rejection filtering.
The limiter is an active/passive pin-diode limiter. During
transmission, it reduces the level of transmitter RF reaching the
preamplifier circuitry. During reception, the limiter protects the
preamplifier against the effects of transmissions from other nearby
transmitters.
- Transmitter module:
The new RDR-4A/4B transmitter is based on standard RF amplifier

technology using RF Field Effect Transistors (FET) distributed
through four power-combined amplifier modules. The transistor
amplifier does not produce any microwave signals of its own, but
rather amplifies the microwave power provided by the older X6 and
X9 multiplier module or the new X54 module. The failure of one of
the four amplifier modules will not cause the overall failure of
the transmitter, just a small reduction in output power level.
The new transmitter has been designed to be a direct replacement
for the existing IMPATT transmitter. It mounts using the same
mounting points as the older IMPATT transmitter and uses the same
power and logic cable connection as the older transmitter.
This new transmitter provides roughly the same output power as the
older transmitter and exhibits lower levels of electromagnetic
interference (EMI) and lower levels of distortion (harmonics and
spurious output) than the present transmitter.

R

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B. Weather Radar System
The system has five modes of operation:
- Weather
- Weather with Turbulence detection
- Ground Mapping
- Autotilt
- Windshear.
The autotilt function is available on P/N:066-50008-0409.
(1) Weather Radar

The weather radar system RDR-4B provides storm detection up to a
distance of approximately 320NM under ARINC 708A defined penetration
environment.
Cloud formations having less moisture content than required to

reflect a minimum discernible echo signal do not appear on the ND.
The color presentation gives an immediate indication of the location

of severe storm areas. These areas might contain air turbulence which
should be avoided.
A microprocessor processes the weather returns to indentify areas of

precipitation with moderate to high turbulence. This capability
enhances the rainfall intensity information provided by the basic
radar, which to enables pilots to avoid threatening weather. The
turbulence detection circuitry uses the Doppler phenomenon, which
causes an apparent echo between the radar and the target. The Doppler
processor measures the return velocity variance to indicate the
turbulence present in the weather.
(2) Weather with Turbulence Detection

The Doppler processor for the RDR-4B system processes the weather
returns to identify areas of precipitation with moderate to high
turbulence. This capability enhances the rainfall intensity
information provided by the basic radar, which enables pilots to
avoid threatening weather. The turbulence detection circuitry uses
the Doppler phenomenon, which causes an apparent echo-signal
frequency shift due to relative motion between the radar and the
target. The Doppler processor measures return velocity variance to
indicate the turbulence present in the weather.
(3) Ground Mapping

Ground mapping with the RDR-4B radar system provides a plan picture
of prominent landmarks and terrain features such as cities, shore
lines, mountains, islands, bay, bridges, etc. These terrain features
are shown on the ND in slant range and azimuth bearing with respect
to the heading of the aircraft.

R

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Of prime importance for the pilot is the extended range of vision and
the ability to see this terrain map during darkness and overcast
conditions, when visibility is restricted. The display in ground
mapping look like a pilotage chart and can be easily interpreted.
Cities, open ground, and bodies of water provide progressively less
intense reflections. It should be noted that calm water reflects very
little signal back to the antenna. However, very rough water provides
a signal return of considerable strength.
The planar antenna array provides only pencil beam. Terrain mapping
for short ranges (less than 75NM) requires tilt adjustment to cover
the scan area.
(4) Autotilt
The weather radar RDR-4B can operate in autotilt mode (automatic tilt
angle): the use of the automatic tilt function is recommended in WX
and TURB modes.
The autotilt function uses the terrain altitude information of the

Enhanced GPWS. the Enhanced Ground Proximity Warning System (E-GPWS).
Based on the aircraft altitude above the terrain and on terrain
conditions in the area, the Enhanced GPWS determines the optimum tilt
angle for the radar. This automatic tilt angle setting results in
minimum ground clutter on the display while maintaining an optimum
weather detection capability. One exception is the autotilt MAP mode,
where the radar beam is intentionally aimed at the ground as a
function of range.
NOTE : Manual tilt should be used when analyzing terrain and storm
____
characteristics.
The autotilt function is integrated in the existing windshear

submodes. On preparation for takeoff through 2300 feet, the weather
scans alternate with the windshear scans. This occurs on approach, as
well, below 2300 feet. The autotilt function controls the tilt only
during weather scans. The windshear scan algorithm does not change
with the autotilt functionality.
NOTE : When range settings are different (one display at a range of

____
more than 80NM and the other display at a range of less than
or equal to 80NM) the weather radar scans alternately to cover
the different range settings.
The autotilt functionality is optimized for range settings less than

or equal to 80NM (short range) and range settings more than 80NM
(long range). If above 2300 feet AGL and if all displays are set to
the same setting (either all short range or all long range), the

R

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weather display is updated in both directions clockwise (CW) and
counterclockwise (CCW). If above 2300 feet AGL and if at least one
display is on short range while the others are on long range, then
the weather display is updated on alternate scans to account for the
different autotilt settings required. Below 2300 feet AGL, the
autotilt scans are based on short range tilt setting. There is no
long range/short range alternate scanning in the windshear active
region.
(Ref. Fig. 008)

The antenna scan is divided into five sectors/areas. The tilt angle
displayed for each sector is calculated based on aircraft altitude,
terrain height and range selection.
(5) Antenna Scan Pattern

(Ref. Fig. 009)
Figure 009 shows the benefits of autotilt with manual tilt control:
there can be over scan where the weather cells and the terrain are
below the antenna beam and the display is blank, or under scan where
the antenna scan is basically hitting the ground below the weather
cells and the display contains only ground clutter. The integration
of Enhanced GPWS and radar functionality (autotilt) provides a layer
of protection against these extremes.
(6) Autotilt Selection

Automatic tilt is selected by setting the TILT (AUTO/MAN) switch to
AUTO on the weather radar control unit (CON-4A/4B).
Switch to AUTO: Tilt setting for weather scans is automatic.
Switch to MAN: Tilt is controlled with the manual tilt control knob.
Pitch and roll information from the aircraft vertical gyros, tilt
information from the manually set tilt control, azimuth angle
information from the azimuth (scan) synchro transmitter, and
elevation angle information from the elevation synchro transmitter,
are processed by the stabilization microprocessor drive motor. The
elevation drive motor repositions the antenna to maintain
line-of-sight.
Also supplied by the R-T unit is the azimuth motor drive signal which
drives the antenna through the oscillating 180 degrees of azimuth
(scan).

R

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Weather Radar - Automatic Tilt Antenna Scan Pattern
Figure 008

R

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Weather Radar - Manual Tilt/Automatic Tilt
Figure 009

R

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NOTE : Manual TILT should be used when analyzing terain and when
____
analyzing storm characteristics. selection of either manual or
autotilt is done with selected control units. The RF signal
(transmitted or received) is conveyed by a wave guide between
the antenna and the transceiver. Energization of the antenna
is 115VAC 400HZ throught the selected transceiver.
(7) Dual System Antennas

(Ref. Fig. 010)
To provide for dual system operation, the antenna contains redundant
position synchro transmitters. Synchro transmitters B6 and B1 and
associated with system 1; synchro transmitters B4 and B3 are
associated with system 2. These redundant servo loops are
interconnected through redundant antenna connectors (J3001, system 1)
and (J3002, system 2) to the RDR-4B system. All circuitry commmon to
a dual system is configured in such a way that either a
Receiver-Transmitter unit, indicator, or synchro transmitter failure
will not render the RDR-4B system inoperative.
A system tranfert switch on the CON-4B control panel applies power to
the selected system and applies a switching voltage to a waveguide
switch mounted on the R-T mounting base.
The waveguide switch transfert the antenna rf feed (waveguide) to the

selected R-T unit. On the figure, sytem 1 is selected for operation
by placing the System Transfert Switch (STS) on the CON-4B in the SYS
1 position. This energizes and initiates the switching necessary for
system 1 operation.
For either dual or single system operation, motor B5 drives the
antenna in azimuth movement and motor B2 drives the antenna in
elevation position.
NOTE : The single system antenna is designed for use with one R-T
____
unit. The function and components of the single system antenna
are the same as the dual system antenna except that single
synchros are used in lieu of redundant synchros and only on
connector (J3001) is wired to electrical components in the
antenna.

R

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Weather Radar - Single Motor Antenna Drive
Figure 010

R

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R **ON A/C 101-199, 902-999,
C. Weather Radar Antenna

R (Ref. Fig. 011A)
The weather radar antenna is controlled in azimuth and elevation by the
transceiver. The antenna movements are ensured by 2 DC motors and the
angular positions are recopied by 2 or 4 synchros (2 for a single antenna
and 4 for a dual antenna). The RF signal (transmitted or received) is
conveyed by a wave guide between the antenna and the transceiver.
Energization of the antenna is 115VAC/400 Hz through the transceiver.
**ON A/C 901-901,
C. Weather Radar Antenna

R (Ref. Fig. 011)
R **ON A/C 901-901,
R Post SB 34-1392 For A/C 901-901,
(Ref. Fig. 011A)
R **ON A/C 901-901,
The weather radar antenna is controlled in azimuth and elevation by the

transceiver CPU. The binary control data are decoded and activate the
antenna scan and elevation steeper motors through corresponding power
circuits. The indication of these positions is sent to the CPU for
comparison. The RF signal (transmitted or received) is conveyed by a wave
guide between the antenna and the transceiver.
Energization of the antenna is 115VAC/400 Hz through the transceiver.
R
D. Weather Radar Control Unit

Part of weather radar controls is grouped on the control unit (TILT
control, system GAIN control, MODE selection control, MULTISCAN MAN/AUTO
mode).
These data are digitized and monitored by a CPU to generate a control
word which is sent to the transceiver through a control bus line.

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Weather Radar - Antenna
R Figure 011

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Weather Radar - Dual Antenna Drive
R Figure 011A

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R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
R D. Weather Radar Control Unit

R The gain and tilt potentiometric data are digitized by an 8-bit
R analog-to-digital converter.
R Moreover the different positions of the mode selector switch and the
R potentiometric data are formatted according to the ARINC 429 control
R word.
**ON A/C 101-199, 901-999,
E. Weather Radar Wave Guide and Wave Guide Switch

A wave guide assembly ensures the RF connection between the WR antenna
drive and the WR transceiver mounting tray (connected to the wave guide
switch).
The wave guide assembly is made up of rigid and flexible parts which have
a standard rectangular section (1 in. x 0.5 in.).
The wave guide switch is integral with the mounting tray. It ensures
switching of the RF signal from the antenna to the transceiver. Moreover
control circuits recopy the wave guide switch position to avoid
transmission on a closed wave guide.

R

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7. Operation
_________
R
**ON A/C 901-901,
A. Operation
(1) Weather Radar modes

The weather radar system uses the principle of radio echoing. It
works at a normal frequency of 9333 MHz. The peak power emitted is
120 W approx. The weather radar transceiver generates microwave
energy in the form of electromagnetic pulses via an X-band wave guide
to the antenna. When these pulses intercept an appropriate target,
part of the energy is reflected back to the weather radar antenna
then to the transceiver. For each case, the system uses a different
mode of operation which allows to vary the scanning of the antenna,
the timing of the pulses and the processing of the weather radar
returns and of the predictive windshear events (if the function is
activated). The electronics circuits of the transceiver measure the
elapsed time between the transmission of the wave and the reception
of the echo to determine the target distance (it takes around 12.36
microseconds for the electromagnetic wave to travel out and back for
each nautical mile of target range).
The angular position of the target is detected by the angular
position of the antenna in its scanning in azimuth. As the quantity
of energy reflected to the antenna is proportional to the target
density, the different levels of atmospheric disturbances (see table
1 below) are shown on the displays by different colors.
The detection of the turbulence areas are based on the Doppler
phenomenon.
--------------------------------------------------------------------------
| LEVEL DETECTED | PRECIPITATION RATE | COLOR OF ECHOES |
|------------------------|-----------------------|-----------------------|
| Z1 < 20 dBz | less than 1 mm/h | black |
| 20 less than or equal | from 1 to 4 mm/h | green |
| to Z2 < 30 dBz | | |
| 30 less than or equal | from 4 to 12 mm/h | yellow |
| to Z3 < 40 dBz | | |
| 40 less than or equal | 12 mm/h and above | red |
| to Z4/Z5 < 50 dBz | | |
|------------------------|-----------------------|-----------------------|
| Turbulence | 5 m/s | magenta |
-------------------------------------------------------------------------|
Table 1: Color Correspondence Table

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(2) Windshear mode (if the predictive windshear function is activated)
The WR/PWS, by a doppler mode, determines the wind field ahead of the
aircraft.
By a mathematical treatment, the system determines the hazard factor
(so-called F factor) related to the danger of a windshear event.
A hazard factor exceeding a value of 0.13 and within 5NM ahead of the
aircraft is considered as the presence of a dangerous event and a
corresponding windshear alert is generated. The display of windshear
hazard consits of an icon of red and black bands superimposed on the
radar returns. As these events are dangerous during takeoff and
landing maneuvers, the PWS mode is automatically activated below 2300
ft radio altimeter and at least one of the two qualifier inputs (QB
and QC or QB and QD) valid. These conditions enable automatic
windshear detection operation even if, on theweather radar control
unit, the 1/OFF/2 switch is at OFF; the WINDSHEAR/AUTO/OFFswitch must
be set to AUTO.
The windshear mode is transparent to the pilot until a windshear
event is detected.
When a windshear event is detected, the system generates the
appropriate annunciations (visual and aural) to the flight crew.
The WR/PWS generates a graphic symbol (icon) to the displays
indicating where the windshear was detected.
The windshear function detection can operate either with weather
radar modes activated or independently without these modes.
If the radar is already operating in a weather detection mode when a
windshear is detected, no pilot intervention will be required.
If the radar is OFF when this event is detected, the radar operation
will automatically change to WX+T mode (if selected range is less
than 60NM) or WX mode (if selected range is more than 60NM), to
display weather and windshear icons.
The selected range does not change.
In windshear mode, the TILT and GAIN are controlled automatically on
the WR/PWS for the scanning.
However, the TILT displayed on the NDs is in accordance with this
selected on the radar control panel.
When the weather radar transceiver fails, the amber message PRED W/S
is displayed on the NDs associated with the amber messages:
- NAV: PRED W/S DET FAULT on the upper ECAM DU,
- PRED W/S DET in the INOP SYS item of the STATUS page on the SD.
The system 2 (if installed), has to be selected on the weather radar
control unit to display windshear information.
NOTE : The system has to reject echoes due to ground clutter or

____
moving surface.
NOTE : In some cases, the pilot has to deselect windshear mode (PWS/
____
OFF/AUTO switch to OFF) for the following reasons:

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- when the aircraft is at a gate area or in maintenance
hangars to avoid radiating danger for persons,
- when nuisance aural alerts are generated.
NOTE : There is no danger of radiation to persons on the ground if

____
the ATC switch on the ATC/TCAS control unit is set to OFF or
STBY after landing, even if the windshear switch on the
weather radar control unit is still at AUTO.
NOTE : In order to ensure optimum performance for the predictive

____
windshear function, the radome must be at least equal to class
B category 1.
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
R A. Operation
R (1) Weather Radar modes

R The weather radar system uses the principle of radio echoing. It
R works at a normal frequency of 9345 MHz. The peak power emitted is
R 125 W approx. The weather radar transceiver generates microwave
R energy in the form of electromagnetic pulses via an X-band wave guide
R to the antenna. When these pulses intercept an appropriate target,
R part of the energy is reflected back to the weather radar antenna
R then to the transceiver. For each case, the system uses a different
R mode of operation which allows to vary the scanning of the antenna,
R the timing of the pulses and the processing of the weather radar
R returns and of the predictive windshear events (if the function is
R activated). The electronics circuits of the transceiver measure the
R elapsed time between the transmission of the wave and the reception
R of the echo to determine the target distance (it takes around 12.36
R microseconds for the electromagnetic wave to travel out and back for
R each nautical mile of target range).
R The angular position of the target is detected by the angular
R position of the antenna in its scanning in azimuth. As the quantity
R of energy reflected to the antenna is proportional to the target
R density, the different levels of atmospheric disturbances (see table
R 1 below) are shown on the displays by different colors.
R The detection of the turbulence areas are based on the Doppler
R phenomenon.

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R --------------------------------------------------------------------------
R | LEVEL DETECTED | PRECIPITATION RATE | COLOR OF ECHOES |
R |------------------------|-----------------------|-----------------------|
R | Z1 < 20 dBz | less than 1 mm/h | black |
R | 20 less than or equal | from 1 to 4 mm/h | green |
R | to Z2 < 30 dBz | | |
R | 30 less than or equal | from 4 to 12 mm/h | yellow |
R | to Z3 < 40 dBz | | |
R | 40 less than or equal | 12 mm/h and above | red |
R | to Z4/Z5 < 50 dBz | | |
R |------------------------|-----------------------|-----------------------|
R | Turbulence | 5 m/s | magenta |
R -------------------------------------------------------------------------|
R Table 1: Color Correspondence Table
R (2) Windshear mode (if the predictive windshear function is activated)

R The WR/PWS, by a doppler mode, determines the wind field ahead of the
R aircraft.
R By a mathematical treatment, the system determines the hazard factor
R (so-called F factor) related to the danger of a windshear event.
R An hazard factor exceeding a value of 0.13 and within 5NM ahead of
R the aircraft is considered as the presence of a dangerous event and a
R corresponding windshear alert is generated. The display of windshear
R hazard consits of an icon of red and black bands superimposed on the
R radar returns. As these events are dangerous during takeoff and
R landing maneuvers, the PWS mode is automatically activated below 2300
R ft radio altimeter and at least one of the qualifier-A and one
R qualifier-B inputs have to be valid. Windshear detection operates
R automatically with the above-mentioned reasons, even if the radar
R function selector switch is set to OFF, but windshear switch has to
R be set to AUTO.
R The windshear mode is transparent to the pilot until a windshear
R event is detected.
R When a windshear event is detected, the system generates the
R appropriate annunciations (visual and aural) to the flight crew.
R The WR/PWS generates a graphic symbol (icon) to the displays
R indicating where the windshear was detected.
R The windshear function detection can operate either with weather
R radar modes activated or independently without these modes.
R This is accomplished by sharing the antenna scanning:
R - in clockwise weather scan or windshear scan
R - in counterclockwise windshear scan.
R In windshear mode, the TILT and GAIN are controlled automatically
R on the WR/PWS for the scanning.
R However, the TILT displayed on the NDs is in accordance with this
R selected on the radar control panel.

R

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R When the weather radar transceiver fails, the amber message PRED
R W/S is displayed on the NDs associated with the amber messages:
R - NAV: PRED W/S DET FAULT on the upper ECAM DU,
R - PRED W/S DET in the INOP SYS item of the STATUS page on the SD.
R NOTE : The system has to reject echoes due to ground clutter or

____
R moving surface.
R NOTE : The pilot has to deselect windshear mode (AUTO/OFF switch to

____
R OFF) for the following reasons:
R - when the aircraft is at a gate area or in maintenance
R hangars to avoid radiating danger for persons
R - when nuisance aural alerts are generated.
R NOTE : There is no danger of radiation to persons on the ground if

____
R the ATC switch on the ATC/TCAS control unit is set to OFF or
R STBY after landing, even if the windshear switch on the
R weather radar control unit is still at AUTO.
R NOTE : In order to ensure optimum performance for the predictive

____
R windshear function, the radome must be at least equal to class
R B category 1.
**ON A/C 101-199, 901-999,
(3) Logic of scanning mode
R **ON A/C 901-901,
(Ref. Fig. 012)
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
(Ref. Fig. 012A)
**ON A/C 101-199, 901-999,
The antenna scan pattern varies depending on the mode of operation.

R

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WR/PWS - Logic of scanning mode
R Figure 012

R

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WR/PWS - Logic of scanning mode
R Figure 012A

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(a) 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.
An antenna scanning is performed in 4 seconds, this causes the
transmission of 760 data words at each antenna scanning.
The weather radar system features a 4-second constant refresh
rate of the WX image whatever the ranges selected on the CAPT and
F/O EFIS control sections of the FCU.
(b) Weather and windshear scan pattern, no detected windshear event

When the system is placed into alternate weather/windshear scan
pattern and no windshear event is detected, the antenna scan
pattern is as follows:
- clockwise weather scan with plus or minus 90 deg. of azimuth
coverage and processing for weather
- counterclockwise windshear scan with full plus or minus 90 deg.
of azimuth coverage, but with windshear processing limited to
the plus or minus 45 deg. sector.
However, the WR/PWS have to update the refresh rate of the WX
image to 12 seconds due to sharing of processing between
windshear and radar.
(c) Weather and windshear scan pattern, with windshear event detected
When the system is placed into alternate weather/windshear scan
pattern and the system detects a windshear event, the antenna
scan pattern is as follows:
- clockwise weather scan, from minus 90 deg. to plus 90 deg.
- counterclockwise windshear scan, from plus 90 deg. to minus 45
deg., with windshear processing between plus 45 deg. and minus
45 deg.
- the next clockwise scan is from minus 45 deg. to plus 45 deg.
to validate windshear
- the next counterclockwise scan is from plus 45 deg. to minus 90
deg. to validate windshear. No processing occurs between plus
45 deg. and minus 90 deg.
- clockwise WX scan, from minus 90 deg. to plus 90 deg.
The sequence is repeated as long as windshear event is
detected. If a windshear event is not detected, the system
reverts to the alternating weather/windshear scan pattern
described above.
The refresh rate of the WX image is minimum 16 sesonds due to
sharing processing between radar and windshear event detection.

R

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(d) Windshear scan pattern
When the system operates in windshear mode only, the scan pattern
is plus or minus 45 deg. azimuth coverage on both the clockwise
and counterclockwise scans.
This mode occurs if the operator has placed the weather radar to
OFF mode.
Windshear data are processed during both directions of antenna
scanning.
In this case the windshear mode works transparent to the flight
crew until a windshear event is detected.
The refresh rate of the display is 8 seconds.
**ON A/C 901-901,
(4) Radar Multiscan mode

The Multiscan mode manages the antenna beam tilts automatically. The
antenna tilts are controlled for optimum weather detection during
each phase of flight. This mode uses a low and high beam to examine
short and long range, even while on the ground. Data for display is
automatically selected from the upper beam, lower beam or both
depending on the flight regime, clutter situation and optimum weather
detection requirements.
NOTE : At each initial flight of the Multiscan radar transceiver, the

____
transceiver needs to be calibrated (each transceiver must be
turned on for approximately four minutes) during a short
period in stable flight conditions. Before the initial
calibration step, it is possible that the weather image shows
an excessive ground clutter. If the initial calibration step
is not performed or is uncompleted, the Multiscan radar
transceiver will calibrate itself during the next flights.
(a) Cycle times

Cycle time refers to the total amount of time that the Multiscan
radar scans for information during various modes of operation of
the radar. Total cycle time can vary between 8 and 15 seconds.
The radar updates some portion of the weather, windshear
(depending on the mode of operation) on every radar antenna scan.
Therefore, a new data set is completed after every radar sweep.
If you start from time zero, a completely new data set of
information is obtained by the radar at the end of the one cycle.
NOTE : The display update rate (Ref. para. E.(4)(a)) is what the
____
flight crew actually sees. Cycle time describes what
Multiscan is doing in the background.

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(b) Weather mode scan pattern
(Ref. Fig. 013)
When Multiscan operates in the weather mode only two radar scans
are utilized. One four-second sweep is utilized for the high beam
and one four-second sweep is utilized for the low beam.
Therefore, the total cycle time is 8 seconds (Ref.Fig.010).
(c) Windshear mode scan patterm

The Windshear mode is automatically activated below 2.300 FT AGL.
The time required for one radar sweep changes from 4 to 2.8
seconds due to the fact that the radar sweep changes from 180⁰ to
120⁰. In windshear mode, the first antenna scan (left to right)
is utilized for the Multiscan high beam. The second scan (right
to left) is a windshear scan. The third scan (left to right) is
utilized for Multiscan low beam. The fourth scan (right to left)
is, again, a windshear scan. Thus, total cycle time during
windshear mode is 11.2 seconds (Ref.Fig.010).
R
B. Pulse Duration and Range Timing

R (Ref. Fig. 014)
This section provides the timing details for the transmitting and the
processing of radar data.
(1) Epoch timing (non-windshear modes)

An epoch is the time interval in which a radial or radar data is
processed. The time is equal to the size of the radar processing
element in degrees divided by the antenna scan rate. The rate does
not include any added dithering delays. Specifications for the range,
element size, scan rate, and process epoch period are shown in Table
a.
-----------------------------------
| Range | All ranges |
|----------------|----------------|
| Element size | 0.375 degree |
|----------------|----------------|
| Scan Rate | 45 deg/sec |
|----------------|----------------|
| Epoch | 8.333 ms |
| Period | +/- 5 microsec|
-----------------------------------
Table a. Epoch Timing Table
(a) Transmitter pulse width values

The transmitter pulse widths are 6.0 and 20.0 microseconds .
Accuracy of the pulse width is +/- 0.2 microsecond.

R

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Weather Radar - Multisan Scan Pattern
Figure 013

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Weather radar - Pulse Transmission Timing Diagram
R Figure 014

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(b) Transmitter pulse pattern
(Ref. Fig. 015)
The transmitter pulse pattern is as follows for all selected
ranges. One 20 microseconds pulse and four 6 microseconds pulses
will be transmitted during each epoch. The Pulse Repetition
Frequency (PRF) for the 6 microseconds pulses is 1839Hz (543.83
microseconds). Figure 011 shows the non-windshear pulse pattern.
(2) Process epoch timing (windshear mode)

An epoch is the time interval in which a radial of radar data is
processed. The process epoch timing is maintained by DSP1. The rate
does not include any added dithering delays. Specifications for the
element size, scan rate and process epoch period are shown in Table
b.
-----------------------------------
| Range | All Ranges |
|----------------|----------------|
| Element Size | 1.0 degree |
|----------------|----------------|
| Scan Rate | 45 deg/sec |
|----------------|----------------|
| Epoch Period | 22.975 ms |
-----------------------------------
Table b. Process Epoch Timing Table
(a) Transmitter pulse width

The transmitter pulse width is 2 microseconds for windshear mode.
(b) Transmitter pulse pattern

The pulse repetition frequency is 3000HZ (333.3333 microseconds)
and a total of 64 pulses is transmitted per epoch (Ref.Fig.012).
(3) Range resolution/timing

The requirements for the range resolution and timing for the system
are as follows:
(a) Windshear mode

The unit takes data samples out to a range of 5NM. Sixty-four
samples are taken, the sample resolution is 150 meters +/- 6
meters. The receiver starts sampling 4.0 microseconds after the
end of the transmit epoch.

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R
IAC
Weather radar - Pulse Transmission Timing Diagram
R Figure 014A

R

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IAC
Weather Radar - Windshear Transmit Pulse Pattern
Figure 015

R

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(b) Non-windshear mode
The transceiver splits the radar return into two separate analog
channels: in-phase(I) and quadrature(Q) channels. The transceiver
simultaneously samples each channel the number of times shown in
Table c. per transmit pulse, converting the radar return signal
into digital format data. Receiver sampling starts at a time
equivalent to a range of 0.5NM after the end of the transmitter
pulse.
------------------------------------------------------------------
| Pulsewidth | Sampled Range | Number of Sample Taken |
|----------------|-------------------|---------------------------|
| 6 microsec | 41.424 NM | 247 |
|----------------|-------------------|---------------------------|
| 20 microsec | 331.392 NM | 504 |
------------------------------------------------------------------
Table c. Receiver sample vs. Range
The resolution of each individual sample is defined using the
following equation:
Sample Length = (range)/sample quantity⁵*K
Where:
range = sampled range
sample quantity = 512
K = 12.34 microseconds/NM (electromagnetic propagation constant)
The 512 range bins from the 40NM short range data set (6
microseconds tx pulses) and the 512 range bins from the 320NM
long range data set (20 microseconds tx pulses) are
interpolated/decimated to produce the final 256 data bin set
suitable for output at the selected range. The 256 range bins are
then linearly expanded to fill the 512 ARINC 708A data bus range
bins. The transceiver displays radar returns with a range
accuracy of 5% or 1/2NM whichever is larger.
(4) Receiver selectivity

Selectivity of the receiver filter bandwidth is controlled to match
the current transmitter pulse length as shown in Table d. The
specified filter bandwidths listed are single sided 3dB bandwidths.
-----------------------------------------
| Pulsewidth | Filter |
|-------------------|-------------------|
| 2.0 microsec | 250 kHz |
|-------------------|-------------------|
|-------------------|-------------------|
-----------------------------------------
Table d. Receiver Selectivity vs. Transmitter Pulsewidth

R

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(a) Display updates
Display updates occur at a minimum rate of two updates per 26.67
seconds worst case with three problem cases selecting long range
weather and windshear mode operating.
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
R B. Timing of Transmitted Pulses in WX/MAP Mode and in Doppler Mode

R (Turbulence) and W/S Mode
R (Ref. Fig. 014A)
R - in the WX and MAP modes, the basic period of pulse
R transmission-reception is 5.25 ms. This causes an interrogation
R frequency (PRF) of 190 Hz. As two pulses are transmitted (6 micros and
R 18 micros), the specified PRF is 380 Hz.
R Both 6-micros and 18-micros pulses are used to cover all range scales
R i.e. from 0 to 320 NM.
R The 6-micros wide pulse echo is processed for ranges from 0 to 20 NM.
R The 18-micros wide pulse echo is processed for ranges greater than 40
R NM. The 6-micros and 18-micros pulse echoes are processed for ranges
R between 20 and 40 NM
R - in the turbulence mode (HIGH PRF), the HIGH PRF and LOW PRF pulses are
R interlaced. This causes simultaneous WX/MAP and TURBULENCE information.
R The 6-micros wide pulses 1 to 9 are transmitted at 1600 Hz and are used
R for turbulence detection.
R The 18-micros wide pulse 10 is used for the WX/MAP mode.
R The high frequency of the PRF required for turbulence detection (1600
R Hz) limits the range of this detection to 40 NM.
R - in windshear mode (VERY HIGH PRF) the 1.5-micros wide pulses are
R transmitted at 6000 Hz. The sequence of transmitted RF pulses consists
R of two staggered pulse trains, each with the different carrier
R frequency. Each pulse train has a PRF of 3000 Hz, providing 10 NM
R (minimum selected range on EFIS control section).

R

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**ON A/C 101-199, 901-999,
C. Controls and Indicating

The various system controls are grouped on the weather radar control unit
and on the EFIS control sections of the FCU.
Radar image control on the NDs is achieved through the scale selector
switches located on the Captain and First Officer EFIS control sections
of the FCU.
R
**ON A/C 901-901,
(1) Weather radar control unit

The face of the weather radar control unit includes the following
controls:
(a) A mode selector switch, item 2, which enables the selection of

the WX, WX+T, TURB or MAP function.
(b) A TILT selector switch, item 3, 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).
(c) A GAIN potentiometer, item 5, which enables the manual adjustment

of the transceiver gain.
(d) A switch, item 1, with three stable positions 1/OFF/2, which

enables the selection of the transceiver 1 or 2 and the
deactivation of the transceivers.
(e) A PWS/OFF/AUTO switch, item 4, which enables the selection of the

windshear function.
The face of the control unit is provided with integral lighting.
The INTEG LT potentiometer enables lighting adjustment. The
potentiometer is located on the panel 111VU, at the left aft
section of the center pedestal 100VU.
(f) A GCS switch, item 6, with a Ground Clutter Suppression (GCS)

function which is activated in Multiscan AUTOMATIC mode (this is
the default position). In manual mode, the GCS is never
activated.

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(g) A Multiscan switch, item 7, which enables the selection between
MANUAL mode and Multiscan AUTOMATIC mode.
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
R (1) Weather radar control unit

R (Ref. Fig. 016A)
R The face of the weather radar control unit includes the following
R controls:
R (a) A mode selector switch, item 2, which enables the selection of

R the WX, WX/TURB or MAP function.
R (b) A TILT selector switch, item 3, which enables the control of the
R antenna elevation.
R Antenna position is read in degrees, opposite the notch on the
R switch:
R - either from 0 to 15 deg. upwards (UP),
R - or from 0 to 15 deg. downwards (DN).
R (c) A GAIN potentiometer, item 5, which enables the manual adjustment

R of the transceiver gain.
R (d) A switch, item 1, with three stable positions 1/OFF/2, which

R enables the activation of the transceiver.
R (e) A PWS switch, item 4, with two stable positions AUTO/OFF, which
R enables the selection of the windshear function.
R This function is inoperative until the windshear function is
R activated.
R The face of the control unit is provided with integral lighting.
R The INTEG LT potentiometer enables lighting adjustment. The
R potentiometer is located on the panel 111VU, at the left aft
R section of the center pedestal 100VU.
R (f) A MAN/TILT/AUTO switch, item 6, which enables the selection of

R manual tilt or automatic tilt.
R (g) Not Applicable

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Weather Radar - Control Unit
R Figure 016

R

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IAC
Weather Radar - Control Unit
R Figure 016A

R

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**ON A/C 101-199, 901-999,
(2) EFIS control section (on the FCU)

In this part, the controls related to the selection of WX and W/S
functions are described.
(a) 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.
Windshear information is available in ARC and ROSE mode.
(b) 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.
Windshear information is presented in the 10 NM minimum range and
on other selected ranges. Morever, yellow radial lines are
displayed to indicate the W/S included location.
NOTE : In the ARC or ROSE mode, if the CAPT or the F/O switches
____
to the OFF mode FM, the offside weather image will also be
transferred on the ND. Only one scale selector switch can
then control the weather radar image display.
(3) 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. The outer knob of each potentiometer controls the brightness
of the radar image only, item 3.
D. Utilization of Controls and Indicating

Special precautions to be taken.
Before selecting a radar mode on the control unit, make sure that:
- no one is within a distance less than 1.50 m from the antenna in
movement within an arc of plus or minus 135 deg. on either side of the
aircraft centerline
- the aircraft is not directed towards any large metallic obstacle, such
as a hangar, which is within 5 m in an arc of plus or minus 90 deg. on
either side of the aircraft centerline.
(1) Operation of the transceiver

The transceiver is always supplied in order to achieve maintenance
function. On the weather radar control unit, after selection of the
radar mode, the system switch has to be set to ON position to set the
transceiver in operation.

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R
IAC
NOTE : No pre-heating time is necessary for the operation of the
____
weather radar transceiver.
NOTE : When the aircraft is parked, the TEST mode on the MCDU must be
____
preferably selected as a safety precaution.
On either EFIS control section of the FCU, the mode selector switch
must be set to the ARC or ROSE position to obtain the image display
on the corresponding ND.
NOTE : The radar transceiver is de-activated when the system 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.
(2) Utilization of the weather radar control unit
R **ON A/C 901-901,
R (Ref. Fig. 016)
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
(Ref. Fig. 016A)

R
**ON A/C 101-199, 901-999,
(a) Mode selection switch (item 2)

The modes (WX, WX/TURB, MAP) are selected by placing the notch
provided in the mode selector switch in front of the engraving of
the function selected.
- WX
This mode corresponds to the normal operation in weather
detection. It provides disturbances up to 320 NM.
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.
- WX/TURB
This mode corresponds to the operation in weather and
turbulence detections. Turbulence detection is limited to the
first 40 NM regardless of the weather radar range selected and
displayed.

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Turbulence areas are displayed on the NDs in magenta.
All turbulent/non turbulent areas beyond 40 NM are displayed in
the conventional black, green, yellow and red as in the weather
(WX) mode.
NOTE : There is no detection of turbulence in clear sky.

____
- 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 and the
identification of major changes in the ground map (e.g. a sea
cost, a lake, a mountain, an island...).
The color display follows the color mentioned in correspondence
table (see table 1 - para. 7. A.)
If the image is too bright, due to too great reflection
intensity, it can be dimmed by the GAIN potentiometer, item 5.
(b) System selection and start up: 1/OFF/2 switch (item 1)

This switch enables:
- the selection and activation of the transceiver 1 or 2 (if the
second transceiver is installed)
- the suppression of the radar image on the NDs when these NDs
are in the ARC or ROSE mode.
R
**ON A/C 901-901,
(c) TILT control value (item 3)

The TILT selector switches enable 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 deg.
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. In windshear
mode, the tilt is automatic and the tilt displayed on ND is
always the selection on the radar control section although
different in the antenna.
In the windshear position, 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.

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(d) OFF/AUTO PWS switch (item 4)
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.
(e) MAN/AUTO TILT switch, item 6, this mode is used to select between
manual mode or autotilt mode.
In MAN position, all controls operate as described in the manual
mode.
In AUTO position, the system operates in autotilt mode (automatic
tilt and no action of the crew is necessary).
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
R (c) Gain control (item 1)

R The GAIN potentiometer enables the manual control of transceiver
R sensitivity in the WX, WX+T, TURB and MAP modes.
R Clockwise rotation of the GAIN potentiometer increases the gain
R towards the MAX position.
R When the potentiometer is rotated fully clockwise, the CAL
R position provides preset calibrated transceiver gain level
R (minimum receiver sensitivity).
R When the GAIN potentiometer is the CAL position, no indication
R appears in the R lower corner of the NDs.
R When the GAIN potentiometer is in a position other than CAL, the
R MAN GAIN indication is displayed in white.
R In windshear mode, the gain control is automatic for the WR/PWS
R scanning.
R (d) TILT control (item 3)

R The TILT selector switch enables the variation of the antenna
R elevation angle in 1/4 deg. steps on a non-linear scale graduated
R in degrees, within a range of +15 deg. (UP) to -15 deg. (DOWN) in
R relation to a horizontal plane defined by the stabilization
R system.
R This antenna elevation angle (TILT), selected on the radar
R control unit, is displayed in cyan in the R lower corner of the
R ND in this form: MAN +/-XX.X⁰.
R If the antenna elevation angle is different from the TILT
R selector switch position, a red ANT failure warning message
R replaces the TILT indication in the R lower corner of the ND.
R In windshear mode, the tilt control is automatic for WR/PWS
R scanning.

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R In windshear mode, the tilt indication on the NDs is replaced by
R the green PWS SCAN indication.
R (e) PWS/AUTO/OFF switch (item 2)

R In AUTO position, the windshear detection is automatic if
R altitude is lower than 2300 ft and qualifiers A and B are valid.
R This automatic operation can be inhibited when the switch is in
R the OFF position.
R (f) Ground clutter suppression (item 4)

R Activation of the GND CLTR SPRS switch, in weathers modes (WX,
R WX+T, TURB), reduces the intensity of the ground clutter.
R These ground returns are replaced by black areas on the radar
R image when the GND CLTR SPRS switch is placed in ON position.
**ON A/C 101-199, 901-999,
(3) Utilization of the EFIS control sections and lighting/LOUDSPEAKER

control panels
(Ref. Fig. 017)
(a) Mode selector switch (item 1)

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. 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 pilot is
advised to select ARC or ROSE mode to see the W/S icon. The color
depends on the W/S alert level.
(b) Scale selector switch (item 2)

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.
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.
In this case, the pilot is advised to select the 10 NM range. The
color depends on the W/S alert level.

R

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IAC
EFIS Control Sections and EFIS Switching Panels
Figure 017

R

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(c) Radar image brightness control (item 3)
The ND 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.
NOTE : A photoelectric cell associated with each ND also adjusts

____
image brightness as a function of ambient light
variations.
**ON A/C 901-901,
(4) Weather radar data displayed on the NDs

R (Ref. Fig. 018)
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.
NOTE : 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).

R

EFF :

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Weather radar - Data Displayed on the NDs
R Figure 018

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Two types of failures can affect the radar system:
(a) Failures which result in the loss of the radar image

The corresponding messages are displayed in red
- WXR : indicates the loss of the transceiver calibration
WEAK
- WXR : indicates an overheating of the Display Unit (DU)
DU
- WXR : indicates a failure of the weather radar transceiver
R/T
- WXR : indicates a failure of the weather radar antenna
ANT
- WXR : indicates a failure of the weather radar control unit
CTL
- WXR : indicates an error of comparison between the range
RNG from the EFIS control section and the copy data received
on the DMC via the radar data bus.
(b) Failures which do not affect the radar image

The corresponding messages are displayed in amber
- PRED : indicates a failure of the windshear function
W/S
- WXR : indicates an attitude failure from the ADIRU
ATT
- NO : indicates a failure of the Multiscan function
AUTOTILT
- WXR : indicates the loss of the radar antenna stabilization
STAB
- WXR : indicates the selection of the radar TEST mode.
TEST

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R
IAC
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
R (4) Weather radar data displayed on the NDs

R (Ref. Fig. 018A)
R On the figure, the details A) and B) respectively correspond to the
R ARC and ROSE ND modes for which the display of the radar image is
R possible.
R Messages inform the crew of the tilt angle and gain selected on the
R weather radar control unit. Other messages indicate the failures
R which affect the operation of the radar system. All these messages
R are displayed in the R lower corner of each ND whenever a radar image
R is selected.
R NOTE : Tilt information and gain selection are displayed on the ND

____
R when no failure warning message is generated, or when the TEST
R mode is not selected.
R The various failures which can affect the radar image are listed in
R decreasing order of importance. If several failures occur, only the
R most important one is displayed (Ref. details C) and D) on the
R figure).

R

EFF :

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Weather radar - Data Displayed on the NDs
R Figure 018A

EFF :

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R Two types of failures can affect the radar system:
R (a) Failures which result in the loss of the radar image

R The corresponding messages are displayed in red
R - WXR : indicates an overheating of the Display Unit (DU)
R DU
R - WXR : indicates a failure of the weather radar transceiver
R R/T
R - WXR : indicates a failure of the weather radar antenna
R ANT
R - WXR : indicates a failure of the weather radar control unit
R CTL
R - WXR : indicates an error of comparison between the range
R RNG from the EFIS control section and the copy data received
R on the DMC via the radar data bus.
R (b) Failures which do not affect the radar image

R The corresponding messages are displayed in amber
R - WXR : indicates the loss of the transceiver calibration
R WEAK
R - PRED : indicates a failure of the windshear function
R W/S
R - WXR : indicates an attitude failure from the ADIRU
R ATT
R - NO : indicates a failure of the autotilt function
R AUTOTILT
R - WXR : indicates the loss of the radar antenna stabilization
R STAB
R - WXR : indicates the selection of the radar TEST mode.
R TEST

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**ON A/C 101-199, 901-999,
(c) Operational message that does not affect the radar image
The following message is displayed in green instead of the TILT
value
- PWS SCAN : indicates that the weather radar operates in windshear mode only
(weather radar system selector switch set to OFF and windshear
mode selector switch set to AUTO on weather radar control
unit).
On ground the qualifier logic has to be satisfied.
(5) Windshear data displayed (Ref. table 2 below) (if the predictive
windshear function is activated)
(Ref. Fig. 019)
(a) 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 system
selector switch on the radar control unit is set to OFF.
The windshear switch on the radar control unit has to be set to
AUTO.
When on the radar control unit, the weather radar system selector
switch is set to OFF and the windshear mode selector switch is
set to AUTO, the green PWS SCAN indication is displayed on the
bottom right-hand corner of the NDs instead of the tilt
indication to inform the crew that the weather radar operates in
windshear mode only.
(b) Windshear alert

(Ref. Fig. 020)
R **ON A/C 901-901,
(Ref. Fig. 021)

EFF :

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Windshear - Data Displayed on the NDs
Figure 019

R

EFF :

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Windshear - Windshear Alert Ranges and Altitudes
Figure 020

R

EFF :

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Windshear - Windshear Alert Levels and Locations
R Figure 021

EFF :

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R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
(Ref. Fig. 021A)
**ON A/C 101-199, 901-999,
1
_ 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.
a
_ 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:
- an aural warning message: GO AROUND WINDSHEAR AHEAD in
approach or WINDSHEAR AHEAD, WINDSHEAR AHEAD at takeoff,
generated by the radar synthesized voice.
- 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 GO AROUND, WINDSHEAR AHEAD and
WINDSHEAR AHEAD, WINDSHEAR AHEAD aural warning messages is
controlled by the GEAR UP discrete input.

EFF :

101-199, 901-999, 34-41-00

Page 86
Config-2 Feb 01/08

IAC
Windshear - Windshear Alert Levels and Locations
R Figure 021A

EFF :

101-199, 901-999, 34-41-00

Page 87
Config-2 Feb 01/08

IAC
b
_ 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:
- during takeoff, from the time the aircraft attains 100
kts and until it reaches 50 ft AGL,
- 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:
- an aural warning: MONITOR RADAR DISPLAY
- a visual warning: amber W/S AHEAD message on the PFD.
c
_ 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 | ND | AURAL WARNING |
|-------------|-----------------|-------------------|-------------------------|
| Advisory | | windshear icon | |
|-------------|-----------------|-------------------|-------------------------|
| Advisory | | PWS SCAN | |
| in windshear| | (GREEN) | |
| mode only | | | |
|-------------|-----------------|-------------------|-------------------------|
| Caution | W/S AHEAD | windshear icon | MONITOR |
| | (AMBER) | | RADAR DISPLAY |
|-------------|-----------------|-------------------|-------------------------|
| Warning | W/S AHEAD | windshear icon | during takeoff: |
| | (RED) | | WINDSHEAR AHEAD |
| | | | WINDSHEAR AHEAD |
| | | | during landing: |
| | | | GO AROUND |
| | | | WINDSHEAR AHEAD |

R

EFF :

101-199, 901-999, 34-41-00

Page 88
Config-2 Feb 01/08

IAC
-------------------------------------------------------------------------------
| ALERTS | PFD | ND | AURAL WARNING |
|-------------|-----------------|-------------------|-------------------------|
-------------------------------------------------------------------------------
Table 2: Windshear Data Displayed
**ON A/C 901-901,
(6) Windshear warning displayed (Ref. table 3 below) (if the predictive
windshear function is activated)
R (Ref. Fig. 022)
(a) 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:
- the aircraft is on the ground or the flap and slat control
lever is in a position different from 0.
- the windshear AUTO/OFF switch on the radar control unit is set
to AUTO (the fault message is not displayed when the switch is
set to OFF).
(b) Warning display on Upper ECAM Display Unit

A detected windshear fault is indicated by the following amber
messages:
- NAV: PRED. W/S DET FAULT on EWD.
- PRED. W/S DET on SD INOP SYSTEM area.
This message is associated to the indications presented on the
NDs.
When the windshear AUTO/OFF 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.

R

EFF :

101-199, 901-999, 34-41-00

Page 89
Config-2 Feb 01/08

IAC
Messages Displayed on ND and upper ECAM DU
R Figure 022

R

EFF :

901-901, 34-41-00

Page 90
Config-2 Feb 01/08

IAC
-------------------------------------------------------------------------------
| | UPPER DU ECAM | ND | AURAL WARNING |
|-------------|-----------------|-------------------|-------------------------|
| PWS | NAV: | PRED W/S | Single chime |
| SYSTEM | PRED. W/S DET | (AMBER) | |
| FAULT | FAULT | | |
| | (AMBER) | | |
|-------------|-----------------|-------------------|-------------------------|
| WINDSHEAR | PRED. W/S OFF | | |
| AUTO/OFF | (GREEN or AMBER)| | |
| SWITCH ON | | | |
| CONTROL | | | |
| UNIT IN | | | |
| OFF | | | |
| POSITION | | | |
-------------------------------------------------------------------------------
Table 3: PWS INOPERATIVE - Warning Data Displayed
(7) Record in the Flight Data Interface Unit (FDIU)

The FDIU receives, for recording, the following PWS data through the
DMCs:
- W/S caution alert (level 2)
- W/S warning alert (level 3)
- W/S AUTO/OFF
- W/S internal fault
- W/S external fault
- DMCs/FWCs PWS pin program status.
This data, except the PWS pin program status, is only transmitted
from the DMCs if the DMCs/FWCs PWS pin program is valid (grounded).

EFF :

901-901, 34-41-00

Page 91
Config-2 Feb 01/08
R
IAC
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
R (6) Windshear warning displayed (Ref. table 3 below) (if the predictive
R windshear function is activated)
R (Ref. Fig. 022A)
R (a) Windshear flags on NDs

R When a windshear fault occurs, an amber PRED W/S message comes
R into view. The radar image remains available if this fault does
R not affect the radar modes or detection function.
R A detected fault is displayed when:
R - the aircraft is on the ground or the flap and slat control
R lever is in a position different from 0.
R - the windshear AUTO/OFF switch on the radar control unit is set
R to AUTO (the fault message is not displayed when the switch is
R set to OFF).
R (b) Warning display on EWD

R A detected windshear fault is indicated by the following amber
R messages:
R - NAV: PRED. W/S DET FAULT on EWD.
R - PRED. W/S DET on SD INOP SYSTEM area.
R This message is associated to the indications presented on the
R NDs.
R When the windshear AUTO/OFF switch is set to OFF on the weather
R radar control unit, a green or amber PRED W/S OFF memo message
R is presented to the crew.
R The color of this message depends on the flight phases.

R

EFF :

101-199, 901-999, 34-41-00

Page 92
Config-2 Feb 01/08

IAC
Messages Displayed on ND and upper ECAM DU
R Figure 022A

R

EFF :

101-199, 901-999, 34-41-00

Page 93
Config-2 Feb 01/08

IAC
R -------------------------------------------------------------------------------
R | | EWD | ND | AURAL WARNING |
R |-------------|-----------------|-------------------|-------------------------|
R | PWS | NAV: | PRED W/S | Single chime |
R | SYSTEM | PRED. W/S DET | (AMBER) | |
R | FAULT | FAULT | | |
R | | (AMBER) | | |
R |-------------|-----------------|-------------------|-------------------------|
R | WINDSHEAR | PRED. W/S OFF | | |
R | AUTO/OFF | (GREEN or AMBER)| | |
R | SWITCH ON | | | |
R | CONTROL | | | |
R | UNIT IN | | | |
R | OFF | | | |
R | POSITION | | | |
R -------------------------------------------------------------------------------
R Table 3: PWS INOPERATIVE - Warning Data Displayed
R (7) Record in the Flight Data Interface Unit (FDIU)

R The FDIU receives, for recording, the following PWS data through the
R DMCs:
R - W/S caution alert (level 2)
R - W/S warning alert (level 3)
R - W/S AUTO/OFF
R - W/S internal fault
R - W/S external fault
R - DMCs/FWCs PWS pin program status.
R This data, except the PWS pin program status, is only transmitted
R from the DMCs if the DMCs/FWCs PWS pin program is valid (grounded).

EFF :

101-199, 901-999, 34-41-00

Page 94
Config-2 Feb 01/08

IAC
**ON A/C 101-199, 901-999,
E. Reconfiguration switching
R **ON A/C 901-901,
(Ref. Fig. 002)
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
(Ref. Fig. 002A)
**ON A/C 101-199, 901-999,
In normal configuration, the weather radar transceiver receives the

altitude information from its corresponding ADIRU.
In case of ADIRU1 failure, the pilot can select the altitude information
from the ADIRU3.
This selection is through the AIR DATA selector switch installed on panel
8VU, on the center pedestal.

EFF :

101-199, 901-999, 34-41-00

Page 95
Config-2 Feb 01/08

IAC
8. Test
____
R
**ON A/C 901-901,
A. BITE Description
(1) General
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:
- transmits permanently weather radar system status and its
identification message to the CFDIU,
- memorizes the failures which occurred during the last 63 flight
legs,
- monitors data inputs from the various peripherals (EFIS control
section, ADIRUs, RAs),
- transmits to the CFDIU the result of the tests performed and
self-tests,
- can communicate with the CFDIU through the MCDU menus.
- acquires the general maintenance parameters (UTC, date, A/C
ident...) and command codes from the CFDIU.
The PWS interface with the CFDIU is composed of:
- an ARINC 429 low speed bus from the CFDIU.
The data sent by the CFDIU are:
---------------------------------------------------------
| LABEL | PARAMETER | FORMAT |
---------------------------------------------------------
| 125 | UTC | BCD |
| 155 | AIRCRAFT CONFIGURATION 1 | DISC |
| 156 | AIRCRAFT CONFIGURATION 2 | DISC |
| 227 | COMMAND | DISC |
| 260 | DATE | BCD |
| 301 | AIRCRAFT IDENT | ISO |
---------------------------------------------------------
- an ARINC 429 low speed output bus to the CFDIU:

The data sent to the CFDIU are:

R

EFF :

101-199, 901-999, 34-41-00

Page 96
Config-2 Feb 01/08

IAC
---------------------------------------------------------
| LABEL | PARAMETER | FORMAT |
---------------------------------------------------------
| 354 | LRU IDENTIFICATION | ISO |
| 356 | FAULT MESSAGES | ISO |
| 377 | EQUIPMENT IDENTIFICATION | BCD |
---------------------------------------------------------
The BITE can operate in two operating modes:
* in normal mode, to report continuously the failures of all
classes, depending on the maintenance flight phase,
* in interactive mode, to provide an interactive dialog with
an operator using an MCDU.
NOTE : The WR/PWS complies with Specification ABD0048, issue C.

____
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
R A. BITE Description
R (1) General
R The BITE facilitates maintenance on in-service aircraft. It detects
R and identifies a failure related to the system.
R The BITE of the WR/PWS is situated in the radar transceiver and
R through two ARINC 429 low-speed buses (an input bus from the CFDIU
R and an output bus to the CFDIU).
R The BITE:
R - transmits permanently weather radar system status and its
R identification message to the CFDIU,
R - memorizes the failures which occurred during the last 63 flight
R legs,
R - monitors data inputs from the various peripherals (EFIS control
R section, ADIRUs, RAs),
R - transmits to the CFDIU the result of the tests performed and
R self-tests,
R - can communicate with the CFDIU through the MCDU menus.
R - acquires the general maintenance parameters (UTC, date, A/C
R ident...) and command codes from the CFDIU.
R The BITE can operate in two operating modes:
R - in normal mode, to report continuously the failures of all classes,
R depending on the maintenance flight phase
R - in interactive mode, to provide an interactive dialog with an
R operator using an MCDU.
R NOTE : The WR/PWS complies with Specification ABD0048, issue C.

____

EFF :

101-199, 901-999, 34-41-00

Page 97
Config-2 Feb 01/08

IAC
R **ON A/C 101-199, 902-999,
R (2) Normal mode

R During the normal mode the BITE monitors cyclically the status of the
R WR/PWS. It transmits its information to the CFDIU during the
R concerned flight.
R In case of fault detection the BITE stores the information in the
R fault memories. These items of information are transmitted to the
R CFDIU by an ARINC 429 message with label 356.
R (3) Interactive mode

R The interactive mode can only be activated on the ground and through
R the line key adjacent to the RADAR 1 indication, presented on the
R SYSTEM REPORT/TEST/NAV page of any MCDU.
R This mode enables communication between the CFDIU and the BITE of the
R weather radar transceiver by means of the MCDU.
R (Ref. Fig. 023)
R The interactive mode is composed of:
R - LAST LEG REPORT
R (Ref. Fig. 024A)
R This report contains the fault messages related to the external or
R internal failures (class 1 and 2) recorded during the last flight
R leg.
R The following tables give the list of the failure messages which
R can be reported and indicate the failure class assigned to them as
R defined by the CFDIU standard.

EFF :

101-199, 902-999, 34-41-00

Page 98
Config-2 Feb 01/08

IAC
Weather Radar - Maintenance Test Procedure - Access to the RADAR page
Figure 023

R

EFF :

101-199, 901-999, 34-41-00

Page 99
Config-2 Feb 01/08

IAC
Weather Radar - Maintenance Test Procedure - Sub-menus (Sheet 1)
R Figure 024

EFF :

901-901, 34-41-00

Page A0
Config-2 Feb 01/08

IAC
R Figure 024A

R

EFF :

101-199, 901-999, 34-41-00

Page A1
Config-2 Feb 01/08

IAC
R -------------------------------------------------------------
R | Reported Internal Failures |
R |-----------------------------------------------------------|
R | MESSAGE (i = 1 or 2) | CLASS | ATA |
R -------------------------------------------------------------
R | WXRi (1SQi) | 1 | 34-41-33 |
R | WXR ANTENNA (11SQ) | 1 | 34-41-11 |
R | WXR CNT PNL (3SQ)/WXRi (1SQi) | 1 | 34-41-12 |
R | WXR MOUNTING TRAY (9SQ) | 1 | 34-41-37 |
R -------------------------------------------------------------
R -------------------------------------------------------------
R | Reported External Failures |
R |-----------------------------------------------------------|
R | MESSAGE (i = 1 or 2) | CLASS | ATA |
R -------------------------------------------------------------
R | ADIRU1 (1FP1) ADR BUS/WXR1 (1SQ1) | 3 | 34-12-34 |
R | ADIRU2 (1FP2) ADR BUS/WXR2 (1SQ2) | 3 | 34-12-34 |
R | ADIRU3 (1FP3) ADR BUS/WXRi (1SQi) | 3 | 34-12-34 |
R | ADIRU1 (1FP1) IR BUS/WXR1 (1SQ1) | 1 | 34-12-34 |
R | ADIRU2 (1FP2) IR BUS/WXR2 (1SQ2) | 1 | 34-12-34 |
R | ADIRU3 (1FP3) IR BUS/WXRi (1SQi) | 1 | 34-12-34 |
R | FCU (3CA) CP-L BUS/WXRi (1SQi) | 1 | 22-81-12 |
R | FCU (3CA) CP-R BUS/WXRi (1SQi) | 1 | 22-81-12 |
R | CFDIU (1TW)/WXRi (1SQi) | 3 | 31-32-34 |
R | RA1 (2SA1)/WXRi (1SQi) | 3 | 34-42-33 |
R | RA2 (2SA2)/WXRi (1SQi) | 3 | 34-42-33 |
R | RA1 (2SA1)+RA2 (2SA2)/WXRi (1SQi) | 1 | 34-42-33 |
R | POWER SUPPLY INTERRUPT | 1 | 24-00-00 |
R -------------------------------------------------------------
R NOTE : Failure of one radio altimeter is a class 3 failure whereas it

____
R becomes a class 1 failure when two radio altimeters are
R faulty.
R - PREVIOUS LEGS REPORT
R (Ref. Fig. 024A)
R This report contains the fault messages related to the
R external or internal failures (class 1 and 2) recorded
R during the previous 63 flight legs.
R - LRU IDENTIFICATION
R (Ref. Fig. 024A)
R Allows to display the P/N, the S/N and the SW/N of the
R equipment.
R - GND SCANNING
R (Ref. Fig. 025A)

EFF :

101-199, 902-999, 34-41-00

Page A2
Config-2 Feb 01/08

IAC
R Figure 025

EFF :

901-901, 34-41-00

Page A3
Config-2 Feb 01/08

IAC
R Figure 025A

EFF :

101-199, 901-999, 34-41-00

Page A4
Config-2 Feb 01/08

IAC
R Based on the monitoring and fault analysis during flight,
R provides information of the failures detected while using
R this function.
R The WR/PWS peripheral monitoring and internal cycle tests
R are used to detect transient failures.
R By pressing the line key adjacent to the failure message,
R the operator is allowed to the corresponding Trouble
R Shooting Data. The peripheral monitoring and WR/PWS internal
R cyclic tests are used to detect transient failures.
R - TROUBLE SHOOTING DATA
R (Ref. Fig. 025A)
R Provides correlation parameters and snapshot data concerning
R the failure displayed in the LAST LEG REPORT and PREVIOUS
R LEGS REPORT.
R - CLASS 3 FAULTS
R (Ref. Fig. 026)
R Allows to display the class 3 faults recorded during the
R last flight leg.
R - GROUND REPORT
R (Ref. Fig. 026)
R Allows to present the class 1, 2 or 3 internal failures
R detected on ground.
R These failures differ from those displayed on the LAST LEG
R REPORT and CLASS 3 FAULTS.
R By pressing the line key adjacent to the failure message,
R the operator is allowed to access to the corresponding
R Trouble Shooting Data.
R - TEST
R (Ref. Fig. 027, 028, 029)
R Allows a check of the correct operation of the WR/PWS on
R ground.
R This test can be performed through the CFDS by selecting on
R the MCDU the test function on the RADAR 1 (or 2) main menu
R page.
R At the end of the BITE TEST, the test pattern comes into
R view.
R (Ref. Fig. 030)
R NOTE : If a failure of the windshear system is detected during the

____
R BITE TEST, the windshear flags come into view.
R If the failure does not affect the radar mode, the test
R pattern stays available.
R If the failure affects the radar mode, nothing is shown.
R All the information displayed on the MCDU during the BITE TEST
R configuration can be printed by the printer (Ref. 31-35-00).

R

EFF :

101-199, 902-999, 34-41-00

Page A5
Config-2 Feb 01/08

IAC
Figure 026

EFF :

101-199, 901-999, 34-41-00

Page A6
Config-2 Feb 01/08
R
IAC
Figure 027

EFF :

101-199, 901-999, 34-41-00

Page A7
Config-2 Feb 01/08
R
IAC
Figure 028

EFF :

101-199, 901-999, 34-41-00

Page A8
Config-2 Feb 01/08
R
IAC
Figure 029

EFF :

101-199, 901-999, 34-41-00

Page A9
Config-2 Feb 01/08
R
IAC
Weather Radar - Test Pattern
Figure 030

R

EFF :

101-199, 901-999, 34-41-00

Page A10
Config-2 Feb 01/08

IAC
R By pressing the line key adjacent to the internal failure message,
R the operator is allowed to access to the corresponding Trouble
R Shooting Data.
R **ON A/C 901-901,
(2) 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.
(3) Interactive mode

The interactive mode can only be activated on the ground and through
the line key adjacent to the RADAR 1 (or 2) 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.
(Ref. Fig. 023)
The interactive mode is composed of:
- LAST LEG REPORT
R (Ref. Fig. 024)
R **ON A/C 901-901,
R Post SB 34-1392 For A/C 901-901,
(Ref. Fig. 024A)
R **ON A/C 901-901,
This report contains the fault messages related to the external or

internal failures (class 1 and 2) recorded during the last flight
leg.
The following tables give the list of the failure messages which
can be reported and indicate the failure class assigned to them as
defined by the CFDIU standard.

R

EFF :

101-199, 901-999, 34-41-00

Page A11
Config-2 Feb 01/08

IAC
-------------------------------------------------------------
| Reported Internal Failures |
|-----------------------------------------------------------|
| MESSAGE (i = 1 or 2) | CLASS | ATA |
-------------------------------------------------------------
| WXRi (1SQi) | 1 | 34-41-33 |
| WXR ANTENNA (11SQ) | 1 | 34-41-11 |
| WXR CTL PNL (3SQ)/WXRi (1SQi) | 1 | 34-41-12 |
| WXR MOUNTING TRAY (9SQ) | 1 | 34-41-37 |
-------------------------------------------------------------
-------------------------------------------------------------
| Reported External Failures |
|-----------------------------------------------------------|
| MESSAGE (i = 1 or 2) | CLASS | ATA |
-------------------------------------------------------------
| ADIRU1 (1FP1) BUS ADR/WXR1 (1SQ1) | 3 | 34-12-34 |
| ADIRU2 (1FP2) BUS ADR/WXR2 (1SQ2) | 3 | 34-12-34 |
| ADIRU3 (1FP3) BUS ADR/WXRi (1SQi) | 3 | 34-12-34 |
| ADIRU1 (1FP1) BUS IR/WXR1 (1SQ1) | 1 | 34-12-34 |
| ADIRU2 (1FP2) BUS IR/WXR2 (1SQ2) | 1 | 34-12-34 |
| ADIRU3 (1FP3) BUS IR/WXRi (1SQi) | 1 | 34-12-34 |
| ADIRU1+3 (1FP1+3)/WXR1 (1SQ1) | 1 | 34-12-34 |
| ADIRU2+3 (1FP2+3)/WXR2 (1SQ2) | 1 | 34-12-34 |
| QUALIFIER B1/2/WXRi (1SQi) | 1 | 79-33-11 |
| QUALIFIER C1/2/WXRi (1SQi) | 1 | 34-12-34 |
| QUALIFIER D1/2/WXRi (1SQi) | 1 | 34-12-34 |
| FCU (3CA) BUS CP-L/WXRi (1SQi) | 1 | 22-81-12 |
| FCU (3CA) BUS CP-R/WXRi (1SQi) | 1 | 22-81-12 |
| CFDIU (1TW)/WXRi (1SQi) | 3 | 31-32-34 |
| RA1 (2SA1)/WXRi (1SQi) | 3 | 34-42-33 |
| RA2 (2SA2)/WXRi (1SQi) | 3 | 34-42-33 |
| RA1 (2SA1)+RA2 (2SA2)/WXRi (1SQi) | 1 | 34-42-33 |
| GPWC (1WZ)/WXRi (1SQi) | 1 | 34-48-34 |
| POWER SUPPLY INTERRUPT | 1 | 24-00-00 |
-------------------------------------------------------------
NOTE : Failure of one radio altimeter is a class 3 failure whereas it

____
becomes a class 1 failure when two radio altimeters are
faulty.
R (Ref. Fig. 024)

EFF :

901-901, 34-41-00

Page A12
Config-2 Feb 01/08

IAC
R **ON A/C 901-901,
R Post SB 34-1392 For A/C 901-901,
(Ref. Fig. 024A)
R **ON A/C 901-901,
This report contains the fault messages related to the

external or internal failures (class 1 and 2) recorded
during the previous 63 flight legs.
R (Ref. Fig. 024)
R **ON A/C 901-901,
R Post SB 34-1392 For A/C 901-901,
(Ref. Fig. 024A)
R **ON A/C 901-901,
Allows to display the P/N, the S/N and the SW/N of the
equipment.
- GND SCANNING
R (Ref. Fig. 025)
R **ON A/C 901-901,
R Post SB 34-1392 For A/C 901-901,
(Ref. Fig. 025A)
R **ON A/C 901-901,
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.
By pressing the line key adjacent to the failure message,
the operator is allowed to the corresponding Trouble
Shooting Data. The peripheral monitoring and WR/PWS internal
cyclic tests are used to detect transient failures.

R

EFF :

901-901, 34-41-00

Page A13
Config-2 Feb 01/08

IAC
R (Ref. Fig. 025)
R **ON A/C 901-901,
R Post SB 34-1392 For A/C 901-901,
(Ref. Fig. 025A)
R **ON A/C 901-901,
Provides correlation parameters and snapshot data concerning

the failure displayed in the LAST LEG REPORT and PREVIOUS
LEGS REPORT.
- CLASS 3 FAULTS
(Ref. Fig. 026)
Allows to display the class 3 faults recorded during the
last flight leg.
- GROUND REPORT
(Ref. Fig. 026)
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.
- TEST
(Ref. Fig. 027, 028, 029)
Allows a check of the correct operation of the WR/PWS on
ground.
This test can be performed by:
- either selecting the test function on the LCD of the WR
transceiver
- or through the CFDS by selecting on the MCDU the test
function on the RADAR 1 (or 2) main menu page.
At the end of the BITE TEST, the test pattern comes into
view.
(Ref. Fig. 030)
NOTE : If a failure of the windshear system is detected during the

____
BITE TEST, the windshear flags come into view.
If the failure does not affect the radar mode, the test
pattern stays available.
If the failure affects the radar mode, nothing is shown.

EFF :

901-901, 34-41-00

Page A14
Config-2 Feb 01/08

IAC
All the information displayed on the MCDU during the BITE TEST
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
B. Self-Test
(Ref. Fig. 030)
A quick check of the correct operation of the WR/PWS installation can be
performed by activating the test function:
- either through the CFDS by applying the Radar functional test procedure
on the Multipurpose Control and Display Unit (MCDU)
- or by pressing the TEST pushbutton switch located on the face of the
transceiver. When a fault is detected, it is stored and made available
to the front panel Liquid Crystal Display (LCD) when the TEST
pushbutton switch is pressed. The LCD is used as a maintenance aid to
check the operational status of the WR/PWS.
Once this TEST pushbutton switch is pressed, the LCD shows TEST IN
PROGRESS.
The self-test takes from 5 to 10 seconds to complete.
At the end of the test, the LCD shows RADAR OK, INPUT OK if no faults
were detected in either the radar or inputs connections.
Pressing the return pushbutton switch enables access to the fault main
menu.
* If radar faults were found during the self-test, the following
messages can be displayed:
R/T FAULT
ANT FAULT
CON FAULT
WG SWITCH FAULT
INDICATOR FAULT
COOLING FAULT
* If inputs faults were found during the self-test, the following
messages can be displayed:
NO RAD ALT
NO ALTITUDE IN
NO AIR DATA IN
NO HEADING INPUT

EFF :

101-199, 901-999, 34-41-00

Page A15
Config-2 Feb 01/08

IAC
WEATHER RADAR SYSTEM - ADJUSTMENT/TEST
______________________________________
TASK 34-41-00-720-002
Functional test of the Tilt Control of the Weather-Radar Antenna Drive-Unit

_______
-ALL PERSONS ARE MORE THAN 5 METERS (16.4FT) FROM THE ANTENNA.
-NO PERSON IS IN THE AREA MADE BY AN ARC OF 135⁰ ON EACH SIDE OF THE
AIRCRAFT CENTERLINE. -THERE IS A MINIMUM SAFETY DISTANCE OF 5 METERS
(16.4FT) BETWEEN THE AIRCRAFT AND ANY OBSTACLE IN THE AREA MADE BY AN
ARC OF 90⁰ ON EACH SIDE OF THE AIRCRAFT CENTERLINE.
THE AIRCRAFT MUST NOT BE IN A HANGAR OR CLOSED AREA.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

R 98F34403500000 1 DUMMY-LOAD
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power

EFF :

ALL 34-41-00

Page 501
May 01/08

IAC
3. __________
Job Set-up
Subtask 34-41-00-010-052
A. Get Access
WARNING : DO NOT OPEN THE RADOME IF THE WIND SPEED IS MORE THAN 35 KNOTS.
_______
NOTE : Two persons are necessary to open the radome.

____
(1) Put the access platform in position below the radome.
(2) Open the radome 110AL (Ref. TASK 53-15-11-010-001).
(3) Make sure that the retaining arms of the radome lock correctly.
Subtask 34-41-00-480-050
B. In the radome, on the weather radar antenna:
(1) Release the quick-disconnect fastener to disconnect the waveguide

assembly from the antenna drive unit.
(2) Remove the O-ring.
R (3) Install the DUMMY-LOAD (98F34403500000) (the cone in the down

direction) on the waveguide assembly.
(4) Do not install the O-ring between the waveguide assembly and the
dummy load.
(5) Make sure that there is no space between the waveguide assembly and
the dummy load and that their connection is correct.
(6) Remove the two screws that prevent operation of the AZ and EL
selector switches on the antenna drive unit.
(7) Make sure that the AZ and EL selector switches are at ON and that the
antenna is free to move in azimuth and in elevation.

EFF :

ALL 34-41-00

Page 502
May 01/08

IAC
Subtask 34-41-00-865-059
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
**ON A/C ALL
R **ON A/C 001-012, 014-099, 901-901,
Subtask 34-41-00-860-062

(Ref. TASK 24-41-00-861-002).
(2) Do the EIS start procedure (EFIS only) (Ref. TASK 31-60-00-860-001).
(4) On the EFIS control panels of the FCU:

- set the mode selector switches to ARC.
(5) On the EFIS switching panels 417VU and 418VU:

- set the outer ND potentiometer to the middle position.
(6) On the center pedestal, on the weather radar control unit, set:
- the system switch to OFF
- the GAIN potentiometer to AUTO (or CAL)
- the TILT selector switch to 0⁰
- the mode selector switch to WX
- the windshear mode switch to OFF.

EFF :

ALL 34-41-00

Page 503
May 01/07

IAC
R **ON A/C 101-199, 902-999,
Subtask 34-41-00-860-062-A

(Ref. TASK 24-41-00-861-002).

(5) On the EFIS switching panels 417VU and 418VU:

- set the outer ND potentiometer to the middle position.
(6) On the center pedestal, on the weather radar control unit, set:
- the system switch to OFF
- the GAIN potentiometer to AUTO
- the PWS mode switch to OFF
- the TILT mode switch to MAN.
**ON A/C ALL
4. Procedure
_________
Subtask 34-41-00-720-050
A. Functional Test of the Tilt Control of the Antenna Drive Unit
NOTE : Two persons are necessary to do the test:

____
- one person must be in the cockpit to set the switches on the
weather radar control unit
- another person must be near the weather radar antenna to do the
check of the tilt value on the indicator of the antenna drive
unit.

EFF :

ALL 34-41-00

Page 504
May 01/07

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the weather radar control Make sure that the antenna turns in
unit: azimuth.
- set the system switch to 1 (or
ON).
2. On the antenna drive unit: Make sure that the antenna scanning
- set the EL and AZ selector stops after some seconds.
switches to OFF
On Capt and F/O NDs:

- the red WXR ANT indication comes into
view.
3. Turn the antenna manually and

carefully along the aircraft
centerline.
4. On the antenna drive unit:

- set the EL selector switch to
ON (the AZ selector switch
stays at OFF position).
5. On the weather radar control On the elevation indicator of the

unit: antenna drive unit:
- gradually turn the TILT - make sure that the antenna turns in
selector switch to 5 deg. up (5 elevation 5 deg. up.
UP notch)

selector switch to 10 deg. up elevation 10 deg. up.
(10 UP notch)

selector switch to 15 deg. up elevation 15 deg. up.
(15 UP notch)


EFF :

ALL 34-41-00

Page 505
Feb 01/07
R
IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
selector switch to 5 deg. down elevation 5 deg. down.
(5 DN notch)

selector switch to 10 deg. down elevation 10 deg. down.
(10 DN notch)

selector switch to 15 deg. elevation 15 deg. down.
down (15 DN notch)

selector switch to 0 deg. elevation 0 deg.
12. Turn manually and carefully the

antenna to 90 deg. right and do
again steps 7 through 13.

antenna to 90 deg. left and do
again steps 7 through 13.

antenna along the aircraft
centerline (0 deg. in azimuth
and in elevation).
15. On the weather radar control

unit:
- set the system switch to OFF.
16. On the antenna drive unit:

- set the AZ selector switch to
ON.

EFF :

ALL 34-41-00

Page 506
Feb 01/07
R
IAC
5. Close-up
________
Subtask 34-41-00-860-063
(1) On the CAPT and F/O EFIS switching panels 417VU and 418VU, set the ND
potentiometers to OFF.
(2) Do the EIS stop procedure (EFIS only) (Ref. TASK 31-60-00-860-002).

(Ref. TASK 24-41-00-862-002).
Subtask 34-41-00-080-050
B. In the radome, on the weather radar antenna:
(1) Remove the dummy load from the waveguide assembly.
(2) Install the O-ring on the waveguide connector on the antenna drive
unit.
(3) Connect the waveguide assembly to the antenna drive unit and lock the
quick-disconnect fastener.
(4) Make sure that the AZ and EL selector switches are at ON and that the
antenna is free to move in azimuth and in elevation.
(5) Tighten the two screws that prevent operation of the AZ and EL
selector switches on the antenna drive unit.
Subtask 34-41-00-410-052
C. Close Access
items.
(2) Close the access door 811 and the radome 110AL (Ref. TASK 53-15-11-
410-001).

EFF :

ALL 34-41-00

Page 507
Feb 01/07
R
IAC
TASK 34-41-00-740-002
BITE Test of the Weather Radar

_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
**ON A/C 001-012, 014-099,
34-41-00-991-001 Fig. 501
R **ON A/C 101-199, 901-999,
34-41-00-991-001-A Fig. 501A

EFF :

ALL 34-41-00

Page 508
Feb 01/07

IAC
**ON A/C ALL
3. __________
Job Set-up
**ON A/C 001-012, 014-099,
Subtask 34-41-00-860-053

002).
(3) On the center pedestal, on the radar control unit :

- make sure that no pushbutton switch is pushed
- set the RT1/OFF/RT2 selector switch to RT1 (RT2)
- set the TILT selector switch to 0⁰.
(4) On the ADIRS CDU, on the panel 20VU :

- set the three OFF/NAV/ATT selector switches to NAV.
(5) On the FCU, on the CAPT and F/O EFIS control sections :
(6) On one MCDU :

- get the SYSTEM REPORT/TEST NAV menu page
(Ref. TASK 31-32-00-860-010)
- push the next page function key.
R **ON A/C 101-199, 902-999,
Subtask 34-41-00-860-053-C

(Ref. TASK 24-41-00-861-002).

EFF :

ALL 34-41-00

Page 509
May 01/07

IAC
(4) On the center pedestal, on the radar control unit, set:
- the 1/OFF/2 switch to OFF
- the TILT selector switch to 0 deg.
- the WINDSHEAR AUTO/OFF switch to OFF.
(5) On the FCU, on the CAPT and F/O EFIS control sections:
- set the mode selector switches to ARC
- select the scale selector switch to 10 position.
(6) On one MCDU:

- get the SYSTEM REPORT/TEST NAV menu page
(Ref. TASK 31-32-00-860-010)
- push the next page function key.
R **ON A/C 901-901,
Subtask 34-41-00-860-053-B

002).
(4) On the center pedestal, on the radar control unit, set :

- the SYS 1/OFF/2 selector switch to OFF
- the GAIN potentiometer to CAL
- the TILT selector switch to 0 deg.
- the MODE selector switch to WX
- the PWS/OFF/AUTO switch to OFF.
(6) On one MCDU :

- get the SYSTEM REPORT/TEST/NAV page
(Ref. TASK 31-32-00-860-010)
- push the NEXT PAGE function key.

EFF :

101-199, 901-999, 34-41-00

Page 510
May 01/07

IAC
**ON A/C ALL
Subtask 34-41-00-865-055
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
**ON A/C ALL
4. Procedure
_________
**ON A/C 001-012, 014-099,
Subtask 34-41-00-740-050
A. BITE Test of the Weather Radar
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

radar control unit :
- set the 1/OFF/2 selector switch
to 1 (2).
2. On one MCDU, on the NAV menu

page :
the RADAR 1 (RADAR 2)
indication
- push the line key adjacent to - On the CAPT and F/O NDs :

EFF :

ALL 34-41-00

Page 511
Feb 01/07
R
IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
the TEST indication. * a TILT indication comes into view
on the right side until the end of
the test.
* the TEST PATTERN is shown from one
side to the opposite side
(Ref. Fig. 501/TASK 34-41-00-991-001)
* a WR TEST indication comes into
view on the right side with scan from
0⁰ to 135⁰.
At the end of the test, on the MCDU,
the TEST OK indication comes into view.
- push the line key adjacent to - on the CAPT and F/O NDs :
the RETURN indication. the TEST PATTERN and the WR TEST
indication go out of view.

- set the 1/OFF/2 selector switch
to OFF.
R **ON A/C 101-199, 902-999,
Subtask 34-41-00-740-050-B
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On one MCDU, on the NAV menu On the MCDU:

page: - the RADAR 1 page comes into view.
the RADAR 1 indication.

- push the line key adjacent to - the TEST page 1/2 comes into view and
the TEST indication. these initial conditions are shown:
INITIAL CONDITIONS:
- SET ADIRU 1+2+3 to NAV
- SELECT RELEVANT SYSTEM AND SET W/S
TO AUTO ON RADAR CONTROL PANEL

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-41-00

Page 512
May 01/07

IAC
Weather Radar Test
Figure 501/TASK 34-41-00-991-001

R

EFF :

001-012, 014-099, 34-41-00

Page 513
Feb 01/07

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
MAKE SURE SEQUENCE OCCURS AFTER
PUSHING START TEST LINE KEY:
- ON PFDS:W/S AHEAD AMBER
3. On the center pedestal, on the On the CAPT and F/O NDs:

radar control unit: - a tilt indication comes into view on
- set the 1/OFF/2 selector switch the right side
to 1 - a WR TEST indication comes into view
- set the PWS AUTO/OFF switch to immediately below the tilt
AUTO indication.
- set the TILT MAN/AUTO switch to
MAN.

- push the next page function - the TEST page 2/2 comes into view:
key. - AUDIO:MONITOR RADAR DISPLAY
- ON NDS AND ECAM:
PWS FAILURE MESSAGES
- ON PFDS:W/S AHEAD RED
- AUDIO: GO AROUND WINDSHEAR AHEAD
ONCE + WINDSHEAR AHEAD TWICE

- push the line key adjacent to - the TEST IN PROGRESS 25S indication
the START TEST indication comes into view

- the amber W/S AHEAD indication comes
into view
In the loudspeaker, you can hear:

- the MONITOR RADAR DISPLAY warning
- the single chime
On the CAPT and F/O NDs:

- the amber PRED W/S indication comes
into view and the WR TEST indication
goes out of view.
- then, the WR TEST indication comes
into view again.
On the upper ECAM DU:

- the amber NAV : PRED W/S DET FAULT
warning is shown.

R

EFF :

101-199, 902-999, 34-41-00

Page 514
May 01/07

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
On F/O and CAPT glareshield panels
130VU and 131VU:
- the MASTER CAUT lights come on
In the loudspeaker, you can hear these

aural warnings:
- GO AROUND WINDSHEAR AHEAD one time
- WINDSHEAR AHEAD two times

- the red W/S AHEAD indication comes
into view
- then, it goes out of view when the
aural warnings from the loudspeakers
stop.

- make sure that the test pattern is
shown from one side to the opposite
side.
(Ref. Fig. 501A/TASK 34-41-00-991-
001-A)
On the MCDU:
- these instructions are shown: MAKE
SURE AUDIO ALERTS SEQUENCE OCCURRED:
- PWS CAUTION:MONITOR RADAR DISPLAY
- PWS WARNING:GO AROUND WINDSHEAR
AHEAD ONCE + WINDSHEAR AHEAD TWICE

- push the line key adjacent to - these instructions are shown:
the YES indication. MAKE SURE SEQUENCE OF MESSAGE WERE
DISPLAYED:
- ON NDS AND ECAM: PWS FAILURE
MESSAGES

- push the line key adjacent to - this instruction is shown:
the YES indication. MAKE SURE RADAR TEST PATTERN IS
DISPLAYED

R

EFF :

101-199, 902-999, 34-41-00

Page 515
May 01/07

IAC
Weather Radar Test
Figure 501A/TASK 34-41-00-991-001-A

R

EFF :

101-199, 901-999, 34-41-00

Page 516
Feb 01/07

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- push the line key adjacent to - the TEST OK indication is shown.
the YES indication.

- push the line key adjacent to - the TEST CLOSE-UP page is shown:
the RETURN indication. SET ADIRU 1+2+3 TO OFF
- SET SYSTEM OFF AND SET W/S TO OFF ON

RADAR CONTROL PANEL
radar control unit: - the WR TEST and the tilt indications
- set the PWS AUTO/OFF switch to go out of view after some seconds.
OFF
- set the 1/OFF/2 selector
switch to OFF.
R **ON A/C 901-901,
Subtask 34-41-00-740-050-A
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On one MCDU, on the NAV menu - the RADAR 1 (RADAR 2) page comes into
page: view.
the RADAR 1 (RADAR 2)
indication

- push the line key adjacent to - these instructions come into view:
the TEST indication. SYSTEM OFF
CHANGE CONTROL PANEL SYSTEM SWITCH TO
ON
AFTER TEST
SWITCH SYSTEM TO OFF
3. On the center pedestal, on the On the MCDU:

EFF :

101-199, 901-999, 34-41-00

Page 517
May 01/07

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
radar control unit: - the PLEASE WAIT indication comes into
- set the SYS 1/OFF/2 selector view for some seconds
switch to 1 (2). - then, the TEST page 1/2 comes into
- set the PWS AUTO/OFF switch to view with these initial conditions:
AUTO. INITIAL CONDITIONS:
- SET ADIRU 1+2+3 to NAV
- SELECT RELEVANT SYSTEM AND SET PWS
TO AUTO ON RADAR CONTROL PANEL
MAKE SURE SEQUENCE OCCURS AFTER
PUSHING START TEST LINE KEY:
on the CAPT and F/O NDs:

- a tilt indication comes into view on
the right side
- a WR TEST indication comes into view
immediately below the tilt
indication.

- push the next page function - the TEST page 2/2 comes into view:
key. - AUDIO:MONITOR RADAR DISPLAY
- ON NDS AND ECAM:
PWS FAILURE MESSAGES
- AUDIO: GO AROUND WINDSHEAR AHEAD
ONCE + WINDSHEAR AHEAD TWICE

- push the line key adjacent to - the TEST IN PROGRESS 15S indication
the START TEST indication. comes into view

- the amber W/S AHEAD indication comes
into view
In the loud speakers, you can hear:

- the warning MONITOR RADAR DISPLAY
- the single chime

- the amber PRED W/S indication comes
into view and the WR TEST indication
goes out of view.

R

EFF :

901-901, 34-41-00

Page 518
May 01/07

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- after some seconds, the WR TEST
indication comes into view again.
On the upper ECAM DU:

- the amber NAV : PRED W/S DET FAULT
warning is shown.
On the panels 130VU and 131VU:

- the MASTER CAUT lights come on
In the loud speakers, you can hear

these aural warnings:
- GO AROUND WINDSHEAR AHEAD one time
- WINDSHEAR AHEAD two times.

- the red W/S AHEAD indication comes
into view
- then, it goes out of view when the
above aural warnings stop.

- make sure that the test pattern is
shown from one side to the opposite
side.
(Ref. Fig. 501A/TASK 34-41-00-991-
001-A)
On the MCDU:
- these instructions are shown:
MAKE SURE AUDIO ALERTS SEQUENCE
OCCURRED:
- PWS CAUTION:MONITOR RADAR DISPLAY
- PWS WARNING:GO AROUND WINDSHEAR
AHEAD ONCE + WINDSHEAR AHEAD TWICE

- push the line key adjacent to - these instructions are shown:
the YES indication. MAKE SURE SEQUENCE OF MESSAGES WERE
DISPLAYED:
- ON NDS AND ECAM: PWS FAILURE
MESSAGES

R

EFF :

901-901, 34-41-00

Page 519
May 01/07

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
7. On the MCDU: On the MCDU
- push the line key adjacent to - this instruction is shown:
the YES indication. MAKE SURE RADAR TEST PATTERN IS
DISPLAYED

- push the line key adjacent to - the TEST OK indication is shown.
the YES indication.

- push the line key adjacent to - the TEST CLOSE-UP page is shown:
the RETURN indication. SET ADIRU 1+2+3 TO OFF
- SET SYSTEM OFF AND SET PWS TO OFF

ON RADAR CONTROL PANEL

- push the line key adjacent to - the RADAR 1 (RADAR 2) page comes into
the RETURN indication. view.
radar control unit: - the WR TEST and the tilt indications
- set the PWS AUTO/OFF switch to go out of view after some seconds.
OFF.
- set the SYS 1/OFF/2 selector
switch to OFF.
**ON A/C ALL
5. Close-up
________
**ON A/C 001-012, 014-099,
Subtask 34-41-00-860-054
OFF.

EFF :

ALL 34-41-00

Page 520
Feb 01/07
R
IAC
items.

(Ref. TASK 24-41-00-862-002)
R **ON A/C 101-199, 901-999,
Subtask 34-41-00-860-054-A
OFF.
(3) Do the ADIRS stop procedure (Ref. TASK 34-10-00-860-005)
items.

(Ref. TASK 24-41-00-862-002)

EFF :

ALL 34-41-00

Page 521
Feb 01/07

IAC
**ON A/C ALL
TASK 34-41-00-730-001
System Test of the Weather Radar
_______
R WARNING : STOP THE FUEL TANKER 60 m (196.85 ft) FROM THE AIRCRAFT NOSE WHILE
_______
R THE WEATHER RADAR OPERATES.
R DO NOT OPERATE THE FUEL TANKER/PUMP UNIT UNTIL YOU STOP THE OPERATION
R OF THE WEATHER RADAR.

_______
1. __________________
Reason for the Job
- antenna stabilization test by the ADIRU 3

- antenna control test
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------


EFF :

ALL 34-41-00

Page 522
Feb 01/07

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
3. __________
Job Set-up
Subtask 34-41-00-865-053
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
**ON A/C ALL
Subtask 34-41-00-010-050
B. Get Access
WARNING : MAKE SURE THAT THE CIRCUIT BREAKERS RELATED TO THE WEATHER
_______
RADAR ARE OPENED, SAFETIED AND TAGGED.
persons not to operate the weather radar.

EFF :

ALL 34-41-00

Page 523
Feb 01/07
R
IAC
NOTE : Two persons are necessary to open the radome.

____
(4) Make sure that the retaining arms of the radome lock correctly.
**ON A/C 001-012, 014-099,
Subtask 34-41-00-860-050

002).
(3) On the ADIRS CDU, set the OFF/NAV/ATT selector switch of the ADIRU1
and ADIRU3 to NAV to get the ND display.
(4) On the panel 8VU, make sure that the ATT HDG selector switch is at
NORM.
- set the mode selector switches to ROSE NAV or ARC.
(6) On the center pedestal, on the radar control unit :

- make sure that no pushbutton switch is pushed
- set the RT1/OFF/RT2 selector switch to RT1 (RT2)
- set the TILT selector switch to 0⁰.
R **ON A/C 101-199, 902-999,
Subtask 34-41-00-860-050-B

002).
(3) On the ADIRS CDU, set the OFF/NAV/ATT selector switch of the ADIRU1
and ADIRU3 to NAV to get the ND display.

EFF :

ALL 34-41-00

Page 524
May 01/07

IAC
(4) On the panel 8VU, make sure that the ATT HDG selector switch is at
NORM.
- set the mode selector switches to ROSE NAV or ARC.
(6) On the radar control unit, set :

- the 1/OFF/INOP switch to OFF
- the PWS AUTO/OFF switch to OFF
- the TILT MAN/AUTO switch to MAN.
R **ON A/C 901-901,
R Subtask 34-41-00-860-050-C
R C. Aircraft Maintenance Configuration
R (1) Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-

R 002).
R (2) Do the EIS start procedure (EFIS only) (Ref. TASK 31-60-00-860-001).
R (3) On the ADIRS CDU, set the OFF/NAV/ATT selector switch of the ADIRU1
R and ADIRU3 to NAV to get the ND display.
R (4) On the panel 8VU, make sure that the ATT HDG selector switch is at
R NORM.
R (5) On the FCU, on the CAPT and F/O EFIS control sections :
R - set the mode selector switches to ROSE NAV or ARC.
R (6) On the radar control unit, set :

R - the SYS 1/OFF/2 selector switch to OFF
R - the GAIN potentiometer to CAL
R - the TILT selector switch to 0⁰
R - the PWS AUTO/OFF switch to OFF.

EFF :

101-199, 901-999, 34-41-00

Page 525
May 01/08

IAC
**ON A/C ALL
Subtask 34-41-00-865-054
D. Remove the safety clip(s) and the tag(s) and close this(these) circuit
breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
**ON A/C ALL
4. Procedure
_________
**ON A/C 001-012, 014-099,
Subtask 34-41-00-730-050
A. Antenna Stabilization Test by the ADIRU 3
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

- push the VAR pushbutton switch On the radar control unit, the ON
- push the WX pushbutton switch. legends of the WX and VAR pushbutton
switches comes on.
On the CAPT and F/O NDs, the radar

display comes into view.
2. On the panel 8VU :

EFF :

ALL 34-41-00

Page 526
Feb 01/07
R
IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- set the ATT HDG selector switch On the CAPT and F/O NDs, the radar
to CAPT 3. display stays in view.
3. On the ADIRS CDU :
- set the OFF/NAV/ATT selector On the CAPT and F/O NDs, the radar
switch of the ADIRU 1 to OFF. display stays in view.
4. On the ADIRS CDU : On the CAPT and F/O NDs :

- set the OFF/NAV/ATT selector - after some seconds, the WR ATT
switch of the ADIRU 3 to OFF. warning indication is shown on the
right.
- the radar display stays in view.
5. On the center pedestal, on the On the radar control unit :

radar control unit : - the ON legends of the WX and VAR
- release the WX pushbutton pushbutton switches go off.
switch
- release the VAR pushbutton On the CAPT and F/O NDs :
switch - after some seconds, the radar display
- set the RT1/OFF/RT2 selector and the WR ATT warning indication go
switch to OFF. out of view.
R **ON A/C 101-199, 901-999,
Subtask 34-41-00-730-050-A
A. Antenna Stabilization Test by the ADIRU 3
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

radar control unit:
- set the 1/OFF/2 system selector The CAPT and F/O NDs show the radar
switch to 1 (2). display.

EFF :

ALL 34-41-00

Page 527
Feb 01/07

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- set the ATT HDG selector switch On the CAPT and F/O NDs, the radar
to CAPT 3. display stays in view.
- set the OFF/NAV/ATT selector On the CAPT and F/O NDs, the radar
switch of the ADIRU 1 to OFF. display stays in view.
4. On the ADIRS CDU: On the CAPT and F/O NDs:

- set the OFF/NAV/ATT selector - after some seconds, the WR ATT
switch of the ADIRU 3 to OFF. warning indication is shown on the
right.
- the radar display stays in view.

radar control unit: - after some seconds, the radar display
- set the 1/OFF/2 system selector and the WR ATT warning indication go
switch to OFF. out of view.
R **ON A/C 001-012, 014-099,
R Subtask 34-41-00-730-051
R B. Antenna Control Test
R -------------------------------------------------------------------------------
R ACTION RESULT
R -------------------------------------------------------------------------------
R 1. On one MCDU :
R - get the SYSTEM REPORT/TEST NAV
R menu page.
R (Ref. TASK 31-32-00-860-010)
R - push the line key adjacent to During the test sequence, make sure
R the RADAR 1 (RADAR 2) that the antenna :
R indication. - moves up to 15⁰
R - push the line key adjacent to - scans continuously -90⁰, +90⁰ in
R the TEST indication. azimuth, then becomes stable at 0⁰
R vertical to the aircraft centerline.
R At the end of the test, on the MCDU,
R the TEST OK indication comes into
R view.

EFF :

ALL 34-41-00

Page 528
Feb 01/07

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
On the CAPT and F/O NDs, ignore the
radar indications.
- push the line key adjacent to On the MCDU :

the RETURN indication. - the MCDU MENU page comes into view.
R **ON A/C 101-199, 902-999,
Subtask 34-41-00-730-051-B
B. Antenna Control Test
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On one MCDU :
- get the SYSTEM REPORT/TEST NAV
menu page (Ref. TASK 31-32-00-
860-010).
- push the line key adjacent to During the test sequence, make sure
the RADAR 1 indication. that the antenna :
- push the line key adjacent to - turns in elevation (+10⁰, -10⁰)
the TEST indication. - turns in azimuth (+15⁰, -15⁰) then
scans continuously -90⁰, +90⁰ to the
end of the test.
the TEST OK indication comes into view.
radar indications.
- push the line key adjacent to The antenna stops

the RETURN indication. On the MCDU :
- the MCDU MENU page comes into view.

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-41-00

Page 529
May 01/07

IAC
R **ON A/C 901-901,
Subtask 34-41-00-730-051-A
B. Antenna Control Test
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On one MCDU :
- get the SYSTEM REPORT/TEST NAV
menu page
(Ref. TASK 31-32-00-860-010)
- push the line key adjacent to During the test sequence, make sure
the RADAR 1 indication. that the antenna :
- push the line key adjacent to - turns in elevation (+ 15⁰, - 15⁰)
the TEST indication. - turns in azimuth from the right side
to the left side, then becomes stable
at 0⁰, vertical to the aircraft
centerline.
the TEST OK indication comes into
view.
radar indications.
- push the line key adjacent to On the MCDU :

the RETURN indication. - the MCDU MENU page comes into view.
**ON A/C ALL
5. Close-up
________
Subtask 34-41-00-860-051
OFF.
(2) On the panel 8VU, set the ATT HDG selector switch to NORM.

EFF :

ALL 34-41-00

Page 530
May 01/07

IAC
items.

(Ref. TASK 24-41-00-862-002).
Subtask 34-41-00-410-050
B. Close Access
NOTE : Make sure that the radome locks correctly.

____

EFF :

ALL 34-41-00

Page 531
Feb 01/07

IAC
ANTENNA ASSEMBLY - WEATHER RADAR (7SQ,11SQ) - REMOVAL/INSTALLATION
__________________________________________________________________
TASK 34-41-11-000-004
Removal of the Weather Radar Antenna Assembly (7SQ,11SQ)
WARNING : MOVE THE RADAR ANTENNA ASSEMBLY CAREFULLY TO PREVENT INJURY TO

_______
PERSONS AND DAMAGE TO EQUIPMENT.
THE RADAR ANTENNA ASSEMBLY (ANTENNA/DRIVE) WEIGHS APPROXIMATELY 15kg
(33lb).
CAUTION : DO NOT USE THE LOCALIZER ANTENNA AT THE BOTTOM OF THE RADOME AS A
_______
SUPPORT.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

No specific cover

EFF :

ALL 34-41-11

Page 401
Config-2 May 01/06
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
34-41-11-991-001 Fig. 401
R **ON A/C 901-901,
R 34-41-11-991-001-A Fig. 401A
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
R 34-41-11-991-001-B Fig. 401B
**ON A/C ALL
3. __________
Job Set-up
Subtask 34-41-11-865-059
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
**ON A/C ALL

EFF :

ALL 34-41-11

Page 402
Config-2 Feb 01/08

IAC
Subtask 34-41-11-010-053
B. Get Access
(1) In the cockpit, put a warning notice on the center pedestal, to tell
persons not to operate the weather radar system.
4. Procedure
_________
**ON A/C 001-012, 014-099,
(Ref. Fig. 401/TASK 34-41-11-991-001)
R **ON A/C 901-901,
R (Ref. Fig. 401A/TASK 34-41-11-991-001-A)
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
R (Ref. Fig. 401B/TASK 34-41-11-991-001-B)
R **ON A/C ALL
R NOTE : If you send the antenna drive to the repair shop, also send its
____
R plate.

EFF :

ALL 34-41-11

Page 403
Config-2 Feb 01/08

IAC
Radar Antenna
Figure 401/TASK 34-41-11-991-001

R

EFF :

001-012, 014-099, 34-41-11

Page 404
Config-2 May 01/06

IAC
Radar Antenna
R Figure 401A/TASK 34-41-11-991-001-A

R

EFF :

901-901, 34-41-11

Page 405
Config-2 Feb 01/08

IAC
Radar Antenna
R Figure 401B/TASK 34-41-11-991-001-B

R

EFF :

101-199, 901-999, 34-41-11

Page 406
Config-2 Feb 01/08

IAC
**ON A/C 001-012, 014-099,
Subtask 34-41-11-020-056
A. Removal of the Antenna Plate
NOTE : During the removal of the antenna, one person must hold the
____
antenna.
(1) Remove the four screws (15), the four lockwashers (16) and the four
flat washers (17) which connect the flange of the wave guide (18) to
the antenna (1).
(2) Remove the antenna (1) and put it in a plastic bag and a correct
container.
(3) Install the cover on the flange of the wave guide (18) and attach it
with the screws (15), the lockwashers (16) and the flat washers (17).
Subtask 34-41-11-020-057
B. Removal of the Antenna Assembly
(1) Disconnect the electrical connector(s) (11).
(2) Disconnect the wave guide (2) from the antenna drive (14) with the
quick disconnect clamp (4) and remove the O-ring (3).
(3) Put blanking caps on the disconnected connectors (11) and (12) and on
the flange of the wave guide (2).
(4) Remove the two screws (10) and the washers (9) at the bottom.
(5) Loosen the two screws (6) and the washers (5) at the top. Do not
remove them.
(6) Lift the antenna drive (14) until the holes (8) are at the same level
as the two top screws (6), then pull carefully.
(7) Remove the antenna drive (14) and put it in a plastic bag and a
correct container.

R

EFF :

001-012, 014-099, 34-41-11

Page 407
Config-2 Feb 01/08

IAC
**ON A/C 101-199, 901-999,
Subtask 34-41-11-020-056-A
A. Removal of the Antenna Plate
NOTE : During the removal of the antenna, one person must hold the
____
antenna.
(1) Remove the two bolts (15).
(2) Remove the antenna (1) and put the antenna in a plastic bag and a
correct container.
Subtask 34-41-11-020-057-A
B. Removal of the Antenna Assembly
(1) Disconnect the electrical connector(s) (12).
(2) Disconnect the wave guide (5) from the antenna drive (2) with the
quick disconnect clamp (3) and remove the O-ring (4).
(3) Put blanking caps on the disconnected connectors (12) and (13) and
the flange of the wave guide (5).
(4) Remove the two screws (11) and the washers (10) at the bottom.
(5) Loosen the two screws (8) and the washers (7) at the top. Do not
remove them.
(6) Lift the antenna drive (2) until the holes (6) are at the same level
as the two top screws (8), then pull carefully.
(7) Remove the antenna drive (2) and put it in a plastic bag and a
correct container.

EFF :

101-199, 901-999, 34-41-11

Page 408
Config-2 Feb 01/08
R
IAC
**ON A/C ALL
TASK 34-41-11-400-005
Installation of the Weather Radar Antenna Assembly (7SQ,11SQ)
WARNING : MOVE THE RADAR ANTENNA ASSEMBLY CAREFULLY TO PREVENT INJURY TO

_______
PERSONS AND DAMAGE TO EQUIPMENT.
THE RADAR ANTENNA ASSEMBLY (ANTENNA/DRIVE) WEIGHS APPROXIMATELY 15kg
(33lb).
CAUTION : DO NOT USE THE LOCALIZER ANTENNA AT THE BOTTOM OF THE RADOME AS A
_______
SUPPORT.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific lockwire corrosion resistant steel 0.8mm (0.30 in.)
C. Expendable Parts
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
3 O-ring 34-41-01 02 -080

3 O-ring 34-41-01 02B-080
4 O-ring 34-41-01 02B-120

EFF :

ALL 34-41-11

Page 409
Config-2 Feb 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-41-00-730-001 System Test of the Weather Radar

**ON A/C 001-012, 014-099,
34-41-11-991-001 Fig. 401
R **ON A/C 901-901,
R 34-41-11-991-001-A Fig. 401A
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
R 34-41-11-991-001-B Fig. 401B
**ON A/C ALL
3. __________
Job Set-up
Subtask 34-41-11-860-051
(1) Make sure that the warning notice, which tells persons not to operate
the Weather Radar System, is in position in the cockpit on the center
pedestal.
(2) Make sure that the access platform is in position in zone 110 below
the radome.

EFF :

ALL 34-41-11

Page 410
Config-2 Feb 01/08

IAC
Subtask 34-41-11-865-060
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
**ON A/C ALL
4. Procedure
_________
**ON A/C 001-012, 014-099,
(Ref. Fig. 401/TASK 34-41-11-991-001)
R **ON A/C 901-901,
R (Ref. Fig. 401A/TASK 34-41-11-991-001-A)
R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
R (Ref. Fig. 401B/TASK 34-41-11-991-001-B)
**ON A/C 001-012, 014-099,
Subtask 34-41-11-420-056
A. Installation of the Antenna Assembly
(1) Remove the two top screws (6) and washers (5). Temporarily install
the two top screws (6) without the washers (5). Make sure that the
two top screws are sufficiently loose.

EFF :

ALL 34-41-11

Page 411
Config-2 Feb 01/08

IAC
(2) Lift the antenna drive (14) up to its support and engage it in the
two top screws (6).
(3) Install the two bottom screws (10) and the washers (9). Do not fully
tighten the screws (10) at this time.
(4) Hold the antenna drive (14) in position and remove one top screw (6).
Install this top screw (6) with the washer (5). Remove the other top
screw (6) and do the same.
(5) Attach the antenna drive (14). To do this, fully tighten the screws
(6) and (10) with the washers (5) and (9).
(6) Remove the blanking caps from the electrical connectors (11) and
(12), and from the flange of the wave guide (2).
(7) Put the O-ring (3) in the correct position on the flange of the wave
guide (2).
(8) Connect the wave guide (2) to the antenna drive (14) with the quick
disconnect (4).
(9) Connect the electrical connector(s) (11).
Subtask 34-41-11-420-057
B. Installation of the Antenna Plate
NOTE : Two persons are necessary to do this work.

____
(1) Remove the four screws (15), the four lockwashers (16) and the four
flat washers (17) which attach the cover to the flange of the wave
guide (18).
(2) Remove the cover.

It is possible to install the antenna (1) with the antenna drive (14)
installed on the aircraft.
(3) Connect the base of the tube of the wave guide (18) to the base of
the antenna (1) with the screws (15) and the lockwashers (16) and the
washers (17).
(4) Tighten the four screws (15) with the washers (16) and (17).
(5) Make sure that the antenna assembly turns correctly in azimuth (AZ)
and in elevation (EL).

R

EFF :

001-012, 014-099, 34-41-11

Page 412
Config-2 Feb 01/07

IAC
(6) Make sure that the locking device is installed on the EL and AZ
switches (13) to prevent their operation.
R **ON A/C 101-199, 901-999,
Subtask 34-41-11-420-056-A
A. Installation of the Antenna Assembly
NOTE : Do not remove the transparent plastic windows that are installed:
____
- at the inlet of the antenna drive, and
- at the interface between the antenna drive, and the antenna
plate.
(3) Make sure that the two top screws (8) are sufficiently loose.
(4) Lift the antenna drive (2) up to its support (9) and engage it in the
two top screws (8).
(5) Install the two bottom screws (11) and the washers (10).
(6) Attach the antenna drive (2). To do this, tighten the screws (8) and
(11) with the washers (7) and (10).
(7) Remove the blanking caps from the electrical connectors (12) and
(13), and from the flange of the wave guide (5).
(8) Put the O-ring (4) in the correct position on the wave guide (3).
(9) Connect the wave guide (5) to the antenna drive (2) with the quick
disconnect of the wave guide (3).
(10) Connect the electrical connector(s) (12).
Subtask 34-41-11-420-057-A
B. Installation of the Antenna Plate
NOTE : Two persons are necessary to do this work.

____
It is possible to install the antenna (1) with the antenna drive
(2) installed on the aircraft.

EFF :

ALL 34-41-11

Page 413
Config-2 Feb 01/07

IAC
(1) Put the dowels (16) in the holes (18) of the antenna (1). Then engage
the plate (19) between the two slots (17). Tighten the two bolts
(15).
(2) Safety the two bolts (15) with lockwire corrosion resistant steel
0.8mm (0.30 in.).
(3) Make sure that the antenna assembly turns correctly in azimuth (AZ)
and in elevation (EL).
**ON A/C ALL
Subtask 34-41-11-865-061
breaker(s):
5SQ1, 5SQ2
Subtask 34-41-11-730-053
D. Do the system test of the weather radar system (para. Antenna control)
(Ref. TASK 34-41-00-730-001).
5. Close-up
________
Subtask 34-41-11-410-053
A. Close Access
items.

EFF :

ALL 34-41-11

Page 414
Config-2 Feb 01/07

IAC
CONTROL UNIT - WEATHER RADAR (3SQ) - REMOVAL/INSTALLATION
_________________________________________________________
TASK 34-41-12-000-001
Removal of the Weather Radar Control Unit (3SQ)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-41-12-991-001-A Fig. 401

EFF :

ALL 34-41-12

Page 401
Aug 01/06
R
IAC
3. __________
Job Set-up
Subtask 34-41-12-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,

R
R **ON A/C ALL
4. Procedure
_________
(Ref. Fig. 401/TASK 34-41-12-991-001-A)
Subtask 34-41-12-020-051
A. Removal of the Weather Radar Control Unit
(1) Loosen the four quarter-turn fasteners (1).
(2) Pull the weather radar control unit (2) from its housing (5).
(3) Disconnect the electrical connector(s) (4) and hold it them away from
the panel.
(4) Remove the weather radar control unit (2).
(4).

EFF :

ALL 34-41-12

Page 402
Aug 01/06

IAC
R Weather Radar Control Unit
R Figure 401/TASK 34-41-12-991-001-A

EFF :

ALL 34-41-12

Page 403
Nov 01/96

IAC
TASK 34-41-12-400-001
Installation of the Weather Radar Control Unit (3SQ)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-41-00-740-002 BITE Test of the Weather Radar

34-41-12-991-001-A Fig. 401
3. __________
Job Set-up
Subtask 34-41-12-865-051
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,

R
R **ON A/C ALL

EFF :

ALL 34-41-12

Page 404
Aug 01/06

IAC
R
4. Procedure
_________
(Ref. Fig. 401/TASK 34-41-12-991-001-A)
Subtask 34-41-12-420-051
A. Installation of the Weather Radar Control Unit
condition.
(5) Connect the electrical connector(s) (4) to the weather radar control
unit (2).
(6) Install the weather radar control unit (2) in its housing (5).
(7) Tighten the four quarter-turn fasteners (1).
Subtask 34-41-12-865-052
breaker(s):
5SQ1, 5SQ2
Subtask 34-41-12-740-050
C. Do the BITE test of the weather radar system

(Ref. TASK 34-41-00-740-002).
5. Close-up
________
Subtask 34-41-12-860-050
items.

EFF :

ALL 34-41-12

Page 405
Aug 01/06

IAC
TRANSCEIVER - WEATHER RADAR (1SQ1,1SQ2) - REMOVAL/INSTALLATION
______________________________________________________________
TASK 34-41-33-000-004
Removal of the Weather Radar Transceiver (1SQ1, 1SQ2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

Page
**ON A/C 001-012, 014-099,
34-41-33-991-003 Fig. 401
R **ON A/C 101-199, 901-999,
34-41-33-991-003-A Fig. 401A

EFF :

ALL 34-41-33

Page 401
Feb 01/07

IAC
**ON A/C ALL
3. __________
Job Set-up
Subtask 34-41-33-810-050
A. Print the Trouble Shooting Data
(1) If required and applicable, print the Trouble Shooting Data (TSD) as
follows:
(a) Get access to the SYSTEM/REPORT TEST NAV page (Ref. TASK 31-32-
00-860-010).
(b) Get access to the WXR1 (WXR2) page.
(c) Get access to the Trouble Shooting Data page.
(d) Print the Trouble Shooting Data (TSD).
Subtask 34-41-33-865-058
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
**ON A/C ALL
Subtask 34-41-33-010-052
C. Get Access
122.

EFF :

ALL 34-41-33

Page 402
Feb 01/07
R
IAC
4. Procedure
_________
**ON A/C 001-012, 014-099,
(Ref. Fig. 401/TASK 34-41-33-991-003)
R **ON A/C 101-199, 901-999,
(Ref. Fig. 401A/TASK 34-41-33-991-003-A)
**ON A/C ALL
Subtask 34-41-33-020-050
A. Removal of the Weather Radar Transceiver
(3) Pull the weather radar transceiver (2) on its rack (1) to disconnect
the electrical connectors (4) and (6).
(4) Remove the weather radar transceiver (2) from its rack (1).
(6).

EFF :

ALL 34-41-33

Page 403
Feb 01/07

IAC
Weather Radar Transceivers
Figure 401/TASK 34-41-33-991-003

R

EFF :

001-012, 014-099, 34-41-33

Page 404
May 01/06

IAC
Weather Radar Transceiver
Figure 401A/TASK 34-41-33-991-003-A

R

EFF :

101-199, 901-999, 34-41-33

Page 405
Feb 01/07

IAC
TASK 34-41-33-400-003
Installation of the Weather Radar Transceiver (1SQ1, 1SQ2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-41-00-740-002 BITE Test of the Weather Radar
**ON A/C 001-012, 014-099,
34-41-33-991-003 Fig. 401
R **ON A/C 101-199, 901-999,
34-41-33-991-003-A Fig. 401A

EFF :

ALL 34-41-33

Page 406
Feb 01/07

IAC
**ON A/C ALL
3. __________
Job Set-up
Subtask 34-41-33-860-050
811 in zone 122.
Subtask 34-41-33-865-059
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
**ON A/C ALL
4. Procedure
_________
**ON A/C 001-012, 014-099,
(Ref. Fig. 401/TASK 34-41-33-991-003)
R **ON A/C 101-199, 901-999,
(Ref. Fig. 401A/TASK 34-41-33-991-003-A)

EFF :

ALL 34-41-33

Page 407
Feb 01/07

IAC
R **ON A/C ALL
Subtask 34-41-33-420-050
A. Installation of the Weather Radar Transceiver
condition.
(5) Install the weather radar transceiver (2) on its rack (1).
(6) Push the weather radar transceiver (2) on its rack (1) to connect the
electrical connectors (4) and (6).
Subtask 34-41-33-865-060
breaker(s):
5SQ1, 5SQ2
Subtask 34-41-33-740-050
C. Do the BITE test of the weather radar

(Ref. TASK 34-41-00-740-002).
5. Close-up
________
Subtask 34-41-33-860-051
items.

EFF :

ALL 34-41-33

Page 408
May 01/06

IAC
Subtask 34-41-33-410-050
B. Close Access

EFF :

ALL 34-41-33

Page 409
May 01/06

IAC
MOUNTING TRAY - WEATHER RADAR TRANSCEIVER (9SQ) - REMOVAL/INSTALLATION
______________________________________________________________________
TASK 34-41-37-000-001
Removal of the Weather Radar Transceiver Mounting Tray (9SQ)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-41-33-000-004 Removal of the Weather Radar Transceiver (1SQ1, 1SQ2)
**ON A/C 001-012, 014-099,
34-41-37-991-001 Fig. 401
R **ON A/C 101-199, 901-999,
34-41-37-991-001-A Fig. 401A

EFF :

ALL 34-41-37

Page 401
Feb 01/07

IAC
**ON A/C ALL
3. __________
Job Set-up
**ON A/C 001-012, 014-099,
Subtask 34-41-37-020-050
A. Remove the Weather Radar Transceivers (Ref. TASK 34-41-33-000-004).
R **ON A/C 101-199, 901-999,
Subtask 34-41-37-020-050-A
A. Remove the Weather Radar Transceiver (Ref. TASK 34-41-33-000-004).
**ON A/C ALL
4. Procedure
_________
**ON A/C 001-012, 014-099,
(Ref. Fig. 401/TASK 34-41-37-991-001)
R **ON A/C 101-199, 901-999,
(Ref. Fig. 401A/TASK 34-41-37-991-001-A)
**ON A/C ALL
Subtask 34-41-37-020-052
A. Removal of the Mounting Tray
(2) Loosen the four clamps (7).
(3) Disconnect the ventilation lines (8).

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Feb 01/07

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Weather Radar Transceiver Mounting Tray
Figure 401/TASK 34-41-37-991-001

R

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Weather Radar Transceiver Mounting Tray
Figure 401A/TASK 34-41-37-991-001-A

R

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Page 404
Feb 01/07

IAC
(4) Put blanking plugs on the disconnected line ends (8).
(5) Cut and remove the lockwire from the screws (10).
(6) Remove the four screws (10) and the washers (11).
(7) Remove the wave guide (12) from its support. Remove the window (13)
and the O-rings (14).
(8) Remove the twenty screws (6), the washers (5) and the attachment
plates (4).
(9) Remove the electrical connectors (3) from their housings.
(10) Put blanking caps on the disconnected electrical connectors (1), (3)
and (9).
(11) Remove the eight screws (22) and the washers (23).
Subtask 34-41-37-020-051
B. Removal of the Wave Guide Switch
(1) Remove the eight screws (15) and the eight washers (16).
(2) Hold the wave guide switch (17) and remove the four screws (18) and
the eight washers (19).
(3) Disengage the wave guide switch (17) from its support (20).
(4) Remove the Mounting tray (21).

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TASK 34-41-37-400-001
Installation of the Weather Radar Transceiver Mounting Tray (9SQ)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
B. Expendable Parts
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
14 O-rings 34-41-01 02 -120

14 O-rings 34-41-01 02B-120
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-41-33-400-003 Installation of the Weather Radar Transceiver (1SQ1,

1SQ2)
**ON A/C 001-012, 014-099,
34-41-37-991-001 Fig. 401
R **ON A/C 101-199, 901-999,
34-41-37-991-001-A Fig. 401A

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R **ON A/C ALL
3. __________
Job Set-up
Subtask 34-41-37-860-050
811 in zone 122.
4. Procedure
_________
Subtask 34-41-37-420-050
A. Installation of the Wave Guide Switch
(3) Precaution:
If you install a new Mounting tray, make sure that you removed the
attachment plates (4).
(4) Clean and inspect the wave guide switch (17) interface and the
adjacent area.
(5) Install the wave guide switch (17) on its support (20).
(6) Install the four screws (18) and the eight washers (19). Do not
tighten.
(7) Install the eight screws (15) and the eight washers (16) and tighten.
(8) Tighten the four screws (18).

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R **ON A/C 001-012, 014-099, 901-901,
Subtask 34-41-37-420-052
B. Installation of Mounting tray
(1) Install the Mounting tray (21) in its housing (2) with the eight
washers (23) and the screws (22).
(1), (3) and (9).
condition.
(4) Install the electrical connectors (3) in their housing.
(5) Install the attachment plates (4) and attach them with the twenty
(6) Put the O-rings (14) in their housings.
(7) Put the window (13) and the wave guide (12) in position.
(8) Install the four washers (11) and the screws (10).
(9) Tighten the screws (10) and safety them with the lockwire.
(10) Remove the blanking plugs from the disconnected line ends (8).
(11) Connect the ventilation line (8). Tighten the clamps (7).
(12) Connect the connector (9) to the receptacle (1).
condition.

R

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R **ON A/C 101-199, 901-999,
R Post SB 34-1392 For A/C 901-901,
Subtask 34-41-37-420-052-A
B. Installation of Mounting Tray
(1) Install the Mounting tray (21) in its housing (2) with the eight
screws (22).
(1), (3) and (9).
condition.
(4) Install the electrical connectors (3) in their housing.
(5) Install the attachment plates (4) and attach them with the twenty
(6) Put the O-rings (14) in their housings.
(7) Put the window (13) and the wave guide (12) in position.
(8) Install the four washers (11) and the screws (10).
(9) Tighten the screws (10) and safety them with the lockwire.
(10) Remove the blanking plugs from the disconnected line ends (8).
(11) Connect the ventilation lines (8). Tighten the clamps (7).
(12) Connect the connector (9) to the receptacle (1).
condition.

R

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**ON A/C ALL
5. Close-up
________
**ON A/C 001-012, 014-099,
(Ref. Fig. 401/TASK 34-41-37-991-001)
**ON A/C 101-199, 901-999,
(Ref. Fig. 401A/TASK 34-41-37-991-001-A)
**ON A/C 001-012, 014-099,
Subtask 34-41-37-420-051
A. Install the Weather Radar Transceivers (Ref. TASK 34-41-33-400-003).
**ON A/C 101-199, 901-999,
Subtask 34-41-37-420-051-A
A. Install the Weather Radar Transceiver (Ref. TASK 34-41-33-400-003).

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WAVE GUIDE ASSEMBLY (301FM) - REMOVAL/INSTALLATION
__________________________________________________
TASK 34-41-41-000-001
Removal of the Wave Guide Assembly
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

34-41-41-991-001 Fig. 401
3. __________
Job Set-up
Subtask 34-41-41-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,

R
R **ON A/C ALL

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R
Subtask 34-41-41-010-050
B. Get Access
persons not to operate the weather radar.
(2) Put the access platform in position.
4. Procedure
_________
(Ref. Fig. 401/TASK 34-41-41-991-001)
WARNING : MAKE SURE THAT THE CIRCUIT BREAKERS RELATED TO THE WEATHER RADAR
_______
ARE OPENED, SAFETIED AND TAGGED.
Subtask 34-41-41-020-050
A. Removal of the Flexible Wave Guide Part (10) Connected to the Mounting
Tray of the Weather Radar Transceiver
(1) Remove the lockwire and then the four screws (18) and the four
washers (17).
(2) Disconnect the flange (11). Remove and discard the two O-rings (13)
and (16) and the adaptor (12).
(3) At the other end, remove the lockwire and then the four screws (5)
and washers (6).
(4) Disconnect the flange (9) from the flange (7).

Remove and discard the O-ring (8).
(5) Remove the flexible wave guide part (10).
(6) Put blanking caps on the disconnected ends.

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Aug 01/06

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Wave Guide Assembly
Figure 401/TASK 34-41-41-991-001

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Subtask 34-41-41-020-051
B. Removal of the Rigid Wave Guide Part (14) Installed in the Avionics
Compartment
(1) Remove the lockwire and then the four screws (5) and the four washers
(6).
(2) Disconnect the flange (9). Remove and discard the O-ring (8).
(3) At the wave guide feedthrough (25), remove the lockwire and then the
four screws (36) and the four washers (35).
(4) Hold the wave guide part (14) and remove the screw (21) and the
washer (20) which attach the clamp (19) to the structure.
(5) Move the rigid wave guide part (14) away from the structure. Remove
and discard the O-ring (24).
(6) Remove the clamp (19) and the two half bushings (22) from the wave
guide.
(7) Remove the rigid wave guide part (14).
(8) Put blanking caps on the disconnected ends.
Subtask 34-41-41-020-052
C. Removal of the Wave Guide Feedthrough (25)
NOTE : Two persons are necessary to remove the wave guide feedthrough.
____
(1) If necessary, remove the two rigid wave guide parts (14) and (37)
which are connected to the feedthrough. Refer to Para. B. above and
Para. D. below.
(2) Remove the eight screws (34), the washers (33) and the nuts (32).
(3) Move the wave guide feedthrough (25) away from the pressure bulkhead
(27). Remove and discard the packing (26).
(4) Remove the wave guide feedthrough (25) and put blanking caps on the
disconnected ends.

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Subtask 34-41-41-020-053
D. Removal of the Rigid Wave Guide Part (37) Installed in the Radome
(1) Remove the lockwire and then the four screws (38) and the washers
(39).
(2) Disconnect the flange (2). Remove and discard the O-ring (3).
(3) At the wave guide feedthrough (25), remove the lockwire and then the
four screws (30) and the four washers (31).
(4) Hold the wave guide part (37) and remove the screw (21) and the
washer (20) which attach the clamp (19) to the structure.
(5) Move the rigid wave guide part (37) away from the structure. Remove
and discard the O-ring (28).
(6) Remove the clamp (19) and the two half bushings (22) from the wave
guide.
(7) Remove the rigid wave guide part (37) and put blanking caps on the
disconnected ends.
Subtask 34-41-41-020-054
E. Removal of the Flexible Wave Guide Part (1) Connected to the Antenna
Drive
(1) Release the quick-disconnect attach (40).

Disconnect the flange (42) from the antenna drive. Remove and discard
the O-ring (41).
(2) Remove the screw (21) and the washer (20).

Then remove the clamp (19) and the two half bushings (22) from the
wave guide.
(3) At the other end, remove the lockwire and then the four screws (38)
and the four washers (39).
(4) Disconnect the flange (2) from the flange (4).

Remove and discard the O-ring (3).
(5) Remove the flexible wave guide part (1) and put blanking caps on the
disconnected ends.

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TASK 34-41-41-400-001
Installation of the Wave Guide Assembly
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

R No specific Torque Wrench : range 0.00 to 1.20 m.daN
R (0.00 to 9.00 lbf.ft)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific corrosion resistant steel lockwire dia. 0.5 mm

(0.020 in.)
(Ref. 20-31-00)
C. Expendable Parts
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
41 O-ring (7) 34-41-01 02 -120

41 O-ring (7) 34-41-01 02B-120

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
34-41-41-991-001 Fig. 401
3. __________
Job Set-up
Subtask 34-41-41-860-050
(1) Make sure that the access platform is in position and that the radome
110AL is open.
811 and that the access door 811 is open.
(3) In the cockpit make sure that there is a warning notice on the center
pedestal to tell persons not to operate the weather radar.
NOTE : Remove the blanking caps before you install parts of the wave
____
guide. Make sure that all mating surfaces are clean and in
correct condition.
NOTE : Each part of the wave guide is identified (ANT, 1, 2, 3, 4 and

____
RT or ANTENNE 1, 2, 3, 4 and EMETTEUR depending on the Vendor
marking).
When you install the wave guide part, make sure that the
number sequence is correct.

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Subtask 34-41-41-865-051
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,

R
R **ON A/C ALL
4. Procedure
_________
(Ref. Fig. 401/TASK 34-41-41-991-001)
Subtask 34-41-41-420-050
A. Installation of the Flexible Wave Guide Part (1) Connected to the Antenna
Drive
(1) Install a new O-ring (41) and put the flange (ANT reference) in
position.
(2) Lock the quick-disconnect attach (40).
(3) At the other end, install a new O-ring (3) and connect the flanges
(2) and (4).
(4) Install the four washers (39) and the four screws (38).
TORQUE the screws to between 0.19 and 0.21 m.daN (16.81 and 18.58
lbf.in) and install the corrosion resistant steel lockwire dia. 0.5
mm (0.020 in.).
(5) Install the two half bushings (22) and the clamp (19) on the wave
guide.
Put the clamp in position and install the washer (20) and the screw
(21).

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Subtask 34-41-41-420-051
B. Installation of the Rigid Wave Guide Part (37) in the Radome
(1) If necessary, install the wave guide feedthrough (25). Refer to Para.
C. below.
(2) At the two ends, install new O-rings (3) and (28).
(3) Hold the rigid wave guide part (37) in position: install the eight
washers (31) and (39) and the eight screws (30) and (38).
(4) Tighten the screws and install lockwire.
guide. Put the clamp in position and install the washer (20) and the
screw (21).
Subtask 34-41-41-420-052
C. Installation of the Wave Guide Feedthrough (25)
NOTE : Two persons are necessary to install the wave guide feedthrough.
____
(1) Install a new packing (26) and put the feedthrough (25) into the
cutout of the pressure bulkhead (27).
(2) Install the eight screws (34), the washers (33) and the nuts (32).
TORQUE the nuts to between 0.19 and 0.21 m.daN (16.81 and 18.58
lbf.in). Seal the nuts with SEALANTS (Material No. 09-016).
(3) If necessary, install the rigid wave guide parts (14) and (37) which
are connected to the feedthrough. Refer to Para. B. above and to
Para. D. below.
Subtask 34-41-41-420-053
D. Installation of the Rigid Wave Guide Part (14) in the Avionics

Compartment
(1) If necessary, install the wave guide feedthrough (25). Refer to Para.
C. above.
(2) At the two ends, install new O-rings (24) and (8).
(3) Hold the rigid wave guide part (14) in position and install eight
washers (35) and (6) and eight screws (36) and (5).
(4) TORQUE the screws to between 0.19 and 0.21 m.daN (16.81 and 18.58
lbf.in) and install the lockwire.

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R
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guide. Put the clamp in position and install the washer (20) and the
screw (21).
Subtask 34-41-41-420-054
E. Installation of the Flexible Wave Guide Part (10) Connected to the

Mounting Tray of the Weather Radar Transceiver
(1) Install a new O-ring (8) and connect the flange (9) to the flange
(7).
(2) Install the four washers (6) and the four screws (5). TORQUE the
screws to between 0.19 and 0.21 m.daN (16.81 and 18.58 lbf.in) and
install the lockwire.
(3) On the flange of the mounting tray (15), install a new O-ring (13).
(4) On the flange (11) (RT reference), install a new O-ring (16).
(5) Put the adaptor (12) in position with the arrow which points in the
direction of the mounting tray.
(6) Install the flange (11) with the four washers (17) and the four
screws (18). TORQUE the screws to between 0.19 and 0.21 m.daN (16.81
and 18.58 lbf.in) and install the lockwire.
(7) Make sure that the pressurization hole in the wave guide is clean.
Subtask 34-41-41-865-052
F. Remove the safety clip(s) and the tag(s) and close this(these) circuit
breaker(s):
5SQ1, 5SQ2
Subtask 34-41-41-710-050
G. Test

_______
-NO PERSON IS IN THE AREA MADE BY AN ARC OF 135⁰ ON EACH SIDE
OF THE AIRCRAFT CENTERLINE. -THERE IS A MINIMUM SAFETY DISTANCE
OF 5 METERS (16.4FT) BETWEEN THE AIRCRAFT AND ANY OBSTACLE IN
THE AREA MADE BY AN ARC OF 90⁰ ON EACH SIDE OF THE AIRCRAFT
CENTERLINE.
R THE AIRCRAFT MUST NOT BE IN A HANGAR OR CLOSED AREA.
(1) Make sure that all wave guide parts are correctly installed.

002).

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(3) Do the EIS start procedure (ND only) (Ref. TASK 31-60-00-860-001).
(4) On the ADIRS CDU, on the panel 20VU:

- set the three OFF/NAV/ATT selector switches to NAV.
(5) On the center pedestal, on the weather radar control unit, set the
system to ON.
(6) Make sure that the system operates normally: on the ND, the weather
radar display is shown.
(7) On the weather radar control unit, set the system to OFF.
5. Close-up
________
Subtask 34-41-41-860-052
(1) Do the EIS Stop Procedure (ND only)(Ref. TASK 31-60-00-860-002).
(2) On the ADIRS CDU set the OFF/NAV/ATT selector switches to OFF.
items.

002).
Subtask 34-41-41-410-050
B. Close Access

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RADIO ALTIMETER - DESCRIPTION AND OPERATION
___________________________________________
1. _______
General
The function of the radio altimeter (RA) is to determine the height of the
aircraft above the terrain.
One of the main characteristics of the system is that it locks onto the
leading edge of the reflected wave. This permits to measure the distance
between the aircraft and the nearest obstacle. The radio altimeter can
therefore operate over non-flat ground surface.
2. __________________
Component Location
**ON A/C 001-012, 014-099,
(Ref. Fig. 001)
**ON A/C 101-199,
(Ref. Fig. 001A)
R **ON A/C 901-999,
R (Ref. Fig. 001B)
**ON A/C ALL
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
2SA1 XCVR-RA, 1 152 826 34-42-33
2SA2 XCVR-RA, 2 152 826 34-42-33
3SA1 FAN-RA XCVR 1 152 826 34-42-45
3SA2 FAN-RA XCVR 2 152 826 34-42-45
5SA1 ANTENNA-RA RCPTN, 1 153 34-42-11
5SA2 ANTENNA-RA RCPTN, 2 153 34-42-11
6SA1 ANTENNA-RA XMSN, 1 153 34-42-11
6SA2 ANTENNA-RA XMSN, 2 153 34-42-11

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Radio Altimeter - Component Location
Figure 001

R

EFF :

001-012, 014-099, 34-42-00

Page 2
May 01/06

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R Radio Altimeter - Component Location
R Figure 001A

EFF :

101-199, 34-42-00

Page 3
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Radio Altimeter - Component Location
R Figure 001B

R

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901-999, 34-42-00

Page 4
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3. __________________
System Description
A. Principle
The principle of the radio altimeter is to :
- transmit a frequency modulated signal from the aircraft to the ground
- receive the ground reflected signal after a certain delay.
The time between the transmitted frequency and the received frequency is
proportional to the aircraft height.
**ON A/C 001-012, 014-099,
(Ref. Fig. 002)
R **ON A/C 101-199, 901-999,
(Ref. Fig. 002A)
**ON A/C ALL
The radio altimeter comprises two independent systems. Each system

consists of :
- one transceiver 2SA1 (2SA2)
- one transmission antenna 6SA1 (6SA2)
- one reception antenna 5SA1 (5SA2)
- one fan 3SA1 (3SA2).
In addition, the Centralized Fault-Display Interface-Unit (CFDIU) 1TW
controls the system through the Multipurpose Control and Display Unit 1
(2) (MCDU) 3CA1 (3CA2) for test causes.
(Ref. Fig. 003)
The radio height data is shown on the Primary Flight Display (PFD). In
normal operation, system 1 provides information to the CAPT PFD and
system 2 to the F/O PFD.

(Ref. Fig. 004)
(1) Height data display (Item 3)

The aircraft height data with respect to the ground is shown in the
sector 2 of the PFD. This indication is at the bottom of the attitude
sphere, for height less than or equal to 2500 ft.
The dimension and color of the digits change in relation to the
height (H) and decision height (DH) as follows :

R

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Radio Altimeter - Block Diagram
Figure 002

R

EFF :

001-012, 014-099, 34-42-00

Page 6
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Radio Altimeter - Block Diagram
Figure 002A

R

EFF :

101-199, 901-999, 34-42-00

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Radio Altimeter - Control and Indicating
Figure 003

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Radio Altimeter - Data and Warning Displays
Figure 004

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H more than or equal to 400 ft. : 3 mm green digits
400 ft. > H > DH + 100 ft. : 4 mm green digits
H < DH + 100 ft. : 4 mm amber digits.
The sensitivity of the digits is also a function of the height :
H > 50 ft. : 10 ft. increments
50 ft > or = to H and H > or = to 5 ft : 5 ft. increments
H < 5 ft. : 1 ft. increments.
With failure of both radio altimeters, a red RA warning message is
shown in place of the radio height information (Item 4) in slats
extented configuration only. The message flashes during 3 seconds
then remains on.
When the aircraft is below 500 ft. height above the terrain : a red
ribbon comes into view on the bottom of the altitude scale and moves
up with this scale as the aircraft is in the descent phase (Item 2).
When the aircraft has touched down the ground : the top of this
ribbon is at the middle of the altitude window.
With failure of both radio altimeters, the ribbon goes out of view.
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.
With failure of both radio altimeters, this indication goes out of
view.
(2) Decision height display (DH) (Item 1)

The pilot sets the DH on the MCDU. The DH data are shown on the R top
corner of the PFD (3 mm high digits) as soon as the radio altimeter
operates.
When the height is lower than the DH, a DH amber warning message
comes into view at the bottom of the attitude sphere (Item 5).
D. Warnings
(Ref. Fig. 003, 004)
The warnings related to the radio altimeter are :
- local warning on the instruments that use the radio altimeter data
- MASTER CAUT lights on the CAPT and F/O glareshield panels
- aural warning : single chime
- warning message shown on the upper ECAM display unit.

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4. ____________
Power Supply
**ON A/C 001-012, 014-099,
(Ref. Fig. 002)
R **ON A/C 101-199, 901-999,
(Ref. Fig. 002A)
**ON A/C ALL
Energization of each system is through 115VAC, 400 Hz normal buses :

- 115VAC BUS1 101XP via circuit breaker 1SA1 for system 1
- 115VAC BUS2 202XP via circuit breaker 1SA2 for system 2.
5. _____________________
A. Transceiver

(Ref. Fig. 005)
The face of the transceiver is fitted with a handle, two attaching
parts, a TEST pushbutton switch, a connector (TEST CONN) to connect
test set for system test and four LEDs.
The name, color and function of the four LEDs are as follows:
- SYSTEM OK (green) indicates no fault.
- R/T UNIT (red) indicates a fault in the reception-transmission
circuit.
- ANT (red) indicates a fault in the antenna circuit.
- IND (red) indicates a fault in the indicating circuit.
The back is equipped with one ARINC 600 electrical receptacle and a
slot for the test connector.

(Ref. Fig. 006)
The transceiver includes the following boards:
- microprocessor
- search Track control - Sawtooth generator
- UHF source
- power supplies
- alarm outputs and altitude trips
- amplifier - Discriminators.

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Radio Altimeter - Transceiver
Figure 005

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Radio Altimeter - Simplified Block Diagram
Figure 006

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(3) Operation
(a) Layout
The transmitted wave Tx is mixed with the reflected wave Rx to
provide several beat frequencies the weakest of which alone is
selected after separation in the amplifier filter.
The tracking discriminator generates an error signal Fb (Fb = Fb
- Fbo) serving to modify the sawtooth wave so as to obtain a
correct Fb ; the sawtooth generator modifies the slope of the
sawtooth the amplitude of which is constant.
The purpose of the monitoring discriminator is to ensure that the
Fb spectrum is definitely centered on the Fbo.
In the absence of this spectrum, the monitoring discriminator
switches the search track control to search mode. The wave is
then transmitted in sawtooth form. The search cycle duration is
0.4 seconds and repeats until Fb is correct.
The energy detected by the monitoring discriminator is then
sufficient to exceed a preset threshold and the monitoring
discriminator performs switching to track mode.
(b) Monitoring
The radio altimeter is permanently monitored by the monitoring
discriminator. In addition, calibration is performed twice per
second.
During calibration :
- the mixer is cut off and the amplifier filter output signal is
no longer present.
- the monitoring discriminator triggers the search mode.
- a second source known as the test source is set into operation
and injects an input signal into the amplifier filter.
When Fb = Fbo (25 KHz), search is cut off by the monitoring
discriminator.
The sawtooth generator, which has the same input as the test
source, generates a 1 ms sawtooth and the microprocessor
calibrates delta F and Fo. The calibration test is then
completed.
(c) Microprocessor
The microprocessor consists of a Motorola 6802 MCU with a 6840
programmable timer module (PTM) and a PROM memory.
The microprocessor controls the loop management, inputs, outputs,
self calibration and the self monitoring circuits.
It measures the duration T of the modulation sawtooth, subtracts
the aircraft installation delay value read on the main connector,
computes the altitude, filters out the Doppler effect and issues
the output information.

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Feb 01/07
R
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The microprocessor monitors the monitoring discriminator output
and determines whether the loop should be in the track mode or
switched to the search mode. In the later case, it energizes the
search generator.
(4) Digital outputs

in milliseconds
- CODE :
HYB: mixed code
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 164 |RADIO | 8192 | FT | 29 | 16 | 80 |BNR |RALT | |
| |HEIGHT | 0.125 | | | | | | | |
| | | | | | | | | | |
-------------------------------------------------------------------------------

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Feb 01/07
R
IAC
B. Antennas
(Ref. Fig. 007)
The transmission and reception antennas are identical. The small -
thickness antenna is installed on the skin of the aircraft.
Each antenna is supplied through a coaxial connector linked to the
transceiver. The operating range of the antenna according to the attitude
of the aircraft is limited to + or - 30⁰ for roll and pitch.
C. Fans
The six-blade fan is integral with a removable base plate attached under
the transceiver mount. It is contained in a square aluminum alloy case.
It is supplied with 115VAC through a connector and associated wiring
connecting it to the transceiver. Interference is suppressed by a
capacitor mounted on the fan case.
6. Operation
_________
A. Control
In normal operation, system 1 automatically provides the height data for
the CAPT PFD and system 2 for the F/O PFD.
With failure of one system, the valid system is automatically switched to
both CAPT and F/O PFDs.
With failure of the two systems, the digits go out of view from the PFD :
in place of the digits, a red RA warning message flashes during three
seconds then remains on.
For information : the pilot sets the DH on the MCDU. The Flight Warning
Computer (FWC) generates the DH warning message.
With loss of DH information, the DH data are not shown.
B. Reconfiguration Switching
In normal utilization, the radio altimeter data are shown on the CAPT PFD
and F/O PFD through the Display Management Computers 1 and 2 (DMC).
With failure of the radio altimeter transceiver 1, the DMC 1 and 2
automatically switch over to the transceiver 2.
With failure of the DMC 1 (2), it is possible to switch over to the DMC 3
with the EIS DMC selector switch.
This selector switch is located on panel 8VU 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 Navigation Display (ND).
When you set the PFD potentiometer to OFF on panel 301VU (500VU), this
causes :
- deactivation of the PFD
- transfer of the PFD image onto the ND.

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R
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Radio Altimeter - Antennas
Figure 007

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7. ____
Test
(Ref. Fig. 008)
A. Access to Radio Altimeter Sub-menu Functions

It is possible to select the maintenance functions of the radio altimeter
transceiver 1(2) by pressing the line key adjacent to the SYSTEM
REPORT/TEST indication on the CFDS menu, and then selecting the relevant
RA on the NAV menu.
After these actions the RA 1(2) provides its own menu page and the
sub-menu functions can then be chosen by the operator.
NOTE : The test can be performed on the ground only. It is inhibited (the
____
EIU1 (EIU2) sends a ground discrete to the RA1 (RA2)) as soon as
N2 rating (high pressure compressor rotational speed) is greater
than minimum idle rating.
B. Activation of the Test Function
(1) ARINC TEST

The RA ARINC TEST function can be activated by pressing the line key
adjacent to the corresponding indication on the RA maintenance
sub-menu or by pressing the pushbutton switch on the face of the
transceiver.
The following sequence is then generated on the output of the
equipment:
-------------------------------------------------------------------------------
| DURATION | LED STATUS | MESSAGE |
|-----------------------|---------------------------|-------------------------|
| 0.8 s | ALL ON | FUNCTIONAL TEST |
| See NOTE | GREEN ON | ALTITUDE VALUE : |
| | | 40 FEET |
-------------------------------------------------------------------------------
NOTE : The green LED remains on :

____
- until the test sub-menu mode is deactivated.
- or until the pushbutton switch on the face of the
transceiver is released.
(2) RAMP TEST

The RAMP TEST function can be activated from the MCDU by pressing the
line key adjacent to the SYSTEM REPORT/TEST indication on the CFDS
menu then selecting the LRRA 1 (LRRA2) on the NAV menu and then
selecting the RAMP TEST page.
On the RAMP TEST page select :
- START ALT : 0 ft.
- STOP ALT : 2500 ft.

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R
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Radio Altimeter - Maintenance Test Procedure
Figure 008

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- SLOPE : 25 ft./s.
Push the line key adjacent to the TRIGGER indication.
On the PFD :
* the ramp test starts, it moves up to 2500 ft. it stops after
approximately 1 minute 40 seconds.
* when the altitude is between 0 and 160 ft. the horizon line moves
down. The elevation scale comes into view.
* when the altitude is between 0 and 570 ft. the red ribbon
adjacent to the altitude scale moves down and then it goes out of
view.
- on the MCDU, at the altitude 2500 ft. the RAMP TEST STOPPED page
comes into view.
C. Power-up Tests Initialization and Cockpit Repercussions


- Duration: 3 s.

- Tests pass:
- MASTER CAUT light off
- Tests failed:
- ECAM warning
NAV RA 1 or 2 FAULT
- ECAM STATUS
RA 1 or 2 INOP

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RADIO ALTIMETER - ADJUSTMENT/TEST
_________________________________
TASK 34-42-00-740-002
BITE Test of the Radio Altimeter
_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
R 34-10-00-860-002 ADIRS Start Procedure
R 34-10-00-860-005 ADIRS Stop Procedure
3. __________
Job Set-up
Subtask 34-42-00-860-054

(Ref. TASK 24-41-00-861-002).
R (3) Do the ADIRS Start Procedure (Ref. TASK 34-10-00-860-002).
R (4) On the center pedestral, on one MCDU, get the SYSTEM REPORT/TEST/NAV
page (Ref. TASK 31-32-00-860-010).

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May 01/96

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Subtask 34-42-00-865-056
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R
121VU COM NAV/RAD ALTM/2 1SA2 K12
4. Procedure
_________
Subtask 34-42-00-740-051
A. BITE Test
NOTE : - During the test, you can hear auto call out announcements 40 or
____
41 or 42.
- You must open the RA1 circuit breaker to hear auto call out
announcements during the RA2 ARINC TEST.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
On the MCDU:
- get the LRRA1 (LRRA2) page then On the CAPT (F/O PFD):
push the line key adjacent to the - the bottom sector line moves down
ARINC TEST indication. from the horizon line.
- the radio altitude indication is 40
ft.
the NO FAILURE DETECTED message comes
into view.
- push the line key adjacent to the On the CAPT (F/O PFD):
RETURN indication. - the bottom sector line moves up to
the horizon line.
- the radio altitude indication is O
ft.
On the MCDU, the LRRA1 (LRRA2) page
comes into view.

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5. Close-up
________
Subtask 34-42-00-860-055
R (1) Do the ADIRS stop procedure (Ref. TASK 34-10-00-860-005).
R (2) Do the EIS stop procedure (Ref. TASK 31-60-00-860-002).
R (3) On the center pedestal, on the MCDU, push the line key adjacent to
R (4) De-energize the aircraft electrical circuits

(Ref. TASK 24-41-00-862-002).
R (5) Make sure that the work area is clean and clear of tool(s) and other
items.

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TASK 34-42-00-750-001
R Operational Check and Detailed Inspection for Contamination of the Radio

R Altimeter Fan
_______
1. __________________
Reason for the Job
R Refer to the MPD TASK: 344200-01

R Operational Check and Detailed Inspection for Contamination of Radio
R Altimeter Fan.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific air blower

No specific soft brush
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
34-42-00-740-002 BITE Test of the Radio Altimeter
34-42-33-000-001 Removal of the Radio Altimeter Transceiver 2SA1 and
2SA2
34-42-33-400-001 Installation of the Radio Altimeter Transceiver 2SA1
and 2SA2
34-42-45-000-001 Removal of the Radio Altimeter-Transceiver Fan 3SA1
(3SA2)
34-42-45-400-001 Installation of the Radio Altimeter-Transceiver Fan
3SA1 (3SA2)
52-30-00-860-001 Open the FWD or AFT Cargo-Compartment Door with the
Yellow Electric Pump

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
52-30-00-860-002 Close the FWD or AFT Cargo-Compartment Door with the

3. __________
Job Set-up
Subtask 34-42-00-860-056

(Ref. TASK 24-41-00-861-002).
Subtask 34-42-00-010-050
B. Get Access
(1) Put an access platform in position at the aft cargo door 826.
(2) Open the aft cargo door 826 (Ref. TASK 52-30-00-860-001).
(3) Remove the sidewall panel 152GW.
Subtask 34-42-00-865-055
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R
4. Procedure
_________
Subtask 34-42-00-020-050
A. Remove the two Radio Altimeter Transceivers (Ref. TASK 34-42-33-000-001).

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Subtask 34-42-00-210-051
B. Detailed Inspection of the two RA transceiver Fans
(1) Do a detailed visual inspection of the two RA transceiver fans and of

the fan housing.
(2) Remove the RA transceiver fans (Ref. TASK 34-42-45-000-001).
(3) Lock the RA transceiver fans and their housings to prevent movement.
NOTE : When you clean the fan with the air blower, the fan can turn
____
too quickly and thus a fault can occur.
(4) Clean the RA transceiver fans and their housings with a soft brush
and/or an air blower.
(5) Install the RA transceiver fans (Ref. TASK 34-42-45-400-001).
Subtask 34-42-00-420-050
C. Install the two Radio Altimeter Transceivers (Ref. TASK 34-42-33-400-

001).
(1) Close the circuit breakers 1SA1 and 1SA2 on the panel 121VU.
Subtask 34-42-00-720-053
D. Functional Test
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the rear circuit breaker panel In the aft cargo compartment (zone 152,
121VU: door 826), below the transceiver mount:
- open the circuit breaker 1SA1 - make sure that the RA transceiver fan
(1SA2). 3SA1 (3SA2) does not blow.
- close the circuit breaker 1SA1 - make sure that the RA transceiver fan
(1SA2). 3SA1 (3SA2) blows air up.

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R
IAC
Subtask 34-42-00-740-052
E. Do the BITE test of the radio altimeter (Ref. TASK 34-42-00-740-002).
NOTE : If the airline operates the aircraft in CAT III conditions, you
____
must also do the LAND CAT III capability test (Ref. TASK 22-97-00-
710-001).
5. Close-up
________
Subtask 34-42-00-410-050
A. Close Access
(1) Install the sidewall panel 152GW.
(2) Close the aft cargo door 826 (Ref. TASK 52-30-00-860-002).
Subtask 34-42-00-865-059

R
R -------------------------------------------------------------------------------
R -------------------------------------------------------------------------------
R 121VU COM NAV/RAD ALTM/2 1SA2 K12
R 121VU COM NAV/RAD ALTM/1 1SA1 K11
Subtask 34-42-00-860-057

(Ref. TASK 24-41-00-862-002).
items.

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Nov 01/06

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TASK 34-42-00-730-002
Ramp Test of the Radio Altimeter
_______
1. __________________
Reason for the Job
Test of the automatic simulation of a change in altitude.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
3. __________
Job Set-up
Subtask 34-42-00-860-052

(Ref. TASK 24-41-00-861-002).
page
(Ref. TASK 31-32-00-860-010).
(4) On the overhead panel, on the ADIRS CDU, set the OFF/NAV/ATT selector
switches to NAV.

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R
IAC
Subtask 34-42-00-865-057
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-42-00-865-058
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R **ON A/C 001-012, 014-099, 101-199, 902-999,
121VU EIS/GPWS/115VAC 3WZ P07
**ON A/C ALL
4. Procedure
_________
Subtask 34-42-00-730-050
A. System Test
NOTE : This note is for RA1 test, for RA2 test you must open the circuit
breaker 1SA1.
If you do this test in descent, you can make sure that the auto call out
announcements are correct. To do this, set a small SLOPE.
To decrease the total test time, increase the speed of the altitude
change. To do this, adjust SLOPE to a larger value or set a lower STOP
ALT.

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

- push the line key adjacent to - the LRRA1 (LRRA2) RAMP TEST page
the RA1 (RA2) indication. Then comes into view.
the RAMP TEST indication.
- for each value, enter the On the MCDU, these values come into
number in the scratchpad and view:
push the related line key:
* START ALT : 0 ft. * + 0 ft.

* STOP ALT : 2500 ft. * + 2500 ft.
* SLOPE : 25 ft/s. * 25 ft/s.
(Ref. NOTE).
- push the line key adjacent to On the CAPT and F/O PFDs, the ramp test
the TRIGGER indication. starts. The speed scale moves up to
2500 ft. and stops after approximately
1 minute 40 seconds.
On the MCDU, the RAMP TEST PROCESSING

message comes into view.
When the altitude increases:
. when the altitude is between 0 and
160 ft., the horizon line moves down.
The elevation scale comes into view.
. when the altitude is between 0 and
570 ft., the red ribbon adjacent to
the altitude scale moves down and
then it goes out of view.
- push the line key adjacent to On the MCDU:

the RETURN indication. - the LRRA1 (LRRA2) page comes into
view.

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R
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5. Close-up
________
Subtask 34-42-00-860-053
(1) On the center pedestral, on the MCDU, push the line key adjacent to
the RETURN indication until the CFDS page comes into view.
switches to OFF.

(Ref. TASK 24-41-00-862-002).
items.

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R
IAC
TASK 34-42-00-710-001
Warning Test of the Radio Altimeter
_______
1. __________________
Reason for the Job
Test of the operation of the RA warning.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
27-80-00-866-004 Extending the Slats on the Ground
27-80-00-866-005 Retracting the Slats on the Ground
3. __________
Job Set-up
Subtask 34-42-00-860-050

(Ref. TASK 24-41-00-861-002).

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Nov 01/02
R
IAC
Subtask 34-42-00-865-051
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R
4. Procedure
_________
Subtask 34-42-00-710-051
A. Test of the Operation of the RA Warning
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the center pedestal:
- move the slat/flap control The slats extend to the full position.
lever to the position 1
(Ref. TASK 27-80-00-866-004).
2. On the rear circuit breaker panel

121VU:
- open the circuit breaker 1SA1. On the CAPT and F/O PFDs:
- the altitude 0 ft. stays in view.
On the upper ECAM display unit:
- the NAV RA1 FAULT indication comes
into view.
On the CAPT and F/O glareshield panels:
- the MASTER CAUT lights come on.
In the loud speakers:
- open the circuit breaker 1SA2. On the CAPT and F/O PFDs:
- the altitude 0 ft. goes out of view.
- the RA warning comes into view.

EFF :

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Aug 01/06

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- the NAV RA1 FAULT indication stays in
view.
- the NAV RA2 FAULT indication comes
into view.
On the CAPT and F/O glareshield panels:
- the MASTER CAUT lights stay on.
3. On the rear circuit breaker panel

121VU:
- close the circuit breakers 1SA1 On the CAPT and F/O PFDs:
and 1SA2. - the RA warning goes out of view after
15 seconds.
- the altitude 0 ft. comes into view.
- the NAV RA1 FAULT and NAV RA2 FAULT
5. Close-up
________
Subtask 34-42-00-860-051
(2) Put the aircraft in clean configuration (Ref. TASK 27-80-00-866-005).

(Ref. TASK 24-41-00-862-002).
items.

EFF :

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R
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ANTENNA - RADIO ALTIMETER (5SA1,5SA2,6SA1,6SA2) - REMOVAL/INSTALLATION
______________________________________________________________________
TASK 34-42-11-000-001
Removal of the Radio Altimeter Antennas 5SA1, 5SA2, 6SA1, 6SA2
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

No specific 1 SCRAPER - NON METALLIC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
24-42-00-861-001 Energize the Ground Service Network from the External

Power
R
R 34-42-11-991-001-B Fig. 401
R
34-42-11-991-003 Fig. 402
3. __________
Job Set-up
Subtask 34-42-11-861-050
A. Energize the ground service network

(Ref. TASK 24-42-00-861-001).

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Subtask 34-42-11-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 5SA1(6SA1)
FOR 5SA2(6SA2)
4. Procedure
_________
R
R (Ref. Fig. 401/TASK 34-42-11-991-001-B, 402/TASK 34-42-11-991-003)
Subtask 34-42-11-020-051-A
A. Removal of the Radio Altimeter Antenna

R
R (Ref. Fig. 401/TASK 34-42-11-991-001-B)
R
WARNING : CUT, REMOVE AND DISCARD THE LOCKWIRE AS YOU DO THE TASK. LOOSE
_______
LOCKWIRE CAN CUT OR BLIND YOU.
NOTE : The procedure is the same for the radio altimeter antennas 5SA1,
____
5SA2, 6SA1, 6SA2.
(1) Remove the sealant from the heads of the screws (5) with a
(2) Remove the attachment screws (5) from the antenna (4).
(3) Pull the antenna (4) carefully away until you can see the coaxial
connector (2).
(4) Remove and discard the lockwire from the coaxial connector (2), if
installed.
(5) Disconnect the coaxial connector (2) from the antenna connector (3).

EFF :

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Page 402
Aug 01/07

IAC
Radio Altimeter Antennas
R Figure 401/TASK 34-42-11-991-001-B

R

EFF :

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Page 403
Aug 01/07

IAC
Radio Altimeter Antennas (Alternative)
Figure 402/TASK 34-42-11-991-003

R

EFF :

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Page 404
Aug 01/07

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(8) Remove the O-ring (6).
NOTE : If the O-ring (6) is in good condition you can retain it for
____
subsequent installation.
(9) Remove the teflon gasket (8).
Subtask 34-42-11-020-055
B. Removal of the Radio Altimeter Antenna

R (Ref. Fig. 401/TASK 34-42-11-991-001-B)
R
NOTE : This new procedure is the same for the radio altimeter antennas
____
5SA1, 5SA2, 6SA1, 6SA2.
(1) Remove the sealant from the heads of the screws (5) with a SCRAPER -
NON METALLIC.
(3) Pull the antenna (4) carefully away until you can see the shrink
sleeve(11).
(4) Remove the sealant from the shrink sleeve (11) with a SCRAPER - NON
METALLIC.
(5) Carefully remove the shrink sleeves (11),(10) and (12) from the
connectors (2) and (3).
(6) Temporarily attach the coaxial connector (2) on the external side of
the fuselage.
NOTE : The connector (2) could move inside the hole, if is not
____
blocked.
(9) Check that:

- there is no rust on the antenna connector (3),
- there is no erosion, corrosion or scratches at the bottom of the
antenna (4),
- there are no paint or paint flaking at the bottom antenna (4) area,
- the alignment marks are fuly visible.
Discard all parts with damages or stains of paint and use new ones.

EFF :

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____
(12) Remove the teflon gasket (8).
Subtask 34-42-11-020-054
C. Removal of the Radio Altimeter Antenna (Alternative)

(Ref. Fig. 402/TASK 34-42-11-991-003)
WARNING : CUT, REMOVE AND DISCARD THE LOCKWIRE AS YOU DO THE TASK. LOOSE
_______
LOCKWIRE CAN CUT OR BLIND YOU.
NOTE : The procedure is the same for the radio altimeter antennas 5SA1,
____
5SA2, 6SA1, 6SA2.
(1) Remove the sealant from the heads of the screws (5) with a
(3) Pull the antenna (4) carefully away until you can see the coaxial
connector (2).
(4) Remove and discard the lockwire from the coaxial connector (2), if
installed.
____

EFF :

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Aug 01/07
R
IAC
TASK 34-42-11-400-001
Installation of the Radio Altimeter Antennas 5SA1, 5SA2, 6SA1, 6SA2

_______
DO NOT SMOKE.

_______
IF YOU DO:
_______
- GET MEDICAL AID.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific lint free cloth

(0.00 to 9.00 lbf.ft)

R

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Material No. 05-013 D TV-53-3507/73

Material No. 07-001
NO LONGER AVAILABLE RPLD BY 07001B/D/F
(Ref. 20-31-00)
Material No. 08-048 D DA-2-657-4
R LOW STRENGTH THREADLOCKER (Ref. 20-31-00)
Material No. 08-092 C Z-15.243
ADHESIVE/SEALANT (Ref. 20-31-00)
Material No. 09-001B USA MIL-S-8802 TYPE I CLASS A
FUEL TANK SEALANTPOLYSULFIDE (Ref. 20-31-00)
Material No. 09-001D F ASNA 4157
FUEL TANK SEALANTPOLYSULFIDE (Ref. 20-31-00)
Material No. 09-008E USA AMS 3277
EARLY QUICK REPAIR FUEL TANK SEALANT (Ref. 20-31-00)
(Ref. 20-31-00)
(Ref. 20-31-00)
Material No. 11-010 USA TT-I-735 GRADE A
ISOPROPYL ALCOHOL (Ref. 20-31-00)
Material No. 19-009 USA AMS 5687
LOCKWIRE STAINLESS STEEL ANNEALED 0.5MM DIA
(Ref. 20-31-00)
C. Expendable Parts
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R 8 teflon-gasket 34-42-04 05 -035

R 8 teflon-gasket 34-42-04 05C-035
R 8 teflon-gasket 34-42-04 06C-025
R 8 teflon-gasket 34-42-04 06C-025A

R

EFF :

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INTENTIONALLY BLANK

R

34-42-11

Page 409
May 01/08

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INTENTIONALLY BLANK

R

34-42-11

Page 410
May 01/08

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
20-28-00-912-005 Electrical Bonding of Antennas With Conductive Bolts.

Power
24-42-00-862-001 De-energize the Ground Service Network Supplied from
the External Power
34-42-11-991-001-B Fig. 401
34-42-11-991-003 Fig. 402
3. __________
Job Set-up
Subtask 34-42-11-860-050
(1) Make sure that the ground service network is energized

(Ref. TASK 24-42-00-861-001).
R (2) Make sure that the aircraft is in the same configuration as for the
removal task.
R (3) Make sure that the parts retained from the removed component are
clean and in the correct condition.
Subtask 34-42-11-865-051
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 5SA1(6SA1)
FOR 5SA2(6SA2)

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4. Procedure
_________
(Ref. Fig. 401/TASK 34-42-11-991-001-B, 402/TASK 34-42-11-991-003)
_______
MATERIAL.
Subtask 34-42-11-140-050-A
A. Preparation for Installation
(2) Clean the component interface and/or the adjacent area with CLEANING
AGENTS (Material No. 11-010) and the lint free cloth.
NOTE : Make sure that the antenna-attachment screw-head recesses have

____
no signs of paint, corrosion or sealant because the antenna
electrical bonding is made through the attachment screws.
Subtask 34-42-11-140-051
B. Preparation for Installation (Alternative)
AGENTS (Material No. 11-010) and the lint free cloth.
NOTE : Make sure that the antenna-attachment screw-head recesses have

____
no signs of paint, corrosion or sealant because the antenna
electrical bonding is made through the attachment screws.
(4) Apply masking tape to the structure (1), the edge of the antenna (4),
the screw holes and the hole for the antenna connector (3).

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R
IAC
R **ON A/C 001-012, 014-099, 101-199,
Subtask 34-42-11-420-050-A
R C. Installation of the Radio Altimeter Antenna

(Ref. Fig. 401/TASK 34-42-11-991-001-B)
(1) Make sure that the O-ring (6) is in good condition. If the O-ring (6)
is not in good condition, use a new one.
(2) Install the O-ring (6).
NOTE : Use the old Teflon-Gasket unless it is damaged.

____
R (3) Install the teflon-gasket (8) to the antenna (4).
condition.
(6) Connect the coaxial connector (2) to the antenna connector (3).
(7) TORQUE the coaxial connector (2) to 0.265 m.daN (23.45 lbf.in) and
safety it with MISCELLANEOUS (Material No. 19-009) or safety it with
one drop of BONDING AND ADHESIVE COMPOUNDS (Material No. 08-048) and
identification with safety-paint.
(8) Put the antenna (4) in position and install the screws (5). Make sure
that the alignment mark on the antenna points in the direction of
flight.
NOTE : The
____ alignment mark can be different for different antennas.
For example, it can be:
- A FWD sign
- A dot at the end of a line
- A datum mark.
(9) TORQUE the screws (5) to between 0.3 and 0.35 m.daN (26.54 and 30.97
lbf.in) diagonally opposite.
NOTE : The antenna mounting screws (5) give the electrical bonding
____
between the antenna (4) and the fuselage structure (1)
(Ref. TASK 20-28-00-912-005).

R

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R (10) Make sure that the bonding contact resistance between the antenna (4)
(Ref. TASK 20-28-00-912-005).
R (11) Make a sealing bead with SEALANTS (Material No. 09-016) around the
antenna (4).
R (12) Apply SEALANTS (Material No. 09-016) or SEALANTS (Material No. 09-
008E) to the heads of the screws (5).
R (13) Make the contour of the sealant on the screws (5) and around the
antenna (4) smooth.
R (14) Let the sealant cure.
R (15) Apply STRUCTURE PAINTS (Material No. 16-003) to the sealant around
R (16) Apply PAINTS FOR DETAIL (INTERNAL AND EXTERN AL) (Material No. 07-
001) to the sealant on the head of the screws (5).
NOTE : It is not mandatory to paint the sealant around the base of

____
the antenna and on the head of the screws.
R **ON A/C 901-999,
R Subtask 34-42-11-420-050-B
R C. Installation of the Radio Altimeter Antenna

R (Ref. Fig. 401/TASK 34-42-11-991-001-B)
R (1) Make sure that the O-ring (6) is in good condition. If the O-ring (6)
R is not in good condition, use a new one.
R (2) Install the O-ring (6).
R NOTE : Use the old Teflon-Gasket unless it is damaged.

____
R (3) Install the teflon-gasket (8) to the antenna (4).
R (4) Remove the blanking caps from the electrical connectors.
R condition.
R (6) Connect the coaxial connector (2) to the antenna connector (3).

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R (7) TORQUE the coaxial connector (2) to 0.265 m.daN (23.45 lbf.in) and
R safety it with MISCELLANEOUS (Material No. 19-009) or safety it with
R one drop of BONDING AND ADHESIVE COMPOUNDS (Material No. 08-048) and
R identification with safety-paint.
R (8) Put the antenna (4) in position and install the screws (5). Make sure
R that the alignment mark on the antenna points in the direction of
R flight.
R NOTE : The
R For example, it can be:
R - A FWD sign
R - A dot at the end of a line
R - A datum mark.
R (9) TORQUE the screws (5) to between 0.3 and 0.35 m.daN (26.54 and 30.97
R lbf.in) diagonally opposite.
R NOTE : The antenna mounting screws (5) give the electrical bonding
____
R between the antenna (4) and the fuselage structure (1)
R (Ref. TASK 20-28-00-912-005).
R and the fuselage structure (1) is not higher than 5 milliohms
R (Ref. TASK 20-28-00-912-005).
R (11) Make a sealing bead with SEALANTS (Material No. 09-016) around the
R antenna (4).
R 008E) to the heads of the screws (5).
R (13) Make the contour of the sealant on the screws (5) and around the
R antenna (4) smooth.
R (15) Apply STRUCTURE PAINTS (Material No. 16-003) to the sealant around
R the base of the antenna (4).
R 001) to the sealant on the head of the screws (5).

____

R

EFF :

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R **ON A/C ALL
Subtask 34-42-11-420-054
D. Installation of the Radio Altimeter Antenna (Alternative)

(Ref. Fig. 402/TASK 34-42-11-991-003)
(1) Make sure that the O-ring (6) is in good conditiopn. If the O-ring
(6) is not in good condition, use a new one.
(3) Apply the SPECIAL MATERIALS (Material No. 05-013) to the bottom of
the antenna (4).
(4) Apply the SEALANTS (Material No. 09-019) to the area of the fuselage
that makes an interface with the antenna (4).
(5) Remove the masking tape from the screw holes and the hole for the
antenna connector.
condition.
(9) TORQUE the coaxial connector (2) to 0.265 m.daN (23.45 lbf.in) and
safety it with MISCELLANEOUS (Material No. 19-009) (7) or safety it
with one drop of BONDING AND ADHESIVE COMPOUNDS (Material No. 08-048)
and identification with safety-paint.
(10) Put the antenna (4) in position and install the screws (5) to the
fuselage structure.
NOTE : The
For example, it can be:
- A FWD sing
- A dot at the end of a line
- A datum mark.

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lbf.in) diagonally opposite.
____
between the antenna (4) and the fuselage structure (1)
(Ref. TASK 20-28-00-912-005).
(12) Remove the unwanted sealant with a nonmetallic scraper.
(13) Remove the remaining masking tape.
(Ref. TASK 20-28-00-912-005).
(15) Make a sealing bead with SEALANTS (Material No. 09-016) or SEALANTS
(Material No. 09-008E) around the antenna (4).
(16) Apply SEALANTS (Material No. 09-016) to the heads of the screws (5).
(17) Make the contour of the sealant on the screws (5) and around the
antenna (4) smooth.

____

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R
IAC
R **ON A/C 001-012, 014-099, 101-199,
Subtask 34-42-11-420-055
E. Installation of the Radio Altimeter Antenna

(Ref. Fig. 401/TASK 34-42-11-991-001-B)
WARNING : MAKE SURE THAT THERE IS A GOOD FLOW OF AIR THROUGH THE WORK
_______
AREA WHEN YOU USE SPECIAL MATERIALS.
IF YOU GET ONE OF THESE MATERIALS ON YOUR SKIN, IN YOUR MOUTH
OR IN YOUR EYES :
-FLUSH IT AWAY WITH A FLOW OF CLEAN WATER FOR BETWEEN 10 AND 15
MINUTES.
-GET IMMEDIATE MEDICAL AID IF IRRITATION OCCURS.
DO NOT BREATHE THE FUMES FROM THE MATERIAL.
DO NOT SMOKE WHEN YOU USE THE MATERIAL.
DO NOT USE THE MATERIAL NEAR A FLAME, SPARKS OR SOURCES OF
HEAT.
THESE MATERIALS ARE DANGEROUS : THEY ARE POISONOUS, FLAMMABLE
AND SKIN IRRITANTS.
(1) Make sure that the O-ring (6) is in good condition. If the O-ring (6)
is not in good condition, use a new one.
R (3) Install the teflon-gasket (8) on the antenna (4).
(4) Push the shrink sleeve (12) ABS0916B07 in position below the thread
(14) of the antenna connector (3) and shrink it.
(5) Push the shrink sleeve (11) ABS0916B08 over the coaxial cable.
condition.
(9) TORQUE the coaxial connector (2) to 0.265 m.daN (23.45 lbf.in).
(10) Apply BONDING AND ADHESIVE COMPOUNDS (Material No. 08-092) (10)
around the cable.

R

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(11) Push the shrink sleeve (12) ABS0916B08 in position over both
connectors (2) and (3) and shrink it.
(12) Apply sealant:
WARNING : OBEY THE MANUFACTURERS INSTRUCTIONS WHEN YOU USE

_______
THIS/THESE MATERIAL/S.
USE PROTECTIVE CLOTHING, RUBBER GLOVES, GOGGLES AND A MASK.
(a) Apply some sealant SEALANTS (Material No. 09-001B) or SEALANTS

(Material No. 09-001D)over the ends of the shrinksleeve (11) and
also on the antenna body (inner part up to the O-ring).
(b) Apply on the periphery of the antenna flange a approximately 3mm

wide interface sealant SEALANTS (Material No. 09-016) or SEALANTS
(Material No. 09-008E).
(13) Put the antenna (4) in position. Make sure that the FWD sign or the
datum mark on the antenna points are in the direction of flight.
Install the screws (5).
____
between the antenna (4) and the fuselage structure (1) .
(Ref. TASK 20-28-00-912-005)
lbf.in) in a diagonally opposite sequence.
(15) Remove sealant:

_______
(a) Remove the unwanted sealant with a SCRAPER - NON METALLIC.
(Ref. TASK 20-28-00-912-005).
(17) Make a sealing:

_______

R

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(a) Make a sealing bead with SEALANTS (Material No. 09-016) or
SEALANTS (Material No. 09-008E) around the antenna (4).
(18) Apply SEALANTS (Material No. 09-016) or SEALANTS (Material No. 09-
008E) to the heads of the screws (5).
(19) Make the contour of the sealant:

_______
(a) Make the contour of the sealant on the screws (5) and around the
antenna (4) smooth.
(21) Apply to the sealant:

_______
(a) Apply STRUCTURE PAINTS (Material No. 16-003) to the sealant

around the base of the antenna (4).

____

EFF :

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R **ON A/C 901-999,
R Subtask 34-42-11-420-055-A
R E. Installation of the Radio Altimeter Antenna

R (Ref. Fig. 401/TASK 34-42-11-991-001-B)
R WARNING : MAKE SURE THAT THERE IS A GOOD FLOW OF AIR THROUGH THE WORK
_______
R AREA WHEN YOU USE SPECIAL MATERIALS.
R IF YOU GET ONE OF THESE MATERIALS ON YOUR SKIN, IN YOUR MOUTH
R OR IN YOUR EYES :
R -FLUSH IT AWAY WITH A FLOW OF CLEAN WATER FOR BETWEEN 10 AND 15
R MINUTES.
R -GET IMMEDIATE MEDICAL AID IF IRRITATION OCCURS.
R DO NOT BREATHE THE FUMES FROM THE MATERIAL.
R DO NOT SMOKE WHEN YOU USE THE MATERIAL.
R DO NOT USE THE MATERIAL NEAR A FLAME, SPARKS OR SOURCES OF
R HEAT.
R THESE MATERIALS ARE DANGEROUS : THEY ARE POISONOUS, FLAMMABLE
R AND SKIN IRRITANTS.
R (1) Make sure that the O-ring (6) is in good condition. If the O-ring (6)
R is not in good condition, use a new one.
R (2) Install the O-ring (6).
R (3) Install the teflon-gasket (8) on the antenna (4).
R (4) Push the shrink sleeve (12) ABS0916B07 in position below the thread
R (14) of the antenna connector (3) and shrink it.
R (5) Push the shrink sleeve (11) ABS0916B08 over the coaxial cable.
R (6) Remove the blanking caps from the electrical connectors.
R condition.
R (8) Connect the coaxial connector (2) to the antenna connector (3).
R (9) TORQUE the coaxial connector (2) to 0.265 m.daN (23.45 lbf.in).
R (10) Apply BONDING AND ADHESIVE COMPOUNDS (Material No. 08-092) (10)
R around the cable.

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R (11) Push the shrink sleeve (12) ABS0916B08 in position over both
R connectors (2) and (3) and shrink it.
R (12) Apply sealant:
R WARNING : OBEY THE MANUFACTURERS INSTRUCTIONS WHEN YOU USE

_______
R THIS/THESE MATERIAL/S.
R USE PROTECTIVE CLOTHING, RUBBER GLOVES, GOGGLES AND A MASK.
R (a) Apply some sealant SEALANTS (Material No. 09-001B) or SEALANTS

R (Material No. 09-001D)over the ends of the shrinksleeve (11) and
R also on the antenna body (inner part up to the O-ring).
R (b) Apply on the periphery of the antenna flange a approximately 3mm

R wide interface sealant SEALANTS (Material No. 09-016) or SEALANTS
R (Material No. 09-008E).
R (13) Put the antenna (4) in position. Make sure that the FWD sign or the
R datum mark on the antenna points are in the direction of flight.
R Install the screws (5).
R NOTE : The antenna mounting screws (5) give the electrical bonding
____
R between the antenna (4) and the fuselage structure (1) .
R (Ref. TASK 20-28-00-912-005)
R (14) TORQUE the screws (5) to between 0.3 and 0.35 m.daN (26.54 and 30.97
R lbf.in) in a diagonally opposite sequence.
R (15) Remove sealant:

_______
R (a) Remove the unwanted sealant with a SCRAPER - NON METALLIC.
R and the fuselage structure (1) is not higher than 5 milliohms
R (Ref. TASK 20-28-00-912-005).
R (17) Make a sealing:

_______

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R (a) Make a sealing bead with SEALANTS (Material No. 09-016) or
R SEALANTS (Material No. 09-008E) around the antenna (4).
R 008E) to the heads of the screws (5).
R (19) Make the contour of the sealant:

_______
R (a) Make the contour of the sealant on the screws (5) and around the
R antenna (4) smooth.
R (21) Apply to the sealant:

_______
R (a) Apply STRUCTURE PAINTS (Material No. 16-003) to the sealant

R around the base of the antenna (4).
R 001) to the sealant on the head of the screws (5).

____
R **ON A/C ALL
Subtask 34-42-11-865-052
F. Remove the safety clip(s) and the tag(s) and close this(these) circuit
breaker(s):
FOR 5SA1(6SA1)
1SA1
FOR 5SA2(6SA2)
1SA2

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Subtask 34-42-11-740-050
G. Do the BITE test of the radio altimeter system (Ref. TASK 34-42-00-740-
002).
5. Close-up
________
Subtask 34-42-11-862-050
A. De-energize the ground service network

(Ref. TASK 24-42-00-862-001).

EFF :

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TRANSCEIVER - RADIO ALTIMETER (2SA1,2SA2) - REMOVAL/INSTALLATION
________________________________________________________________
TASK 34-42-33-000-001
Removal of the Radio Altimeter Transceiver 2SA1 and 2SA2
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

Power
34-42-33-991-001 Fig. 401
3. __________
Job Set-up
Subtask 34-42-33-861-050

(Ref. TASK 24-42-00-861-001)

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Subtask 34-42-33-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 2SA1
R
R
FOR 2SA2
R
Subtask 34-42-33-010-050
C. Get Access
(1) Open the AFT Cargo Door 826. (Ref. TASK 52-30-00-860-001)
(2) Put the access platform at the aft cargo door 826.
(3) Remove the access panel 152GW.
4. Procedure
_________
(Ref. Fig. 401/TASK 34-42-33-991-001)
Subtask 34-42-33-020-051
A. Removal of Radio Altimeter Transceiver
NOTE : The removal procedure is the same for the radio altimeter
____
transceiver 2SA1 and 2SA2.
(1) Loosen the knurled nuts (3) and lower the fasteners.
(2) Carefully remove the transceiver (1) from the rack (2).
NOTE : Make sure that you do not damage the electrical connector
____
pins.

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Radio Altimeter Transceiver
Figure 401/TASK 34-42-33-991-001

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R
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TASK 34-42-33-400-001
Installation of the Radio Altimeter Transceiver 2SA1 and 2SA2
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

Power
the External Power
34-42-33-991-001 Fig. 401
3. __________
Job Set-up
Subtask 34-42-33-860-050

(Ref. TASK 24-42-00-861-001)
(2) Make sure that the AFT cargo-compartment door (Ref. TASK 52-30-00-
860-001) is open.

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(3) Make sure that the access panel 152GW is removed.
(4) Make sure that the access platform is in position at the Aft cargo
door 826.
Subtask 34-42-33-865-051
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 2SA1
R
R
FOR 2SA2
R
4. Procedure
_________
(Ref. Fig. 401/TASK 34-42-33-991-001)
Subtask 34-42-33-420-050
A. Installation of the Radio Altimeter Transceiver
NOTE : The installation procedure is the same for the radio altimeter
____
transceiver 2SA1 and 2SA2.
condition.
(5) Carefully install the transceiver (1) into the rack (2).
NOTE : Make sure that the transceiver is correctly aligned to prevent

____
damage to the electrical connectors (4).

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(6) Lift the fasteners and tighten the knurled nuts (3) until the
transceiver (1) is correctly attached.
Subtask 34-42-33-865-052
breaker(s):
FOR 2SA1
1SA1
FOR 2SA2
1SA2
Subtask 34-42-33-740-050
C. Do the BITE test of the radio altimeter (Ref. TASK 34-42-00-740-002).
NOTE : If the aircraft is operated in actual CAT 3 conditions, you must

____
also do the LAND CAT III capability test: (Ref. TASK 22-97-00-710-
001).
5. Close-up
________
Subtask 34-42-33-860-051
(1) On the FTL CTL panel 23VU, push the FAC1 pushbutton switch (the OFF
legend goes off.
(2) On the FTL CTL panel 24VU, push the ELAC2 pushbutton switch (the OFF
legend goes off.
Subtask 34-42-33-410-052
B. Close Access
items.
(2) Install the access panel 152GW.
(4) Close the AFT Cargo Door 826 (Ref. TASK 52-30-00-860-002).

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Subtask 34-42-33-862-050
C. De-energize the ground service network

(Ref. TASK 24-42-00-862-001)

EFF :

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R
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FAN - RADIO ALTIMETER TRANSCEIVER (3SA1,3SA2) - REMOVAL/INSTALLATION
____________________________________________________________________
TASK 34-42-45-000-001
Removal of the Radio Altimeter-Transceiver Fan 3SA1 (3SA2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

Power
34-42-45-991-001 Fig. 401
3. __________
Job Set-up
Subtask 34-42-45-861-050

(Ref. TASK 24-42-00-861-001)

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Subtask 34-42-45-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 3SA1
R
R
FOR 3SA2
R
Subtask 34-42-45-010-050
C. Get Access
(1) Open the AFT Cargo Door 826 (Ref. TASK 52-30-00-860-001).
(3) Remove the access panel 152HW.
4. Procedure
_________
(Ref. Fig. 401/TASK 34-42-45-991-001)
Subtask 34-42-45-020-052
A. Removal of the Radio Altimeter Transceiver Fan
NOTE : The procedure is the same for the radio altimeter-transceiver fans
____
3SA1 and 3SA2.
(2) Remove the screws (2), the washers (3) and remove the fan assembly
(1).
(3) Remove the nuts (6), the washers (5), the bolts (4), and remove the
cover (7).
(4) Disconnect the electrical connections (13).

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Radio Altimeter-Transceiver Fan.
Figure 401/TASK 34-42-45-991-001

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(6) Remove the nuts (11), the washers (10) and the bolts (9).
(7) Remove the blower (12).

EFF :

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TASK 34-42-45-400-001
Installation of the Radio Altimeter-Transceiver Fan 3SA1 (3SA2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

Power
the External Power
R 34-42-00-750-001 Operational Check and Detailed Inspection for
R Contamination of the Radio Altimeter Fan
3. __________
Job Set-up
Subtask 34-42-45-860-050

(Ref. TASK 24-42-00-861-001)
(2) Make sure that the Aft cargo-compartment door (Ref. TASK 52-30-00-
860-001) is open.

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(3) Make sure that the access panel 152HW is removed.
(4) Make sure that the access platform is in position at the Aft cargo
door 826.
Subtask 34-42-45-865-051
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 3SA1
R
R
FOR 3SA2
R
4. Procedure
_________
Subtask 34-42-45-420-050
A. Installation of the Radio Altimeter Transceiver Fan
condition.
(5) Install the blower (12) with the bolts (9), the washers (10) and the
nuts (11).
(6) Connect the electrical connections (13).
(7) Install the cover (7) with the bolts (4), the washers (5) and the
nuts (6).
(8) Install the fan assembly (1) with the screws (2) and the washers (3).

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(9) Connect the electrical connector (8).
Subtask 34-42-45-865-052
breaker(s):
FOR 3SA1
1SA1
FOR 3SA2
1SA2
Subtask 34-42-45-750-050
C. Do the fan test of the radio altimeter system (Ref. TASK 34-42-00-750-
001).
5. Close-up
________
Subtask 34-42-45-410-050
A. Close Access
items.
(2) Install the access panel 152HW.
Subtask 34-42-45-862-050
B. De-energize the ground service network

(Ref. TASK 24-42-00-862-001)

EFF :

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R
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FAN - RADIO ALTIMETER TRANSCEIVER (3SA1,3SA2) - CLEANING/PAINTING
_________________________________________________________________
TASK 34-42-45-100-001
Cleaning of the Radio Altimeter Transceiver Fan
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific air blower

No specific soft brush
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

Power
the External Power
R 34-42-00-750-001 Operational Check and Detailed Inspection for
R Contamination of the Radio Altimeter Fan
34-42-33-000-001 Removal of the Radio Altimeter Transceiver 2SA1 and
2SA2
34-42-33-400-001 Installation of the Radio Altimeter Transceiver 2SA1
and 2SA2
34-42-45-000-001 Removal of the Radio Altimeter-Transceiver Fan 3SA1
(3SA2)
34-42-45-400-001 Installation of the Radio Altimeter-Transceiver Fan
3SA1 (3SA2)

EFF :

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

3. __________
Job Set-up
Subtask 34-42-45-861-051

(Ref. TASK 24-42-00-861-001)
Subtask 34-42-45-865-053
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 3SA1
R
R
FOR 3SA2
R
Subtask 34-42-45-010-051
C. Get Access
(1) Open the AFT Cargo Door 826 (Ref. TASK 52-30-00-860-001).
(3) Remove the access panel 152HW.

EFF :

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4. Procedure
_________
Subtask 34-42-45-020-053
A. Remove the radio altimeter units
(1) Remove the radio altimeter transceiver (Ref. TASK 34-42-33-000-001).
(2) Remove the radio altimeter transceiver fan (Ref. TASK 34-42-45-000-
001).
Subtask 34-42-45-100-052
B. Cleaning
(1) Use a soft brush and/or an air blower to clean the fan or the fan
housing.
NOTE : Make sure that the fan and the fan housing are blocked when
____
you use an air blower. Cleaning with an air blower can cause
exessive fan rotation speed and thus fan failure.
Subtask 34-42-45-420-051
C. Install the radio altimeter units
(1) Install the radio altimeter transceiver fan (Ref. TASK 34-42-45-400-
001).
(2) Install the radio altimeter transceiver (Ref. TASK 34-42-33-400-001).
Subtask 34-42-45-865-054
D. Remove the safety clip(s) and the tag(s) and close this(these) circuit
breaker(s):
FOR 3SA1
1SA1
FOR 3SA2
1SA2

EFF :

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Subtask 34-42-45-710-051
E. Do the test
(1) Do the fan test of the radio altimeter system (Ref. TASK 34-42-00-
750-001).
(2) Do the Bite test of the radio altimeter (Ref. TASK 34-42-00-740-002).
NOTE : If the aircraft is operated in actual CAT 3 conditions, you

____
must also do the LAND CAT III capabillity test (Ref. TASK 22-
97-00-710-001).
5. Close-up
________
Subtask 34-42-45-410-052
A. Close Access
items.
(2) Install the access panel 152HW.
Subtask 34-42-45-862-051
B. De-energize the ground service network

(Ref. TASK 24-42-00-862-001)

EFF :

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TRAFFIC COLLISION AVOIDANCE SYSTEM (TCAS) - DESCRIPTION AND OPERATION
_____________________________________________________________________
1. General
_______
A. Presentation
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.
TCAS Change 7 has been mandatory in Europe since year 2000.
The TCAS periodically interrogates their transponders, computes their
trajectories and constantly determines their potential threat. The
acquisition of their signals is achieved by means of two transmit/receive
antennas, one located on the underside of the fuselage and the other on
the top.
The system can establish individualized communications with each aircraft
through ATC/Mode S transponders, thus permitting operation in dense
traffic areas while avoiding an overload of radio-electric transmissions
that would result from a general all-intruder response.
The TCAS II system is designed to provide the air traffic control system
with an additional possibility. It usually operates independently but may
be controlled from ground stations.
The TCAS has the capability to communicate with ATCRBS (Air Traffic
Control Radar Beacon System) ground stations equipped with the Mode S
system to indicate to them the vertical maneuver orders presented to the
aircraft pilot. This information can facilitate the task of the ground
station controller who, in turn, can modify the TCAS operating mode and
cancel the avoidance orders if he deems it necessary for safety.
The system maintains surveillance within a sphere determined by the
transmit power and receiver sensitivity of the TCAS computer. The area in
which a threat is imminent depends on the speed and path of the own A/C
and the threat A/C.
There is an area defined as TAU within the surveillance arc which
represents the minimum time the flight crew needs to discern a collision
threat and take evasive action.
The TCAS can track up to 40 intruders at the same time.
Its detection capability covers:
- in range: an area of 60 NM in forward direction, 30 NM in the side
quadrants and 20 NM in aft direction. However (in forward direction and
on condition that the aircraft is at FL 180 or above, and in an area of
low traffic density) the detection capability can cover up to 100 NM
- in altitude: plus or minus 9900 ft.
Display is authorized in three possible ranges:
- Above: -2700 ft to 9900 ft
- Below: -9900 ft to 2700 ft
- All traffic: -2700 ft to 2700 ft.
(Ref. Fig. 001)

R

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TCAS - Surveillance and Display
Figure 001

R

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The TCAS computer can store the ten most recent Resolution Advisory (RA)
and the sixty most recent Traffic Advisory (TA) events in its memory with
information related to the aircraft involved (range, altitude, bearing,
Mode S adress,etc.). These events can be downloaded through a PCMCIA card
inserted in the front face of the TCAS computer.
The TCAS can also receive and compute passive surveillance Automatic
Dependent Surveillance-Broadcast (ADS-B or extended squitters) from the
Enhanced Surveillance (EHS) transponders.
This function is activated through pin programming.
NOTE : The description of this system is based on the information

____
provided by RTCA D0185A change 7.0.
B. Principle
When an aircraft is airborne, its TCAS periodically transmits
interrogation signals for all ATCRBS and Mode S transponder-equipped
aircraft in the vicinity. These interrogations are received by the ATCRBS
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.
Each threat is treated individually but the TCAS determines the best
collision avoidance possibility with respect to all aircraft in its
vicinity, while establishing maneuver coordination with the other
TCAS-equipped aircraft. The optimum maneuver is the one that ensures an
adequate separation of trajectories with a minimum vertical trend
variation.
C. Advisories
Visual and aural advisories are supplied by the TCAS computer whenever
assessment of the relative position of two aircraft reveals a potential
collision hazard.
The Traffic Advisories (TA) indicate the position of nearby aircraft
which are or may become a threat. Their display alerts the flight crew to
the presence of intruders and facilitates their visual acquisition.
The Resolution Advisories (RA) may be divided into two categories:
- Corrective Advisories that instruct the pilot to deviate from current
vertical rate
- Preventive Advisories that instruct the pilot to avoid certain
maneuvers.

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D. Display
Visual indications are presented on the Electronic Flight Instrument
System (EFIS).
The Navigation Display (ND) is used to indicate the situation in the
nearby traffic area: a symbol is displayed for each intruder on the image
in the ARC or ROSE mode.
The avoidance maneuver indications, if any, are displayed on the vertical
speed scale of the Primary Flight Display (PFD) by means of a band of
colored sectors showing the vertical speed value to be adopted in order
to avoid any risk of collision.
E. Coordination
The avoidance maneuvers initiated by the TCAS could create a conflict
situation if directed at another TCAS-equipped aircraft as this aircraft
may also take similar evasive action, resulting in an unchanged
situation.
To avoid this situation, a communication link between the two aircraft is
established via the transponders, exchanging coordination messages.
The first aircraft to detect the other one initiates the communication
procedure, indicates the maneuvers it intends to perform and communicates
orders to the other aircraft requesting it to maintain its trajectory.
This necessarily involves the use of Mode S transponders, the only
equipment of this type possessing the LINK function required for data
exchange.
The Mode S transponders provide the capability to transmit a unique
address (24 bits) assigned to each aircraft, permitting them to reply
individually to other TCAS-equipped aircraft. It can respond to ground
station interrogations in Mode A and Mode C and also in Mode S if the
stations are suitably equipped.
R
The ground stations can modify the TCAS operating mode via the
transponder link so as to inhibit resolution advisories in certain
conditions.
2. Component
__________________
Location
(Ref. Fig. 002)
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
3SH CTL UNIT-ATC/TCAS 11VU 211 831 34-52-12
1SG CMPTR-TCAS 82VU 128 824 34-43-34
7SG1 ANTENNA-TCAS, TOP 230 34-43-11
7SG2 ANTENNA-TCAS, BOTTOM 130 34-43-11

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TCAS - Component Location
Figure 002

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3. System
__________________
Description
R (Ref. Fig. 003)
R **ON A/C 101-109, 902-907,
R (Ref. Fig. 004)
R **ON A/C 110-199, 908-999,
R (Ref. Fig. 004A)
R **ON A/C 101-199, 902-999,
The TCAS environment is composed of items closely associated with its

operation, such as the transponders and the EFIS display units and
peripherals supplying parameters or with maintenance functions.
A. TCAS Computer
The TCAS computer is the heart of the TCAS II system.
It complies with the dimensional standard in ARINC 600 for 6 MCU form
factor.
It is compatible with ARINC 600 forced air cooling.
It ensures two main functions:
- a radio-electric transmission reception function in the L-band
frequency for intruder acquisition
- a processing function ensuring total operation control: digital,
discrete and analog-type interfaces, intruder trajectory computation
and tracking, visual and aural alert commands.
B. Directional Antennas
The TCAS has two antennas, one located on the top of the aircraft and the
other on the underside of the fuselage. These antennas, of the
transmit/receive type, provide azimuth information on aircraft located
within the TCAS surveillance range. They consist of four independent
elements. In reception, the amplitude of the signals received by each
element depends on the direction of the signal source, which permits the
relative bearing of the transmitting aircraft to be determined.
C. ATC/TCAS Control Unit

The ATC/TCAS control unit common to the ATC transponders and the TCAS,
enables the operating modes of these two items of equipment to be
selected. Information intended for the TCAS is transmitted via an ARINC
429 bus to the transponders which in turn transmit it to the TCAS
computer.

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TCAS Block Diagram - Data Acquisition
Figure 003

R

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TCAS Block Diagram - Maintenance and Display
Figure 004

R

EFF :

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R TCAS Block Diagram - Maintenance and Display
R Figure 004A

R

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D. Associated Items
(1) ATC/Mode S transponders

Two ATC/Mode S transponders, one active and the other on standby, are
used with their antennas. Each transponder is linked to the TCAS by
one high-speed ARINC 429 bus for transmission and another one for
reception.
Apart from the specific transponder functions (response to ATC ground
station interrogations) they permit communication between the TCAS
and a TCAS-equipped detected aircraft.
(2) Displays
Advisories are displayed by the Electronic Instrument System (EIS) by
high speed transmission of ARINC 429 messages on the buses linking
the TCAS to the DMCs 1 on one hand and to the DMC2 on the other hand.
Depending on the EFIS DMC selection, the DMC 3 receives either the
TA/RA display bus 1 (CAPT3/NORM positions) or the TA/RA display bus 2
(FO3 position). The FWCs connected in parallel on these buses monitor
the validity of the information.
The NDs provide indications on the location of intruders in the
traffic area. The PFDs provide the flight crew with vertical speed
correction information to avoid them.
The ECAM system also presents warning messages.
E. Peripherals
The TCAS receives information from the following equipment:
(1) Radio altimeter

The radio altitude is an essential parameter for the TCAS. In the 0
to 2500 ft range it permits modulation of system sensitivity and
triggering of inhibit orders. For this reason, two radio altimeters,
are linked to the TCAS via the low speed ARINC 429 bus. Radio
Altimeter 1 is used first, and if not available (or if it is NCD),
then Radio Altimeter 2 is used to calculate altitude, and compute
inhibitions.
(2) Air data system

Barometric altitude information fulfils the same functions as radio
altitude information but for the range over 2500 ft. The ADIRU, which
is not directly linked to the TCAS computer, transmits this
information to the computer across the transponders via the ARINC 429
buses.
(3) Inertial reference system

The TCAS is linked by a high speed ARINC 429 bus to the aircraft
ADIRU1 which supplies it with magnetic heading and pitch and roll
attitude information.

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(4) Landing Gear Control and Interface Unit (LGCIU)
The LGCIU provides the TCAS with the following discrete signals:
- ground/flight signal (RH main landing gear compressed)
- landing gear extended signal (LH main landing gear downlocked).
(5) Centralized Fault Display Interface Unit (CFDIU)

The TCAS computer communicates with the Centralized Fault Display
System (CFDS) via two low speed ARINC 429 buses.
(6) Data loader

It is possible to load software data into the TCAS computer by means
of a mobile data loader with remote loading capability linked by two
low speed ARINC 429 buses to a dedicated connector in the aircraft.
NOTE : Data loading is allowed only through application of Airbus

____
Service Bulletin or Vendor Service Bulletin.
(7) Flight Data Interface Unit (FDIU)

The FDIU receives TCAS data from the DMC.
The following parameters are recorded by the FDIU:
- RA related information (label 270):
* advisory rate to maintain
* combined control
* vertical control
* up advisory
* down advisory
- manual sensitivity level (SL 0, 1, 2)
- TA issued or not.
(8) Various discrete signals

Discretes are used for the inhibition of certain advisories by
equipment with higher priority than the TCAS:
- advisory inhibit by the windshear signal
- advisory inhibit by the stall warning
- advisory inhibits by the ground proximity warning.
(9) Pin programming

Discrete pin program inputs are used:
- audio level to set the audio level of the synthetic voice output
- all traffic/threat traffic display at Threat Traffic indicates that
intruders are only displayed if a TA or RA is presented
- ground display mode: specifies that the display mode, when the
aircraft is on the ground, is the TA mode only
- display intruder limit: indicates the maximum number of intruders
that can be displayed (8)
- aircraft altitude limit, configured at 48,000 ft informs the TCAS
computer that it must inhibit climb orders above this altitude.

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- passive surveillance to record parameters (such as velocity,
position, intent...) coming from other aircraft in the vicinity,
equipped with Elementary Surveillance (ELS) and Enhanced
Surveillance (EHS) transponders.
4. Power
____________
Supply
The TCAS is supplied with 115VAC, 100 watt power rating. The ATC/TCAS
control unit, common to the transponders and the TCAS, is also supplied with
115VAC:
- the 115VAC BUS1 101XP supplies the TCAS via circuit breaker 4SG
- the 115VAC SHED ESS BUS 801XP supplies the ATC1 system via circuit breaker
5SH1
- the 115VAC BUS2 204XP supplies the ATC2 system via circuit breaker 5SH2.
The ATC/TCAS control unit is energized through the two circuit breakers
5SH1 and 5SH2.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
49VU COM NAV/ATC/1 5SH1 G11
121VU COM NAV/TCAS 4SG K10
121VU COM NAV/ATC/2 5SH2 K07
5. _____________________
A. TCAS Computer
(Ref. Fig. 005, 006)
(1) Introduction
The TCAS computer is divided into four major sections:
- Radio Frequency section (RF)
- Video Processor (VP)
- Data Processor (DP)
- Input/Output Processor (IOP)
(2) Radio frequency section
(a) General
The RF section consists of receiver, transmitter and RF switch
portions.
The receiver processes the raw ATCRBS or Mode S intruder reply
data received from either the top or bottom antenna. The
transmitter portion of the RF section interrogates intruders once
per second, also using either antenna.

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TCAS Computer
Figure 005

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TCAS Computer - Block Diagram
Figure 006

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The RF switch portion selects the antenna (top or bottom) for the
transmission and reception of the TCAS signals.
For ATCRBS intruders, interrrogations are accomplished by
controlling a whisper shout attenuation system which provides
successive responses, starting with the nearest aircraft and
continuing progressively to those farther away so as to avoid
saturating the radio-electric space and resulting interference.
(b) RF switch
The RF switch is dual-purpose:
- it switches the transmission/reception circuits between the top
and bottom antennas
- it directs antenna links either to the transmit circuits or to
the receive circuits as the antenna links and elements are used
indifferently for transmission and reception.
The four elements of each antenna are connected to hyperfrequency
multiplexers controlled by the video controller.
(c) Transmitter
The transmitter generates the 1030 MHz carrier frequency required
for TCAS transmission. For a Mode S interrogation, this frequency
is modulated in DPSK (Data Phase Shift Keyed) format by the video
controller module. For Mode C interrogations the frequency is
applied to the whisper shout attenuator which attenuates the
signal from 0 to 32 dB in 1 dB increments. The modulated
frequency is then split into four parts by a programmable circuit
controlled by the video controller so as to divide transmitter
output into four separate antenna-element drive channels.
(d) Receiver
The receive circuitry consists of three RF channels. The signals
are received through the antenna elements and processed as pairs.
The paths of the signals between antenna element pairs and
receiver pairs are exchanged by swap switches to eliminate the
phase error in the different circuits.
In each receiver, the RF signal is mixed with the local
oscillator signal to produce a 60 MHz intermediate frequency
signal.
The processed signals are applied to phase detectors that
determine the sine and cosine relationship between antenna
element pairs. After amplification, these signals are transmitted
to the video processor where relative bearing is determined.
Logarithmic outputs from the three receivers are also applied to
a log summer which passes the log sum signal to the video
processor where it is decoded to determine range and altitude.

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(3) Video processor
The video processor contains circuitry needed to perform the
following functions:
- analog-to-digital conversion of the sine, cosine and log sum inputs
- quantization of the log video inputs by comparing the log video
against a threshold level to reduce the effect of multi-path
replies
- decoding of ATCRBS Mode A and Mode C replies and elimination of
phantom replies
- Mode S and address decoding and error detection/correction
- storing of real time bearing information versus range during ATCRBS
or Mode S interrogations.
The video processor uses the video memory module to temporarily store
the following information:
- squitter bearing and data
- interrogation bearing and data
- range
- reply edge data for range measurement.
The video controller generates outputs as required for control of the
transmitter, antenna switches and receiver.
(4) Data processor

The data processor module processes the data input from the video
processor and input/output circuits. It also operates the links
between the associated transponders and supplies the connector,
reserved for the data recorder, mounted on the computers front
panel, via the interface circuits.
The data processor module provides the computational capabilities
required for processing the TCAS functions. It is based on an Intel
80386 microprocessor operated at 32 MHz. It is optimized for numeric
processing and associated with an 80387 numeric data coprocessor.
Program memory, which contains the preprogrammed system operating
instructions is contained in EPROMs (programmable read only memory
erasable by ultra-violet rays ) on memory module I. Random access
memory (RAM) on memory modules I and II provides temporary storage
for data that is acquired or used during system operation.
Input/output circuitry permits direct communication with the
transponders via an ARINC 429 high speed bus interface. It also
includes a discrete I/O interface for a data recorder (via PCMCIA
card or a Portable Data Loader). It uses a new Simsoft protocol by
means of the PCMCIA card inserted in the front face of the computer
TPA 100A. A converter from PCMCIA to RS-232 protocol is necessary to
link the TCAS to the simulator.

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(5) Inputs/Outputs (I/O)
Managed by an Intel 80C186 microprocessor whose program is contained
in a Read Only Memory (ROM), the I/O module provides the main
interface between the data processor and external hardware. It
acquires most of the aircraft data used by the TCAS and transmits
control and information signals to the other equipment. This modules
activity is under control of the data processor who exchanges with it
specific messages via a storage serving as a mailbox in both
directions.
The data is composed of discrete inputs/outputs, program pins and
ARINC 429 data except those of the transponder, acquired directly by
the data processor. This module also contains the synthesized voice
message generation and possess the capability to process analog
signals for non-digital aircraft. A validity check is performed on
ARINC 429 input data.
The synthesized voice generator transmits messages from a ROM
containing all the information required to generate advisories. Two
audio output channels (low and high level) are available. The low
level audio outputs are connected to the cockpit loud speakers
through the AMU.
(6) Data loader

A plug is installed next to the computer for the loading of the
operational program and I/O configuration data into the TCAS computer
via 2 ARINC 429 low speed buses, by means of a data loader. It will
be possible to load data by means of the Multipurpose Disk Drive Unit
(MDDU) (data loader installed on the aircraft), or the Portable Data
Loader or throught the PCMCIA card incerted in the front face of the
TCAS computer.
B. ATC/TCAS Control Unit

For detailed description, Ref. 34-52-00, Para. 5.B.
C. TCAS Antennas
(Ref. Fig. 007)

The directional antenna is composed of four passive vertically-polarized
elements. This high-strength composite antenna is provided with a curved
base (110 in), eight fuselage mounting screws and four color-coded
connectors used to coaxially connect the four antenna elements to the
TCAS computer.
A teflon gasket is located between the fuselage and the base of the
antenna, in order to facilitate the removal of the antenna.

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TCAS Antenna
Figure 007

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An O-ring is provided to seal the antenna to the fuselage. The antenna is
used to receive and provide directional information for 1090 MHz Mode S
squitters, Mode S and Air Traffic Control Radar Beacon System (ATCRBS)
replies. Proper phasing of the four antenna elements enables omni or
directional transmission of 1030 MHz broadcast or coordination messages
and ATCRBS or Mode S interrogations.
6. Operation
_________
(Ref. Fig. 008)
A. Intruder Detection
The TCAS detects A/C equipped with Mode S transponders by listening for
squitter transmissions. Mode S transponders announce their presence by
transmitting squitter messages once every second. The TCAS also detects
A/C equipped with transponders that do not reply to Mode S interrogations
but do reply to Mode C interrogations. The TCAS must actively search for
Mode C equipped intruder aircraft because Mode C transponders do not
transmit squitter messages. Once the presence of a Mode C intruder is
confirmed, it is tracked by the TCAS. The TCAS is capable of tracking up
to a combined total of 45 Mode S and Mode C intruders.
Tracking is performed by repetitive TCAS interrogations in Mode S and
Mode C format.
(1) Interrogation of aircraft equipped with Mode A or Mode C transponders

With respect to aircraft equipped with Mode A or Mode C transponders,
the TCAS is active and transmits Mode C only all-call interrogations
(P1, P3 and P4 pulses). The code is similar to the one used by the
Mode A and Mode C ground stations. The P4 pulse informs those Mode S
transponders that this interrogation is not addressed to them
(Ref. Fig. 009)
The nominal time interval between two interrogations is one second.
But, to limit radio-electric interference in dense traffic areas,
each interrogation consists of a series of interrogations of
increasing strength to reach more remote aircraft (whisper-shout)
with 1 ms time periods inside the series.
(Ref. Fig. 010)
The first transmission consists of relatively low power P1, P3 and P4
pulses only.
Therefore, only the nearest aircraft will receive and reply to these
interrogations.
Then an S1 pulse is also transmitted. This pulse is at a lower
amplitude, causing the close-in aircraft to interpret this as a side
lobe from the transmitting station, requiring no reply. The purpose
of the whisper-shout sequence is to reduce the number of aircraft
replying to any one interrogation, thus limiting interference.

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TCAS - Operation / Control and Indicating
Figure 008

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TCAS - Mode C Only All-Call Interrogation
Figure 009

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TCAS - Whisper-Shout Transmitter Sequence
Figure 010

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(2) Replies of aircraft equipped with Mode A or Mode C transponders
Aircraft equipped with Mode C transponders reply by transmitting
their altitude, octal encoded in four digits ABCD, with a value of
100 ft for the LSB in the ATCRBS format.
For aircraft of which the Mode A and C transponders do not have the
altitude report, the intruder presentation on the ND is limited to a
display of its position in range and bearing.
(Ref. Fig. 011)
Aircraft equipped with Mode A transponders only cannot be detected by
the TCAS.
(3) Interrogation of aircraft equipped with Mode S transponders
(a) Transmission coding

The TCAS uses the Mode S function for certain identification of
intruders as a 24-bit address is definitively assigned to each
aircraft by air traffic control.
The interrogation comprises three pulses: P1, P2 and P6. P2 level
is equal to or greater than the P1 level, which is the no-reply
condition for the aircraft equipped with Mode A or C
transponders. Therefore, only Mode S transponders reply to the
interrogation.
The useful information is contained in P6 divided into 56 or 112
chips.
A chip is an unmodulated interval of 0.25 microseconds, preceded
by possible phase reversals.
The message formats contain a number of bits permitting a more
complete and diversified information exchange than in Mode C.
There are two distinct message formats:
- all Mode S interrogations (UPLINK format) are binary
differential phase shift keying (DPSK) signals
- Mode S replies (DOWNLINK format) are formed by pulse position
modulation (PPM) encoding the reply data.
(Ref. Fig. 012)
The Mode S reply is preceded by a preamble containing four
pulses of specific duration and intervals intended to guarantee
received message validity. Any messages whose preamble is not
in complete conformity with the model are rejected by the TCAS.
This information is encoded in PPM mode with, for each bit, a
logic level one if the first half of the interval is at 1 and a
logic level zero if it is at zero.
(b) Squitters
The Mode S transponder participates actively in its own detection
by transmitting signals, at one second intervals, intended to
inform nearby aircraft of its presence.

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TCAS - Mode C Reply
Figure 011

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TCAS - Mode S - Interrogation and Reply
Figure 012

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This transmission, called squitter transmission, consists of a
Format DF = 11 message, containing the Mode S 24-bit address
assigned to the aircraft, whereas all the bits of the message PI
field at zero indicates a squitter.
(c) Mode S communication messages

The Mode S ATC communications system supporting personalized
exchanges between ATC ground stations and Mode S
transponder-equipped aircraft comprises:
- a set of 25 standard messages for station-aircraft uplinks
(Uplink format) identified UFxx
- another set of 25 standard messages for downlinks (Downlink
format) identified DFxx.
The message may be long or short and contain either 56 or 112
bits.
Each message consists of specific fields with bit combinations
that have specific meanings. Two fields, however, have an
identical definition for all messages:
- the message-type field consisting of bits 1 to 5 whose coding
translates the format decimal value into binary
- the address field containing the last 24 bits of the message
(bits 33 to 56 or bits 89 to 112 depending on whether the
message is short or long). These 24 bits contain the Mode S
address of the transmitter.
The TCAS uses this bidirectional link capability to communicate
with other TCAS equipped aircraft to coordinate avoidance
maneuvers. It may also dialog with ground stations: these
stations have the possibility of monitoring and modifying its
action.
In the Mode S message set, the TCAS uses only six UF-type
messages and eight DF-type messages. These messages are:
- UF0, UF4, UF5, UF16, UF20, UF21
- DF0, DF4, DF5, DF11, DF16, DF17, DF20, DF21.
The following two figures give the list of messages used by the
TCAS for communications with other aircraft and with ground
stations.
They are followed by the definition of the fields used in the
messages.
(Ref. Fig. 013, 014)

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TCAS - Message Uplink Format
Figure 013

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TCAS - Message Downlink Format
Figure 014

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DEFINITION OF UPLINK FORMAT MESSAGE FIELDS
-------------------------------------------------------------------------------
| DESIGNATOR | FIELD | INDICATION |
|-------------|----------------|----------------------------------------------|
| AP | ADDRESS PARITY | Coded address with parity check |
| AQ | ACQUISITION | Indicates if it is an interrogation message; |
| | | 1 = interrogation |
| DI | DESIGNATOR | Specifies type of information contained in SD|
| | IDENT | field |
| MA | MESSAGE | Used by ground station to transmit a TCAS SL |
| | Comm-A | command to a TCAS-equipped aircraft |
| MU | MESSAGE | Used by TCAS to transmit to other aircraft RA|
| | Comm-U | coordination information (under fields UDS, |
| | | MTB, CVC, VRC, CHC, HRC, HSB, VSB) |
| PC | PROTOCOL | Operating commands to the transponder |
| RL | REPLY LENGTH | Indicates if message is short (0) or long (1)|
| RR | REPLY REQUEST | Length and content of reply information |
| | | requested by the interrogator |
| SD | SPECIAL | Contains control codes affecting the |
| | DESIGNATOR | transponder protocol |
-------------------------------------------------------------------------------
DEFINITION OF DOWNLINK FORMAT MESSAGE FIELDS
-------------------------------------------------------------------------------
|-------------|----------------|----------------------------------------------|
| AA | ADDRESS | Mode S address in the clear in 24 bits |
| | ANNOUNCED | |
| AC | ALTITUDE CODE | Information indicating aircraft altitude |
| CA | CAPABILITY | Transponder capability |
| DR | DOWNLINK | Requests extraction of downlink message by |
| | REQUEST | the interrogator (existing RA) |
| FS | FLIGHT STATUS | Flight status of the aircraft: ground, |
| | | flight, alert, SPI |
| ID | IDENTIFICATION | Contains the Mode A identification code |
| | CODE | |
| MB | MESSAGE | Indicates Advisory content to the ground |
| | Comm-B | station |
| MV | MESSAGE | Contains ARA, RAC, VDS subfields used for |
| | Comm-V | coordination |
| RI | REPLY | Type of reply and airspeed capability |
| | INFORMATION | |
| SL | SENSITIVITY | TCAS current sensitivity level |
| | LEVEL | |

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-------------------------------------------------------------------------------
|-------------|----------------|----------------------------------------------|
| UM | UTILITY MESSAGE| Transponder status readouts |
| VS | VERTICAL STATUS| Aircraft status: 0 = airborne, 1 = ground |
-------------------------------------------------------------------------------
B. Measurement of Intruder Parameters
(1) Principle
(a) Determination of relative altitude

Upon confirmed transponder reception, the TCAS starts to
interrogate the intruder. Its altitude is transmitted directly in
the reply (standard barometric altitude) and this information is
used to determine the relative altitude of the two aircraft, by
calculating the barometric altitude difference.
This computation is, however, only possible with respect to Mode
C or Mode S transponder-equipped aircraft.
(Ref. Fig. 015)
(b) Range measurement

The range is calculated by measuring the elapsed time between
transmission of the interrogation signal and return of the reply
transmitted by the intruder. Aircraft are detected from a minimum
range of 14 NM.
(c) Determination of Azimuth

There are several methods for calculating the angle of reception
of a radio-electric signal with respect to a reference direction
such as the aircraft centerline.
The technique used in the TCAS II computer is the interferometer
system.
The interferometry principle is based on a comparison of signal
phases received by four independent elements of the directional
antenna, taken in pairs.
With two poles, E2 and E4, the phase difference of signals
received on the two elements depends on the angle of reception of
these signals since the difference in distance to the source of
the two reception poles varies with this angle.
(Ref. Fig. 016)
If the distance separating the two poles, and the source signal
wavelength are known, the following ratio is obtained:

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TCAS - Relative Altitude Calculation Principle
Figure 015

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TCAS - Determination of Azimuth
Figure 016

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d
S2-S4 = -------- x 360 x sin B
Lambda
where
B : source signal reception angle
S2-S4 : phase difference of signal received on poles E2 and E4
d : distance between the two poles
Lambda : signal wavelength, i.e. for
f = 1090 MHz, 3.10expnt8/1.09 x 10expnt9 = 0.2752 m.
To calculate angle B, the TCAS uses 4 elements installed

perpendicularly two by two which gives:
d
S2-S4 = -------- x 360 x sin B
Lambda
d
S1-S3 = -------- x 360 x cos B
Lambda
and therefore:
S2 - S4
B = Arc tan ---------
S1 - S3
If the antenna is aligned on the aircraft centerline, angle B
represents the source azimuth and may be used to indicate the
intruders bearing on the ND.
(d) Tracking
Once identified, the intruders are tracked by a series of
interrogation-replies in Mode C only all-call for Mode C
transponder-equipped aircraft, and in Mode S for Mode S
transponder-equipped aircraft.
These exchanges permit the TCAS to periodically update the
altitude, range and bearing data for each intruder and to compute
the range rate and altitude rate variations. These data are then
used to determine the time separating the two aircraft from their
closest point of approach.
(e) Broadcast messages

Every ten seconds, the TCAS transmits a broadcast message
intended to inform nearby aircraft, themselves equipped with a
TCAS, of the presence of a TCAS-equipped aircraft in their
traffic area.
These messages, received by the Mode S transponders, are
communicated to the TCAS computer to enable it to know the number
of TCAS-equipped aircraft in its detection envelope. This
information is then used in the interference limitation formulas

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whose results modulate the Mode S interrogation output power
level in inverse proportion to the number of aircraft. This
reduces the number of non-elicited replies received by ground ATC
stations.
The messages transmitted are of the uplink format type UF = 16
with the Mode S 24 bit address of the interrogating TCAS included
in the MID field (bits 65 to 88) with the UDS field (bits 33 to
40) containing the code F50. No response is expected for this
type of message.
(f) Communications frequencies

Communications between two aircraft are always crossed between
transponder and TCAS. The TCAS transmits at a frequency of 1030
MHz to the transponder of the other aircraft, whose reply signals
are at a frequency of 1090 MHz to the TCAS receiver. This choice
allows system compatibility with ground station-transponder links
as the ground stations use the same frequencies as the TCAS.
(Ref. Fig. 017)
C. Coordination
Two TCAS-equipped aircraft must coordinate their maneuvers to avoid the
flight path corrections ordered by each TCAS resulting in a hazardous
situation.
(1) Coordination principle

In most cases of encounters between two TCAS-equipped aircraft,
mutual identification is almost but not quite simultaneous, with
sufficient time lag to establish the priority necessary for the
coordination process.
The first aircraft to detect a potentially dangerous configuration
computes a deviation maneuver sense and communicates it to the other
aircraft.
This aircraft takes the information into account and in turn computes
a correction.
If two aircraft detect each other at exactly the same time and
simultaneously transmit coordination messages containing incompatible
deviation senses it is, by convention, the aircraft that has the
highest Mode S address that cancels its trajectory correction. A time
delay in the display of orders on the display units avoids opposing
orders.

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TCAS - Communication Principle
Figure 017

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(2) Communications protocol
Communications between two aircraft comprises three phases:
(a) Detection phase

The TCAS receives squitter messages transmitted by the
transponder of the intruder aircraft. These are DF11-type
messages transmitted periodically at one second intervals and
intended to enable its detection and identification.
This message essentially uses two fields:
- an AA (Address Announced) field containing the Mode S address
which must be acknowledged
- A PI (parity interrogator Identity) field which is the result
of a parity encoding using a method of polynominal
multiplication. On reception, the Address Announced field is
multiplied by the same polynominal and the result is compared
with the received value.
(b) Surveillance phase

After detection, a surveillance phase starts. This phase is
composed of an acquisition part and a tracking part.
1
_ Acquisition interrogation
When the TCAS receives a squitter and acquires the Mode S
address of the intruder it enters into contact by transmitting
a UFO-type message (Short special surveillance interrogation)
with the following specific fields:
- bit 9, RL = 0: reply message length requested short (56
bits)
- bit 14, AQ = 1: acquisition-type message indication.
2
_ Acquisition reply
The intruders transponder replies to this request by a DFO
message containing the following information:
- bit 6, VS: Vertical Status, = 1 if the aircraft is on the
ground, = 0 if the aircraft is airborne
- bits 9 to 11, SL: Sensitivity level indicates in which
sensitivity level its TCAS is operating
- bits 14 to 17, RI: combinations of bits, from values 8 to
15, specify the maximum speed the aircraft can reach. The
other combinations are not used
- bits 20 to 32, AC: aircraft altitude code indicating the
barometric altitude.
3
_ Tracking interrogation
After its acquisition, the intruder is tracked by UFO-type
interrogations with the following field values:
- RL = 0: reply message length requested short

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- AQ = 0: not an acquisition message.
4
_ Tracking reply
The intruders transponder replies with a DFO message
indicating altitude and TCAS sensitivity level by a
combination of fields SL and RI:
- SL: bits 9 to 11
- RI: bits 14 to 17, combination values 0 to 7. Values 8 to 15
are not used
- AC: bits 20 to 32, aircraft altitude code.
(c) Coordination phase

If the intruder becomes a threat, the TCAS programs a deviation
maneuver to avoid a risk of collision. A coordination procedure
is initiated between the two aircraft with an exchange of the
following messages:
1
_ Coordination interrogation
The TCAS transmits a UF16 Long Special Surveillance message
whose fields contain the following indications:
---------------------------------------------------------------------
| BITS | FIELD | INDICATION |
|-------|--------|--------------------------------------------------|
| 9 | RL | = 1: reply message length requested long |
| 14 | AQ | = 0: non-acquisition type interrogation |
| 33-40 | UDS | U Definition Subfield - defines the other data |
| | | in the MU field (Comm-U), composed of bits 42 |
| | | to 88 |
| 42 | MTB | Indicates multiple threat processing |
| 43-44 | CVC | Cancel Vertical resolution advisory Complement - |
| | | used to cancel an RA complement sent earlier to |
| | | an intruder |
| 45-46 | VRC | Vertical Resolution advisory Complement - used to|
| | | transmit an RA vertical complement to the intru- |
| | | der requesting it not to modify its trajectory |
| | | (dont climb, dont descend) |
| 47-49 | CHC | Cancel Horizontal resolution advisory Complement-|
| | | not used in TCAS II |
| 50-52 | HRC | Horizontal Resolution advisory Complement - not |
| | | used in TCAS II |
| 53-55 | | not used |
| 56-60 | HSB | Encoded Sense bits for Horizontal resolution |
| | | advisory complement - not used in TCAS II |
| 61-64 | VSB | Encoded Sense Bits for Vertical resolution advi- |
| | | sory complement - parity code to protect the 4 |
| | | vertical command bits (43-46) |

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---------------------------------------------------------------------
|-------|--------|--------------------------------------------------|
| 65-88 | MID | Interrogator TCAS-equipped aircraft Mode S |
| | | address. |
---------------------------------------------------------------------
2
_ Coordination reply
After acquisition of this message, the intruders transponder
replies with a Long Special Surveillance DF 16 type message,
containing the information previously transmitted to it by its
own TCAS:
---------------------------------------------------------------------
|------ |-------|---------------------------------------------------|
| 6 | VS | Vertical Status - indicates whether aircraft is |
| | | on ground or airborne |
| 9-11 | SL | With RI, SL indicates the sensitivity level at |
| | | which the interrogated aircrafts TCAS is |
| | | operating |
| 14-17 | RI | Reply Information |
| 20-32 | AC | Altitude Code - contains aircraft altitude |
| | | encoded in 100 ft increments if bit 28 equals 0, |
| | | and in 25 ft increments if bit 28 equals 1 |
| 33-40 | VDS | V Definition Subfield defines the contents of the|
| | | data and coding in the field MV (Comm V) composed|
| | | of bits 41 to 88 |
| 41-54 | ARA | Active Resolution Advisory - indicates the RA |
| | | type currently generated by the TCAS |
| 55-58 | RAC | Resolution Advisory Complement - Indicates the RA|
| | | complement type currently received from other |
| | | TCAS-equipped aircraft |
| 59-88 | | Not used |
---------------------------------------------------------------------
(d) Correspondence of radio messages with ARINC 429 words

The coordination information exchanged between two aircraft
transits via ARINC 429 buses linking the transponder to the TCAS.
The following table gives the correspondence between the two
types of link:

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---------------------------------------------------
| 1 - TRANSPONDER TO TCAS |
|-------------------------------------------------|
| | RADIO MESSAGE | ARINC MESSAGE |
|---------|-------------------|-------------------|
| FIELD | MESSAGE | BITS | LABEL | BITS |
|---------|---------|---------|---------|---------|
| MTB | UF16 | 42 | 271 | 09 |
| CVC | | 43-44 | | 10-11 |
| VRC | | 45-46 | | 12-13 |
| CHC | | 47-49 | | 14-16 |
| HRC | | 50-52 | | 17-19 |
| HSB | | 56-60 | | 20-24 |
| VSB | | 61-64 | | 25-28 |
---------------------------------------------------
---------------------------------------------------
| 2 - TCAS TO TRANSPONDER |
|-------------------------------------------------|
|---------|-------------------|-------------------|
|---------|---------|---------|---------|---------|
| SL | DF16 | 09-11 | 274 | 23-25 |
| RI | | 14-17 | | 26-29 |
| ARA | | 41-54 | 273 | 12-25 |
| RAC | | 55-58 | | 26-29 |
---------------------------------------------------
D. Principles of Computation
In the TCAS, target aircraft are categorized depending on specific
criteria varying in function of altitude.
The TCAS essentially uses two types of information to perform this
classification:
- the relative altitude between two aircraft, known by the difference of
their barometric altitudes
- the distance or range separating them.
(Ref. Fig. 018)
Acquisition of these two parameters at regular intervals (tracking)
enables their variations to be calculated:
- altitude rate
- range rate.
Assessment of the potential threat represented by an intruder depends
on two criteria determined with respect to a point in the traffic area
called Closest Point of Approach (CPA).
This is the point of minimum distance between the two aircraft,
assuming that their trajectories do not deviate.

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TCAS - Definition of Main Parameters
Figure 018

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The two criteria are:
- vertical separation at CPA
- time left before reaching CPA.
(1) Projected vertical separation

The threat is evaluated by calculating the vertical separation
between the two aircraft at the closest point of approach.
(Ref. Fig. 019)
The TCAS computer processes the current altitude and altitude rate of
the intruder to predict whether it will be within limits considered
dangerous at the closest point of approach.
Intruder 1 penetrates the altitude zone delimited by the upper and
lower thresholds but when it reaches CPA, it will be outside this
zone.
Therefore no advisory will be issued.
However, when intruder 2 reaches CPA it is still inside this zone and
therefore an advisory will be issued.
(2) Time to intercept (TAU)

The TCAS does not need to locate the CPA in space, but rather it
needs to know the time to intercept for two aircraft. For example, if
two aircraft are approaching on the same axis on a collision course,
this time is the ratio of distance between them to the sum of their
speeds.
D
T = ---------
V1 + V2
More generally, the TCAS uses range and range rate measurement to
compute this time:
RANGE R(NM)
TAU = ------------ i.e. TAU(s) = 3600 --------
RANGE RATE RR (Kts)
With the risk of collision being in inverse proportion to this time,
trajectory correction orders are initiated by crossing predetermined
time thresholds whose values depend on the altitude layer in which
the aircraft is located.
This method of calculation avoids the initiation of corrections if,
from a certain distance, the TAU trend is inverted even though the
distance separating the two aircraft decreases. For example, in the
case of two aircraft moving on parallel axes but in the opposite
direction.
(Ref. Fig. 020)
The curve represents the TAU variation before the closest point of
approach.
(Ref. Fig. 021)

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TCAS - Threat Evaluation
Figure 019

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TCAS - TAU Minimum Configuration
Figure 020

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TCAS - TAU Curve
Figure 021

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This time decreases as the range decreases, reaches a minimum when
the intruders relative bearing is 45 deg. and then increases
rapidly. If the time corresponding to a predetermined threshold has
not been reached before the minimum TAU value, a trajectory
correction is not initiated.
Certain conditions exist, however, in which this formula may prove
insufficient. This may arise for example when two aircraft fly in the
same direction with a very low closure rate. In this case, the
range/range rate ratio gives a high TAU value whereas in fact, the
two aircraft could be very near.
The TCAS uses a slightly different formula to preclude this
situation:
range - X (DMOD) to the power two
TAU = ---------- with X = ---------
range rate range
This formula represents an estimate of the time the aircraft would
take to penetrate a sphere around the intruder with a radius equal to
(DMOD)expnt2/range. The DMOD coefficients are in function of
altitude, ranging from 0.20 NM for 1000-2350 ft, to 1.1 NM above
30,000 ft as shown below (for the RA DMOD):
Altitude DMOD TA DMOD RA
(ft) (NM) (NM)
0-1000 0.30 -
1000-2350 0.33 0.20
2350-5000 0.48 0.35
5000-10000 0.75 0.55
10,000-20,000 1.0 0.80
>20,000 1.3 1.1
E. Definition of Target Aircraft

Target aircraft are divided into four categories: OTHER - PROXIMATE -
TRAFFIC ADVISORY (TA) RESOLUTION ADVISORY (RA).
NOTE : Since the Display Management Computers (DMC) do not sort the OTHER
____
intruders, the latter are not presented on the NDs. Their
presentation is optional. It is activated by pin programming and
replacement of ATC/TCAS control unit (ALL TRAFFIC configuration).
(1) Other traffic (optional)

Aircraft detected by the TCAS are defined as OTHER traffic if:
- they are in the area from +/- 1200 ft to +/- 9900ft,
- and if they do not enter in the PROXIMATE, TA or RA categories.
These targets are represented by a white diamond, outline only, on
the ND.

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(2) Proximate aircraft
Targets are defined as proximate traffic if the difference between
their altitude and that of the TCAS aircraft is less than 1200 ft and
if their range is within 6 NM.
Their presentation on the ND is conditioned by the presence of
another TA or RA intruder (THREAT TRAFFIC function).
Generally aircraft not in the immediate vicinity enter into this
category.
Depending on their trajectory, they may:
- conserve this status and move away without an advisory being
declared.
In this case the pilot is informed of their presence on the ND by a
white filled diamond symbol and can monitor their progress, or
- have a trajectory liable to lead to a conflict situation and in
this case they require a traffic advisory and their symbol changes.
(3) Traffic advisory aircraft
(Ref. Fig. 022)

When an intruder is relatively near but does not represent an
immediate threat the TCAS issues a traffic advisory. Its presence is
displayed on the ND by an amber filled circle. Its display is
accompanied by an aural alert:
Traffic Traffic.
The pilot is therefore aware of its presence and knows its range and
relative bearing. Its display is linked to vertical separation and
time TAU before CPA values.
Depending on its trajectory, an intruder may conserve this status and
move away, or it may become a collision threat. In this case
avoidance maneuvers are suggested to the pilot via a resolution
advisory.
(4) Resolution advisory aircraft
(Ref. Fig. 022)

In resolution displays, the intruder is represented on the ND by a
red filled square and corrective orders are issued on the vertical
speed scale of the PFD. Crossing into resolution advisory occurs for
a TAU time threshold 10 to 15 seconds lower than a traffic advisory
threshold.
Vertical separation between the two aircraft is also taken into
account for this category. There are two types of resolution
advisory, in function of the vertical separation value:
- Preventive Advisories
- Corrective Advisories.

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TCAS - Threat Threshold Scale
Figure 022

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(a) Preventive Advisory
In this case the vertical separation is less than a threshold S1
and greater than a threshold S2. The advisory instructs the pilot
to avoid certain deviations from current vertical rate, this
measure being sufficient to avoid a risk of collision. On the PFD
speed scale, the forbidden values are indicated by red sectors.
(b) Corrective advisory

In this case, the vertical separation is lower than the threshold
S2.
On the vertical speed scale of the PFD, colored sectors depict
avoidance maneuvers to be performed:
- red sector = forbidden vertical speeds
- green fly to sector = a vertical speed range to be respected.
(Ref. Fig. 022)
(c) Aural alerts

Trajectory correction or holding visual orders are accompanied by
synthesized voice announcements whose level cannot be adjusted by
the pilot. These announcements are generated by the TCAS computer
and broadcast via the cockpit loud speakers. These messages and
their meanings are described below:
- CLIMB, CLIMB
Climb at the rate shown by the green sector on the PFD (1500
ft/mn),
- CLIMB, CROSSING CLIMB, CLIMB, CROSSING CLIMB
As above except that it further indicates that own flight path
will cross through that of the intruder,
- INCREASE CLIMB, INCREASE CLIMB
Follows a climb advisory. The vertical speed of the aircraft
should be increased (2500 ft/mn),
- CLIMB, CLIMB NOW, CLIMB, CLIMB NOW
Follows a descend advisory when a reversal in sense is
required to achieve safe vertical separation from a maneuvering
intruder,
- DESCEND, DESCEND
Descend at the rate indicated by the green sector on the PFD
(-1500 ft/mn),
- DESCEND, CROSSING DESCEND, DESCEND, CROSSING DESCEND
- ADJUST VERTICAL SPEED, ADJUST
Reduce vertical speed to that shown by the green sector on the
PFD,
- INCREASE DESCENT, INCREASE DESCENT

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Follows a descend advisory. The vertical speed of the descent
should be increased (-2500 ft/mn),
- DESCEND, DESCEND NOW, DESCEND, DESCEND NOW
Follows a climb advisory when a reversal in sense is required
to achieve safe vertical separation from a maneuvering
intruder.
Three other aural advisories are also generated:
- MONITOR VERTICAL SPEED
Indicates that a forbidden vertical speed range exists (red
sector) and that pilot must monitor vertical speed so as not to
enter this range (Preventive Advisory),
- MAINTAIN VERTICAL SPEED, MAINTAIN
Indicates a non-crossing advisory type, maintains rate RAs
(corrective),
- MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN
Indicates an altitude crossing advisory type, maintains rate
RAs (corrective).
This message is spoken only once if softening from a previous
corrective advisory,
- CLEAR OF CONFLICT.
Indicates that separation has been achieved and range has
started to increase.
(5) Advisory inhibit conditions

In certain particular conditions, certain advisories are not
generated as they could lead to the pilot adopting flight conditions
that are hazardous or outside the aircrafts performance capability.
(a) Low altitude inhibitions

Ground proximity leads to the inhibition of those advisories
liable to cause a hazardous situation at this level. In
decreasing altitude, these are:
- below 1550 +/- 100 ft above ground level (AGL) inhibition of
Increase Descend resolution advisories (RA),
- below 1100 +/- 100 ft AGL, inhibition of Descend resolution
advisories (RA),
- below 1000 ft +/- 100 ft AGL, TCAS automatic switching to TA
Only mode (inhibition of all resolution advisories),
- below 500 +/- 100 ft AGL (600 ft in climb, 400 ft in descent),
inhibition of all resolution advisories (RA) and of aural
traffic advisories (TA).
(b) High altitude inhibition

Above 48,000 ft, further climb orders are inapplicable as the
aircraft performance capability does not permit them to be taken
into account.
Climb advisories are therefore inhibited above this altitude.

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(c) Advisory inhibit discretes
Three discretes are used to manage priority between:
- windshear/stall,
- GPWS - G/S,
- and the TCAS computer.
The environmental alert priorities are: windshear/stall, GPWS -
G/S and then TCAS II.
When TCAS II is inhibited, the TA ONLY mode is selected and the
voice announcements are cancelled.
(d) Rejection of signals from aircraft on ground

(Ref. Fig. 023)
Aircraft on the ground may reply to TCAS interrogations,
producing an unnecessary overload in the processing and display
of information. The ground logic aircraft declared on the
ground is enabled when the own aircraft descends below 1650 ft
AGL and when it climbs up to 1750 ft AGL.
All on-ground intruders are displayed as non-threat traffic white
unfilled diamond.
Intruders are declared to be on-ground if they are within 380 ft
from the ground when descending, and if they are within 400 ft
from the ground when climbing.
Intruders declared to be on-ground can never cause proximate,
traffic or resolution advisory.
But, as the altitude transmitted by the intruder is a barometric
altitude with respect to sea level, the TCAS shall process this
value to convert it into height above ground level in order to
compare it with the 380 ft (plus or minus 20 ft) threshold.
(e) Rejection of non altitude reporting aircraft by the own aircraft

The TCAS does not display non altitude reporting aircraft above
15,500 ft MSL.
F. Sensitivity Level
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:
- altitude values from the radio altimeter up to 2500 ft AGL,

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TCAS - Inhibition Condition
Figure 023

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- barometric altitude values in the 2500 ft to 48,000 ft range. TAU
values corresponding to each sensitivity level indicate the TA and RA
thresholds. The vertical separation thresholds at CPA also vary in
function of the sensitivity level for the different types of advisory.
The following table summarizes these data:
----------------------------------------------------------------------
| | TAU thresholds | Vertical separation |
| | | thresholds |
|----------------------------|-----------------|---------------------|
| Source | Altitude | SL TA RA | S0 S1 S2 |
| Altitude | | | TA RA RA |
| | | | prev cor |
| | | (sec) (sec) | (ft) (ft) (ft) |
|------------|---------------|-----------------|---------------------|
| Radio Alt |less than 1000 | 2 20 | 850 |
| Radio Alt | 1000-2350 | 3 25 15 | 850 600 300 |
| Baro | 2350-5000 | 4 30 20 | 850 600 300 |
| Baro | 5000-10000 | 5 40 25 | 850 600 350 |
| Baro | 10000-20000 | 6 45 30 | 850 600 400 |
| Baro | 20000-42000 | 7 48 35 | 850 700 600 |
| Baro |more than 42000| 7 48 35 | 1200 800 700 |
----------------------------------------------------------------------
NOTE : Level 1 corresponds to Standby Mode in which no advisory is

____
generated.
NOTE : This table indicates the threshold based on own aircraft altitude.
____
Each aircraft altitude depends on an hysteresis:
- 1000 plus or minus 100 ft,
- 10,000 plus or minus 500 ft,
- 42,000 plus or minus 500 ft.
For example, to switch from sensitivity level 3 to sensitivity
level 2, the altitude must fall below 900 ft.
However, to switch from sensitivity level 2 to sensitivity level
3, the altitude value must go above 1100 ft.
(Ref. Fig. 024)
There are two other means of modifying the sensitivity level:
- 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.

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TCAS - Separation into Altitude Layers
Figure 024

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- 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 1000
ft. Level 2 is also selected if own aircraft is configured such
that both CLIMB and DESCEND RAs are inhibited. Level 3 is
selected if the aircraft is above 1000 ft and below 2350 ft AGL.
If the aircraft is above 2350 ft AGL, barometric altitude is
used to select either level 4 (below 5000 ft), 5 (from 5000 to
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 sensivity 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.
G. Information Display
The TCAS information is presented on the CAPT and F/O NDs of the EFIS
system. Additional messages can also be presented on the display units of
the ECAM system.
(1) Traffic information on the ND

Target aircraft are presented on the ND in ROSE or ARC mode but not
in PLAN mode.
These traffic indications show the situation in the surveillance
zone.
The aircraft present in this zone are represented by symbols whose
shape and color correspond to the type of intruders defined in the
TCAS.
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:
- two digits indicating their relative altitude in hundreds of feet
- a symbol indicating whether the intruder is above (+) or below (-)
the aircraft.
An arrow to the right of the symbol indicates the vertical trend of
the aircraft.

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Targets are symbolized according to their type:
- OTHER TRAFFIC: white outlined diamond, height 7 mm
- PROXIMATE TRAFFIC: white filled diamond, height 7 mm
- TRAFFIC ADVISORY: amber filled circle, diameter 5 mm
- RESOLUTION ADVISORY: red filled square, side 5 mm.
The display only presents the eight most threatening intruders
(number determined through program pins on the TCAS computer).
The own aircraft is represented by the aircraft symbol at the
center of the dial in ROSE mode and at the lower quarter and at the
center of the image in ARC mode.
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.
The following figure shows an example of the display on the ND:
(Ref. Fig. 025)

These indications are only presented for the 10, 20 and 40 NM range
selections. If a TA or RA type intruder is detected and the display
range is at a higher scale, the following message comes into view
at the center of the display, in red for RA and in amber for TA:
REDUCE RANGE
If a TA or RA type intruder is detected and the ND mode is
inadequate for display, the following message comes into view at
the center of the display in the same colors as above:
CHANGE MODE
The TCAS can detect an intruder without acquiring its bearing (for
instance, multipath problem). In this case its range, relative
altitude and an arrow are displayed in the TCAS area (at the bottom
of the ND).
The color of the display is the same as the color of the intruder
symbol.
(Ref. Fig. 026)
OFF SCALE intruder: if only a half of a symbol is displayed, the
target is defined as an off scale intruder. This calls for
increasing the range selection on the ND.
(2) Aircraft control information on the PFD

Resolution advisories are represented on the vertical speed scale of
the PFD by indications given in the form of a band made up of colored
sectors:
- a red sector represents a forbidden vertical speed range
- a green sector indicates the vertical speed range the aircraft
should fly in to avoid a collision threat represented by one or
more intruders.

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TCAS - ND Data Display
Figure 025

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TCAS - Display of Intruders on ND
Figure 026

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(3) Corrective advisory display
Corrective resolution advisories are displayed to advise the crew to
perform an avoidance maneuver in the vertical sense.
This maneuver may take different forms:
- climb or descent if the aircraft is in level flight
- reducing or increasing rate of climb or reversing to descent if the
aircraft is in climb
- reducing or increasing rate of descent or reversing to climb if the
aircraft is in descent.
When resolution advisories are displayed, the vertical speed scale
surface changes from trapezoidal to rectangular.
The grey background is replaced by green and red sectors defining
the optimum vertical speed values.
The pilots task is to maneuver the aircraft to keep the needle out
of the red sectors and place it in the adjacent green Fly-to
sector.
The vertical speed information needle and digits are colored in red
when the vertical speed is in the forbidden area. It becomes green
when the vertical speed is in the authorized area.
(Ref. Fig. 027)
(4) Preventive advisory display

Preventive resolution advisories advise the pilot to avoid vertical
speeds that could lead to a hazardous situation.
They are represented by one or two red sectors on the vertical speed
scale.
The pilot must keep the vertical speed of his aircraft outside these
zones.
For example, if own and intruders flight paths are horizontal and
cross through each other, the intruder being at a higher flight
level, if the vertical separation is sufficient, it is not necessary
to modify the aircraft flight path. The positive vertical speed
sector is in red to indicate that the aircraft may remain at its
present level or may descend but must not climb.
(Ref. Fig. 027)
If intruders are detected above and below, two red sectors are
displayed leaving an uncolored zone around the zero value on the
vertical speed scale advising the pilot to maintain the aircraft at
its current level.
The following figure shows several examples of corrective and
preventive advisories.
(Ref. Fig. 028)

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TCAS - PFD Data Display
Figure 027

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TCAS - Sector Displays on Vertical Speed Scale
Figure 028

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(5) Messages annunciated on the ND
As well as intruder information, the ND also displays operating mode
messages or fault data. This information is presented in the lower
section of the ND (message zone):
- TA ONLY - white - for the TA mode (automatic or manual switching)
- TCAS - red - to indicate a TCAS computer failure.
(Ref. Fig. 029)
(6) Display on the PFD

A red TCAS flag appears to the left of the vertical speed scale on
the PFD if the TCAS cannot deliver RA data.
(Ref. Fig. 030)
(7) Display on the upper ECAM DU

- If a TCAS fault is detected, the amber warning message NAV TCAS
FAULT is displayed on the upper ECAM DU.
- Selection of the TCAS STBY mode on the ATC/TCAS control unit
results in the display of the TCAS STBY message (green) in the memo
section of the upper ECAM DU.
(Ref. Fig. 030)
H. 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.
NOTE : - Operation of the ATC Mode S transponder is described in 34-52.

____
- The EFIS components are also described in 31-64 for the PFD
and 31-65 for the ND.
The manual operating modes of the TCAS are selected via the ATC/TCAS
control unit
(Ref. Fig. 031)
(1) TCAS modes of operation

The TCAS mode of operation is selected by means of two selectors
switches.
- STBY, TA and TA/RA
- THRT, ALL, ABV and BLW
(a) STBY mode

In the Standby Mode, the advisory generation and surveillance
functions are inhibited. No TCAS information can be displayed on
the PFDs and NDs.

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TCAS - Messages Displayed on ND
Figure 029

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TCAS - Messages Displayed on PFD and ECAM
Figure 030

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TCAS - ATC/TCAS Control Unit
Figure 031

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The aircraft symbol and the range ring remain on the ND and
vertical speed information is not displayed on the PFD.
The green TCAS STBY message is displayed in the memo section of
the upper ECAM DU.
If the mode selector is set to XPDR, the TCAS also operates in
standby mode.
(b) TA mode
In this mode, intruders are displayed on the ND according to
their position in the airspace. The RA type intruder symbols are
converted into TA type symbols. The TCAS performs surveillance
functions but does not generate any resolution advisories.
The TA ONLY message is displayed in white on the NDs in the left
corner of the TCAS message area.
(c) 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.
NOTE : The final mode of operation is a combination taking into

____
account the aircraft altitude and any instructions
received from ATC Mode S ground stations. For further
information refer to the priority logic definition (Ref.
Para. 6.F.).
(d) THRT mode

In this mode, TCAS intruders (proximate or/and other) are
displayed if a TA or a RA is already displayed.
(e) ALL mode

This selection enables display of all intruders without any
conditions (TCAS intruders are displayed when detected).
(f) 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
- BLW: altitude range is set to 9900 ft below the aircraft and
2700 ft above.

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(2) ATC mode of operation
The mode of operation of the transponder is selected by a switch with
three positions STBY, AUTO, ON.
(a) STBY mode

When the transponder is in standby it does not transmit either
squitters or replies to ground station or other aircraft
interrogations.
(b) 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.
However the Mode S replies and squitter are not inhibited when
the A/C is on the ground.
(c) 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.
(3) Altitude reporting
(a) OFF position

Selection of the ALT RPTG switch OFF position has the following
results:
- the Mode S transponder continues to transmit squitters and
replies to Mode A, C and S interrogations but does not report
altitude.
- the TCAS switches to STBY (TCAS STBY message in green on the
upper ECAM DU),
- the PFD and ND display corresponds to the standby mode.
(b) ON position
The active transponder replies to interrogations and reports its
altitude. The TCAS operates in the mode selected by its logic in
function of information input from the control unit, ATCRBS/MODE
S ground stations and in function of aircraft altitude.

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(4) Selection of system 1/2 active transponder
The 1/2 switch permits selection of the active transponder. The
non-selected transponder is placed in standby.
(5) Identification code in Mode A

The Mode S transponder also replies to Mode A interrogations from
ground stations. A keyboard permits 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.
(6) 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.
7. Test
____
A. Self-Test
A quick check of the correct operation of the TCAS installation can be
performed by activating the TEST function:
- either by pressing the pushbutton switch on the front of the TCAS
computer
- or through the CFDIU by applying the procedure TCAS functional test on
the MCDU.
The self-test sequence checks the main functions of the computer and
transmits to the displays:
- resolution advisory characteristics (0 ft/mn advisory, up corrective
advisory, dont descend, dont climb > 2000 ft/mn, rate to maintain) on
label 270
- label frames 130, 131, 132 containing the data for each of the four
intruders according to the following table:
--------------------------------------------------------------------------
| INTRUDER | TYPE | RANGE | REL ALT | BEARING | VERTICAL RATE |
| | | (NM) | (FEET) | (DEG) | |
|------------|--------|---------|-----------|-----------|----------------|
| 1 | RA | 2.00 | -1000 | +90 |no vertical rate|
| 2 | TA | 2.00 | -200 | -90 |climbing |
| 3 | PROX | 3.61 | +200 | +33.69 |descending |
| 4 | OTHER | 3.61 | +1000 | -33.69 |no vertical rate|
--------------------------------------------------------------------------

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(1) 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:
- white outlined diamond for Other traffic
- white diamond for Proximate traffic
- yellow circle for TA traffic
- red square for RA traffic
(Ref. Fig. 032)
(2) PFD image

At the beginning of the test sequence, the vertical speed scale on
the PFD is divided in three sectors: one green and two red ones. Then
a resolution advisory display is shown.
(Ref. Fig. 032)
(3) Fault indication

At the end of the test sequence, the system generates a synthesized
voice message:
TCAS SYSTEM TEST OK
if the system operates correctly or:
TCAS SYSTEM TEST FAIL
if an anomaly has been detected.
In this case the NDs, the PFDs and the ECAM show the fault messages
described in Para. 6.G.(5), (6) and (7).
In addition, two windows on the front of the TCAS computer display a
code identifying the failed component according to the table below:
------------------------------------------------------------------
| CODE | COMPONENT |
|--------------------------|-------------------------------------|
| System OK | NO FAILURE |
| Top Ant Fail | TCAS TOP ANTENNA |
| Top Ant E1 | TOP ANTENNA ELEMENT 1 |
| Bott Ant Fail | TCAS BOTTOM ANTENNA |
| Bot Ant E1 | BOTTOM ANTENNA ELEMENT 1 |
| Transponder 1 | MODE S TRANSPONDER 1 |
| Radio Alt 1 | RADIO ALTIMETER 1 |
| Pitch Att Data | PITCH ATTITUDE DATA |

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TCAS - Test Display
Figure 032

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------------------------------------------------------------------
|--------------------------|-------------------------------------|
| Roll Att Data | ROLL ATTITUDE DATA |
| Heading Data | HEADING DATA |
| CMC Bus | CENTRALIZED MAINTENANCE COMPUTER |
| ATC Ctl Panel | ATC CONTROL PANEL |
| FMC | FLIGHT MANAGEMENT COMPUTER |
| PP (+ PIN ALLOCATION) | PROGRAM PINS |
| Suppression Line | SUPPRESSION LINE |
| Power Supply | POWER SUPPLY |
| TCAS Unit Failed | TCAS UNIT |
------------------------------------------------------------------
B. CFDS
(1) Introduction
The CFDS permits to present the TCAS computer faults on the
Multipurpose Control and Display Units (MCDU) and on the printer.
The TCAS computer which is classified Type 1 system in the CFDS also
delivers data related to fault diagnoses required for its
maintenance.
It communicates with the CFDS through two ARINC 429 low speed buses.
The CFDS is characterized by two operating modes:
- MENU mode
- NORMAL mode.
(2) Menu Mode
(a) SYSTEM REPORT/TEST function

This function enables access to all the electronic systems and to
the TCAS computer.
The display of the SYSTEM REPORT/TEST page for the NAV components
on which the TCAS is accessible is shown on the following figure.
When the line key adjacent to the TCAS indication is pressed, the
CFDIU establishes the dialog and provides access to one of the
eight following items:
- LAST LEG REPORT
- GROUND SCANNING
- CLASS 3 FAULTS
- GROUND REPORT
- DISCRETE CONFIGURATION
- TEST.

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The procedure used to get the page for selection of an item is
shown in the figure
(Ref. Fig. 033)
(b) LAST LEG REPORT

This report contains the computer internal and external faults
recorded during the last flight.
The following tables give the lists of the fault messages which
can be reported and indicate the fault class assigned to them as
defined by the CFDS standard.
1
_ Internal faults
-------------------------------------------------------------------------------
| LIST OF INTERNAL FAULT MESSAGES |
|-----------------------------------------------------------------------------|
| ATA | CLASS | MESSAGE |
|-----------------------------------------------------------------------------|
| 344334 | 1 | TCAS (1SG) |
| 344311 | 1 | TCAS TOP ANTENNA (7SG1) |
| | | COAXIAL J1 |
| | | COAXIAL J2 |
| | | COAXIAL J3 |
| | | COAXIAL J4 |
| 344311 | 1 | TCAS BOT ANTENNA (7SG2) |
| | | COAXIAL J1 |
| | | COAXIAL J2 |
| | | COAXIAL J3 |
| | | COAXIAL J4 |
-------------------------------------------------------------------------------
The following figure shows the sequence of menus to display

these messages.
(Ref. Fig. 034)

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TCAS - Maintenance Test Procedure
Figure 033

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TCAS - Internal Fault Messages
Figure 034

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2
_ External faults
External faults and associated messages are listed in the
table below:
-------------------------------------------------------------------------------
| LIST OF EXTERNAL FAULT MESSAGES |
|-----------------------------------------------------------------------------|
|-----------------------------------------------------------------------------|
| 344233 | 3 | RA1 (2SA1)/TCAS (1SG) |
| 344233 | 3 | RA2 (2SA2)/TCAS (1SG) |
| 344233 | 1 | RA1 (2SA1)/TCAS (1SG) |
| 344233 | 1 | RA2 (2SA2)/TCAS (1SG) |
| 345233 |1 or 3 | ATC 1(1SH1)/TCAS (1SG) |
| 345233 |1 or 3 | ATC 2(1SH2)/TCAS (1SG) |
| 345233 | 1 | ATC 1(1SH1)/TCAS (1SG) |
| 345233 | 1 | ATC 2(1SH2)/TCAS (1SG) |
| 341234 | 1 | ADIRU1 (1FP1)/TCAS (1SG) |
| 240000 | 1 | POWER SUPPLY INTERRUPT |
| 355212 | 1 | ATC - TCAS CTL PNL (3SH)/TCAS (1SG) |
| 313234 | 3 | CFDIU (1TW)/TCAS (1SG) |
| 344300 | 1 | SUPPRESSION LINE |
-------------------------------------------------------------------------------
NOTE : Fault of the selected ATC is a class 1 failure.

____
Fault of the ATC in standby is a class 3 failure.
NOTE : Fault of one radio altimeter is a class 3 fault whereas

____
it becomes a class 1 fault when two radio altimeters
are faulty.
The class 3 recorded external faults are displayed through the

menu sequence as shown in the following figure.
(Ref. Fig. 035)
(3) PREVIOUS LEGS REPORT

The messages are identical to those shown in the Para. above but
concern the last 63 flights if faults have occurred during these
flights.
(Ref. Fig. 036)
(4) LRU IDENTIFICATION

(Ref. Fig. 037)

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TCAS - External Fault Messages
Figure 035

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TCAS - PREVIOUS LEGS REPORT
Figure 036

EFF :

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TCAS - LRU IDENTIFICATION
Figure 037

EFF :

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(5) GROUND SCANNING
This function enables consultation of the TCAS computer fault
recordings as defined by the Component Manufacturer.
The TCAS peripheral monitoring and internal cyclic tests are used in
order to detect transient faults.
(Ref. Fig. 038)
(6) TROUBLE SHOOTING DATA

This function allows to analyze the snapshot of the recorded fault to
detect any software bug.
Two types of data are displayed:
- some correlation parameters which are the date and the UTC hour
displayed in clear english,
- some snapshot data delivered in hexadecimal code or in clear
message.
(Ref. Fig. 039)
(7) GROUND REPORT

This function is used to present class 1, 2 or 3 internal faults when
they are detected on ground. These faults differ from those displayed
on the LAST LEG REPORT page.
The following figure shows examples of internal faults recorded on
ground by the TCAS system.
The relevant trouble shooting data are displayed by pressing the line
key adjacent to the fault indication.
(Ref. Fig. 040)
(8) DISCRETE CONFIGURATION

This function is used to present the value or the status of several
discretes. A report screen for each data shows the status of the
discrete at the time this menu is selected.
(Ref. Fig. 041, 042, 043)
(9) TCAS functional test

A TCAS built-in functional test can be initiated by pressing the line
key adjacent to the TEST indication on the TCAS maintenance sub-menu.
The following sequence is then generated.
(Ref. Fig. 044, 045)
- the test ends with the display of the following message on the
MCDU:
TEST OK or TEST FAIL
- at the end of the functional test the TCAS computer generates a
complete sequence of synthesized voice messages.
When all the tests are completed and no fault has been detected the
computer reports TCAS SYSTEM TEST OK.
If one of the test criteria has not been met, the synthesized voice
message TCAS SYSTEM TEST FAIL is announced.

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TCAS - GROUND SCANNING
Figure 038

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TCAS - TROUBLE SHOOTING DATA
Figure 039

EFF :

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TCAS - GROUND REPORT
Figure 040

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TCAS - DISCRETE CONFIGURATION 1/3
Figure 041

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Figure 042

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Figure 043

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TCAS - Functional Test 1/2
Figure 044

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TCAS - Functional Test 2/2
Figure 045

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Remarks:
- this short test permits to check rapidly, on ground, the
functionality of the TCAS and particularly that of the PFD/NDs via
the DMC.
In addition it enables to check correct operation of the
synthesized voice message system.
(10) Software configuration follow-up

The software of the TCAS can be loaded from an airborne data loader
(MDDU) in compliance with ARINC 615-3 characteristics.
Consequently it must be possible to check correct downloading by
using the CFDS/MCDU interface.
The LRU IDENTIFICATION item displays the downloaded software version
reference (line SW/N).
The software can also be loaded throught the PDL or the PCMCIA card

____

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______________________________________________________
TRAFFIC AND TERRAIN COLLISION AVOIDANCE SYSTEM (T2CAS)
_________________________
1. _______
General
The Terrain and Traffic Collision Avoidance System (T2CAS) is a combination
of two functions in a single Line Replaceable Unit (LRU). These functions
are the TCAS (TCAS II Change 7) and the Terrain Awareness and Warning System
(TAWS).
(Ref. Fig. 001)
The general purpose of the T2CAS is to alert the crew of two kinds of
hazards which are:
- Collision with terrain (Controlled Flight Into Terrain ).
- Collision with surrounding traffic.
The T2CAS:
- Detects the hazards
- Alerts the crew if the hazard is imminent
- Informs the crew of the aircraft environment
- When possible, proposes escape maneuvers.
To do this, the system receives different aircraft parameters, applies
alerting algorithms and provides the flight crew with aural and visual
alerts and displays.
In this document, T2CAS-TCAS is used to define the TCAS function and
T2CAS-TAWS is used to define the TAWS function.
All cockpit hardware interfaces (lights, push-buttons switches) for the
T2CAS-TAWS remain identical to the Enhanced Ground Proximity Warning System
(Enhanced GPWS). Only the audio messages and Navigation Display (ND)
interface are different. All EGPWS inputs/outputs (I/O) are conveyed to the
T2CAS as well as a few dedicated T2CAS-TAWS inputs (slat/flap control lever
position from Slat Flap Control Computer 1 (SFCC1) and engine out
information from the Flight Management Guidance Computer 1 (FMGC1). There
has been no change on the TAWS peripheral systems (in particular the Flight
Warning Computer (FWC), Display Management Computer (DMC), Centralized Fault
Display Interface Unit (CFDIU) and Flight Data Interface and Management Unit
(FDIMU)).
2. Component
__________________
Location
(Ref. Fig. 002, 003)
A. General
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
100SG CMPTR-T2CAS 82VU 128 34-43-00

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T2CAS - System Overview
Figure 001

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T2CAS - Component Location 1/2
Figure 002

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T2CAS - Component Location 2/2
Figure 003

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B. TAWS part
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
7WZ P/BSW-GPWS/FLAP MODE 21VU 211 34-48-00
9WZ P/BSW-GPWS/SYS 21VU 211 831 34-48-00
11WZ P/BSW-GPWS/G/S MODE 21VU 211 34-48-00
13WZ P/BSW-GPWS/LDG FLAP 3 21VU 211 34-48-00
31WZ P/BSW-GPWS/TERR 21VU 211 831 34-48-00
5WZ P/BSW-PULL UP/GPWS 301VU 211 34-48-00
4WZ P/BSW-PULL UP/GPWS 500VU 212 34-48-00
30WZ1 P/BSW-TERR ON ND,CAPT 403VU 211 831 34-48-00
30WZ2 P/BSW-TERR ON ND,F/O 402VU 212 831 34-48-00
32WZ RELAY-TERRAIN/WEATHER RADAR 1 DATA 187VU 127 34-48-00
SWITCHING, F/O
33WZ RELAY-TERRAIN/WEATHER RADAR 1 DATA 187VU 127 34-48-00
SWITCHING, CAPT
34WZ RELAY-WEATHER RADAR 2 DATA CUTOFF, 188VU 128 34-48-00
F/O
35WZ RELAY-WEATHER RADAR 2 DATA CUTOFF, 188VU 128 34-48-00
CAPT
C. TCAS part
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
3SH CTL UNIT-ATC/TCAS 11VU 210 34-52-12
3. __________________
System Description
A. TCAS Function
See 34-43-10 (T2CAS-TCAS section)
B. TAWS Function
See 34-43-20 (T2CAS-TAWS section)

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4. ____________
Power Supply
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
121VU COM NAV/T2CAS 104SG K10
121VU EIS/GPWS/28VDC 2WZ P06
5. _____________________
A. External Description
(Ref. Fig. 004)
The T2CAS computer is packaged in a 6 MCU box in compliance with the
ARINC 600 standard.
The Light Emitting Diods (LEDs) on the front panel, as shown in the
following figure, show the status of the T2CAS when the PUSH TO TEST
pushbutton switch is pushed.
An ARINC 615 data loader connector allows to update the T2CAS software
(for the TCAS part).
A Compact Flash data loader/recorder connector provides the same function
for the TAWS part and can be used to update the TAWS database.
Below this connector, an Ethernet plug is used for maintenance tasks
(shop only).
B. Internal Description
The T2CAS computer consists of the major subassemblies shown in Fig.
(Ref. Fig. 005)
The A4 T2CAS power supply circuit card assembly and the A1 Interconnect
circuit card assembly are based on the assemblies used in the TCAS, with
some changes applied to incorporate the additional functions.
The A1 Interconnect circuit card assembly provides the interconnection
between:
- Rear ARINC 600 connector
- A2 Processor
- A4 Power supply
- A5 Receiver I/O
- A6 TAWS/RWS
The power supply circuit card assembly converts the 115 VAC 400 Hz for
the various T2CAS card assembly.
The A2 TCAS processor circuit card assembly, the A3 TCAS transmitter
circuit card assembly and the A5 TCAS receiver input/output circuit card
assembly are unmodified from the TCAS product (see 34-43-10 T2CAS-TCAS
section).

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T2CAS Computer
Figure 004

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T2CAS - Block Diagram
Figure 005

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The TAWS function is implemented on the A6 TAWS/RWS circuit card
assembly, which is a newly developed assembly (see 34-43-20 T2CAS-TAWS
section).

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**ON A/C 901-901,
Post SB 34-1389 For A/C 901-901,
TRAFFIC COLLISION AVOIDANCE SYSTEM (TCAS) - DESCRIPTION AND OPERATION

_____________________________________________________________________
1. General
_______
A. Presentation
TCAS Change 7 has been mandatory in Europe since year 2000.
The TCAS periodically interrogates their transponders, computes their
trajectories and constantly determines their potential threat. The
acquisition of their signals is achieved by means of two transmit/receive
antennas, one located on the underside of the fuselage and the other on
the top.
The TCAS II system is designed to provide the air traffic control system
with an additional possibility. It usually operates independently but may
be controlled from ground stations.
The TCAS has the capability to communicate with ATCRBS (Air Traffic
and the threat A/C.
There is an area defined as TAU within the surveillance arc which
represents the minimum time the flight crew needs to discern a collision
threat and take evasive action.
The TCAS can track up to 40 intruders at the same time.
- in range: an area of 60 NM in forward direction, 30 NM in the side
quadrants and 20 NM in aft direction. However (in forward direction and
on condition that the aircraft is at FL 180 or above, and in an area of
low traffic density) the detection capability can cover up to 100 NM

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- Above: -2700 ft to 9900 ft
- Below: -9900 ft to 2700 ft
- All traffic: -2700 ft to 2700 ft.
(Ref. Fig. 001)
The TCAS computer can store the ten most recent Resolution Advisory (RA)
and the sixty most recent Traffic Advisory (TA) events in its memory with
information related to the aircraft involved (range, altitude, bearing,
Mode S adress,etc.). These events can be downloaded through a PCMCIA card
The TCAS can also receive and compute passive surveillance Automatic
Dependent Surveillance-Broadcast (ADS-B or extended squitters) from the
Enhanced Surveillance (EHS) transponders.
This function is activated through pin programming.
NOTE : The description of this system is based on the information

____
provided by RTCA D0185A change 7.0.
B. Principle
return signals containing their altitude value. The TCAS computes the
range between the two aircraft by measuring the elapsed time between
threat assessment.
Each threat is treated individually but the TCAS determines the best
collision avoidance possibility with respect to all aircraft in its
variation.
C. Advisories
Visual and aural advisories are supplied by the TCAS computer whenever
assessment of the relative position of two aircraft reveals a potential
collision hazard.
vertical rate

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TCAS - Surveillance and Display
Figure 001

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maneuvers.
D. Display
System (EFIS).
nearby traffic area: a symbol is displayed for each intruder on the image
in the ARC or ROSE mode.
speed scale of the Primary Flight Display (PFD) by means of a band of
colored sectors showing the vertical speed value to be adopted in order
to avoid any risk of collision.
E. Coordination
The avoidance maneuvers initiated by the TCAS could create a conflict
situation if directed at another TCAS-equipped aircraft as this aircraft
may also take similar evasive action, resulting in an unchanged
situation.
exchange.
conditions.

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2. Component
__________________
Location
(Ref. Fig. 002)
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
3SH CTL UNIT-ATC/TCAS 11VU 211 831 34-52-12
1SG CMPTR-TCAS 82VU 128 824 34-43-34
3. System
__________________
Description
(Ref. Fig. 003, 004)
The TCAS environment is composed of items closely associated with its
A. TCAS Computer
The TCAS computer is the heart of the TCAS II system.
It complies with the dimensional standard in ARINC 600 for 6 MCU form
factor.
It is compatible with ARINC 600 forced air cooling.
- a processing function ensuring total operation control: digital,
The TCAS has two antennas, one located on the top of the aircraft and the
other on the underside of the fuselage. These antennas, of the
transmit/receive type, provide azimuth information on aircraft located
within the TCAS surveillance range. They consist of four independent
elements. In reception, the amplitude of the signals received by each
element depends on the direction of the signal source, which permits the
relative bearing of the transmitting aircraft to be determined.

The ATC/TCAS control unit common to the ATC transponders and the TCAS,
enables the operating modes of these two items of equipment to be
selected. Information intended for the TCAS is transmitted via an ARINC
429 bus to the transponders which in turn transmit it to the TCAS
computer.

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TCAS - Component Location
Figure 002

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TCAS Block Diagram - Data Acquisition
Figure 003

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TCAS Block Diagram - Maintenance and Display
Figure 004

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D. Associated Items
(1) ATC/Mode S transponders

Two ATC/Mode S transponders, one active and the other on standby, are
reception.
(2) Displays
the TCAS to the DMCs 1 on one hand and to the DMC2 on the other hand.
Depending on the EFIS DMC selection, the DMC 3 receives either the
TA/RA display bus 1 (CAPT3/NORM positions) or the TA/RA display bus 2
(FO3 position). The FWCs connected in parallel on these buses monitor
the validity of the information.
The NDs provide indications on the location of intruders in the
traffic area. The PFDs provide the flight crew with vertical speed
correction information to avoid them.
The ECAM system also presents warning messages.
E. Peripherals
The TCAS receives information from the following equipment:
(1) Radio altimeter

The radio altitude is an essential parameter for the TCAS. In the 0
to 2500 ft range it permits modulation of system sensitivity and
triggering of inhibit orders. For this reason, two radio altimeters,
are linked to the TCAS via the low speed ARINC 429 bus. Radio
Altimeter 1 is used first, and if not available (or if it is NCD),
then Radio Altimeter 2 is used to calculate altitude, and compute
inhibitions.
(2) Air data system

altitude information but for the range over 2500 ft. The ADIRU, which
is not directly linked to the TCAS computer, transmits this
information to the computer across the transponders via the ARINC 429
buses.

The TCAS is linked by a high speed ARINC 429 bus to the aircraft
ADIRU1 which supplies it with magnetic heading and pitch and roll
attitude information.

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The LGCIU provides the TCAS with the following discrete signals:

The TCAS computer communicates with the Centralized Fault Display
System (CFDS) via two low speed ARINC 429 buses.
(6) Data loader

It is possible to load software data into the TCAS computer by means
of a mobile data loader with remote loading capability linked by two
low speed ARINC 429 buses to a dedicated connector in the aircraft.

____

The FDIU receives TCAS data from the DMC.
* advisory rate to maintain
* combined control
* vertical control
* up advisory
* down advisory
- TA issued or not.

equipment with higher priority than the TCAS:
- advisory inhibit by the windshear signal
- advisory inhibit by the stall warning
(9) Pin programming

- ground display mode: specifies that the display mode, when the
that can be displayed (8)
- aircraft altitude limit, configured at 48,000 ft informs the TCAS
computer that it must inhibit climb orders above this altitude.

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- passive surveillance to record parameters (such as velocity,
position, intent...) coming from other aircraft in the vicinity,
equipped with Elementary Surveillance (ELS) and Enhanced
Surveillance (EHS) transponders.
4. Power
____________
Supply
The TCAS is supplied with 115VAC, 100 watt power rating. The ATC/TCAS
control unit, common to the transponders and the TCAS, is also supplied with
115VAC:
- the 115VAC BUS1 101XP supplies the TCAS via circuit breaker 4SG
- the 115VAC SHED ESS BUS 801XP supplies the ATC1 system via circuit breaker
5SH1
- the 115VAC BUS2 204XP supplies the ATC2 system via circuit breaker 5SH2.
The ATC/TCAS control unit is energized through the two circuit breakers
5SH1 and 5SH2.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
5. _____________________
A. TCAS Computer
(Ref. Fig. 005, 006)
(1) Introduction
The TCAS computer is divided into four major sections:
- Radio Frequency section (RF)
- Video Processor (VP)
- Data Processor (DP)
- Input/Output Processor (IOP)
(a) General
The RF section consists of receiver, transmitter and RF switch
portions.
data received from either the top or bottom antenna. The
transmitter portion of the RF section interrogates intruders once
per second, also using either antenna.
The RF switch portion selects the antenna (top or bottom) for the
transmission and reception of the TCAS signals.

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TCAS Computer
Figure 005

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TCAS Computer - Block Diagram
Figure 006

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For ATCRBS intruders, interrrogations are accomplished by
controlling a whisper shout attenuation system which provides
(b) RF switch
The RF switch is dual-purpose:
- it switches the transmission/reception circuits between the top
and bottom antennas
- it directs antenna links either to the transmit circuits or to
the receive circuits as the antenna links and elements are used
indifferently for transmission and reception.
The four elements of each antenna are connected to hyperfrequency
multiplexers controlled by the video controller.
(c) Transmitter
The transmitter generates the 1030 MHz carrier frequency required
for TCAS transmission. For a Mode S interrogation, this frequency
is modulated in DPSK (Data Phase Shift Keyed) format by the video
controller module. For Mode C interrogations the frequency is
applied to the whisper shout attenuator which attenuates the
signal from 0 to 32 dB in 1 dB increments. The modulated
frequency is then split into four parts by a programmable circuit
controlled by the video controller so as to divide transmitter
output into four separate antenna-element drive channels.
(d) Receiver
The receive circuitry consists of three RF channels. The signals
are received through the antenna elements and processed as pairs.
The paths of the signals between antenna element pairs and
receiver pairs are exchanged by swap switches to eliminate the
phase error in the different circuits.
In each receiver, the RF signal is mixed with the local
oscillator signal to produce a 60 MHz intermediate frequency
signal.
The processed signals are applied to phase detectors that
determine the sine and cosine relationship between antenna
element pairs. After amplification, these signals are transmitted
to the video processor where relative bearing is determined.
Logarithmic outputs from the three receivers are also applied to
a log summer which passes the log sum signal to the video
processor where it is decoded to determine range and altitude.

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(3) Video processor
The video processor contains circuitry needed to perform the
following functions:
- analog-to-digital conversion of the sine, cosine and log sum inputs
- quantization of the log video inputs by comparing the log video
against a threshold level to reduce the effect of multi-path
replies
- decoding of ATCRBS Mode A and Mode C replies and elimination of
phantom replies
- Mode S and address decoding and error detection/correction
- storing of real time bearing information versus range during ATCRBS
or Mode S interrogations.
The video processor uses the video memory module to temporarily store
the following information:
- squitter bearing and data
- interrogation bearing and data
- range
- reply edge data for range measurement.
The video controller generates outputs as required for control of the
transmitter, antenna switches and receiver.
(4) Data processor

The data processor module processes the data input from the video
processor and input/output circuits. It also operates the links
between the associated transponders and supplies the connector,
reserved for the data recorder, mounted on the computers front
panel, via the interface circuits.
The data processor module provides the computational capabilities
required for processing the TCAS functions. It is based on an Intel
80386 microprocessor operated at 32 MHz. It is optimized for numeric
processing and associated with an 80387 numeric data coprocessor.
Program memory, which contains the preprogrammed system operating
instructions is contained in EPROMs (programmable read only memory
erasable by ultra-violet rays ) on memory module I. Random access
memory (RAM) on memory modules I and II provides temporary storage
for data that is acquired or used during system operation.
Input/output circuitry permits direct communication with the
transponders via an ARINC 429 high speed bus interface. It also
includes a discrete I/O interface for a data recorder (via PCMCIA
card or a Portable Data Loader). It uses a new Simsoft protocol by
means of the PCMCIA card inserted in the front face of the computer
TPA 100A. A converter from PCMCIA to RS-232 protocol is necessary to
link the TCAS to the simulator.

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Managed by an Intel 80C186 microprocessor whose program is contained
directions.
message generation and possess the capability to process analog
through the AMU.
(6) Data loader

A plug is installed next to the computer for the loading of the
operational program and I/O configuration data into the TCAS computer
via 2 ARINC 429 low speed buses, by means of a data loader. It will
be possible to load data by means of the Multipurpose Disk Drive Unit
(MDDU) (data loader installed on the aircraft), or the Portable Data
Loader or throught the PCMCIA card incerted in the front face of the
TCAS computer.

For detailed description, Ref. 34-52-00, Para. 5.B.
C. TCAS Antennas
(Ref. Fig. 007)

base (110 in), eight fuselage mounting screws and four color-coded
connectors used to coaxially connect the four antenna elements to the
TCAS computer.
A teflon gasket is located between the fuselage and the base of the
antenna, in order to facilitate the removal of the antenna.

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TCAS Antenna
Figure 007

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An O-ring is provided to seal the antenna to the fuselage. The antenna is
and ATCRBS or Mode S interrogations.
6. Operation
_________
(Ref. Fig. 008)
The TCAS detects A/C equipped with Mode S transponders by listening for
squitter transmissions. Mode S transponders announce their presence by
transmitting squitter messages once every second. The TCAS also detects
A/C equipped with transponders that do not reply to Mode S interrogations
but do reply to Mode C interrogations. The TCAS must actively search for
Mode C equipped intruder aircraft because Mode C transponders do not
transmit squitter messages. Once the presence of a Mode C intruder is
confirmed, it is tracked by the TCAS. The TCAS is capable of tracking up
to a combined total of 45 Mode S and Mode C intruders.
Mode C format.
(1) Interrogation of aircraft equipped with Mode A or Mode C transponders

transponders that this interrogation is not addressed to them
(Ref. Fig. 009)
(Ref. Fig. 010)
pulses only.
interrogations.
of the whisper-shout sequence is to reduce the number of aircraft

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TCAS - Operation / Control and Indicating
Figure 008

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TCAS - Mode C Only All-Call Interrogation
Figure 009

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TCAS - Whisper-Shout Transmitter Sequence
Figure 010

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(2) Replies of aircraft equipped with Mode A or Mode C transponders
(Ref. Fig. 011)
the TCAS.
(3) Interrogation of aircraft equipped with Mode S transponders

The interrogation comprises three pulses: P1, P2 and P6. P2 level
is equal to or greater than the P1 level, which is the no-reply
condition for the aircraft equipped with Mode A or C
interrogation.
chips.
There are two distinct message formats:
(Ref. Fig. 012)
The Mode S reply is preceded by a preamble containing four
pulses of specific duration and intervals intended to guarantee
received message validity. Any messages whose preamble is not
in complete conformity with the model are rejected by the TCAS.
This information is encoded in PPM mode with, for each bit, a
logic level one if the first half of the interval is at 1 and a
logic level zero if it is at zero.
(b) Squitters

EFF :

901-901, 34-43-00

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TCAS - Mode C Reply
Figure 011

EFF :

901-901, 34-43-00

Page 23
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IAC
TCAS - Mode S - Interrogation and Reply
Figure 012

EFF :

901-901, 34-43-00

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transponder-equipped aircraft comprises:
bits.
identical definition for all messages:
maneuvers. It may also dialog with ground stations: these
action.
messages and eight DF-type messages. These messages are:
- UF0, UF4, UF5, UF16, UF20, UF21
stations.
They are followed by the definition of the fields used in the
messages.
(Ref. Fig. 013, 014)

EFF :

901-901, 34-43-00

Page 25
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TCAS - Message Uplink Format
Figure 013

EFF :

901-901, 34-43-00

Page 26
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IAC
TCAS - Message Downlink Format
Figure 014

EFF :

901-901, 34-43-00

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DEFINITION OF UPLINK FORMAT MESSAGE FIELDS
-------------------------------------------------------------------------------
|-------------|----------------|----------------------------------------------|
| AQ | ACQUISITION | Indicates if it is an interrogation message; |
| | IDENT | field |
-------------------------------------------------------------------------------
DEFINITION OF DOWNLINK FORMAT MESSAGE FIELDS
-------------------------------------------------------------------------------
|-------------|----------------|----------------------------------------------|
| | ANNOUNCED | |
| FS | FLIGHT STATUS | Flight status of the aircraft: ground, |
| | CODE | |
| | INFORMATION | |
| | LEVEL | |

EFF :

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-------------------------------------------------------------------------------
|-------------|----------------|----------------------------------------------|
| VS | VERTICAL STATUS| Aircraft status: 0 = airborne, 1 = ground |
-------------------------------------------------------------------------------
(1) Principle

the reply (standard barometric altitude) and this information is
C or Mode S transponder-equipped aircraft.
(Ref. Fig. 015)

range of 14 NM.
(c) Determination of Azimuth

There are several methods for calculating the angle of reception
of a radio-electric signal with respect to a reference direction
such as the aircraft centerline.
The technique used in the TCAS II computer is the interferometer
system.
The interferometry principle is based on a comparison of signal
phases received by four independent elements of the directional
antenna, taken in pairs.
With two poles, E2 and E4, the phase difference of signals
received on the two elements depends on the angle of reception of
these signals since the difference in distance to the source of
the two reception poles varies with this angle.
(Ref. Fig. 016)
If the distance separating the two poles, and the source signal
wavelength are known, the following ratio is obtained:

EFF :

901-901, 34-43-00

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TCAS - Relative Altitude Calculation Principle
Figure 015

EFF :

901-901, 34-43-00

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TCAS - Determination of Azimuth
Figure 016

EFF :

901-901, 34-43-00

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d
S2-S4 = -------- x 360 x sin B
Lambda
where
B : source signal reception angle
S2-S4 : phase difference of signal received on poles E2 and E4
d : distance between the two poles
Lambda : signal wavelength, i.e. for
f = 1090 MHz, 3.10expnt8/1.09 x 10expnt9 = 0.2752 m.
To calculate angle B, the TCAS uses 4 elements installed

perpendicularly two by two which gives:
d
S2-S4 = -------- x 360 x sin B
Lambda
d
S1-S3 = -------- x 360 x cos B
Lambda
and therefore:
S2 - S4
B = Arc tan ---------
S1 - S3
If the antenna is aligned on the aircraft centerline, angle B
represents the source azimuth and may be used to indicate the
intruders bearing on the ND.
(d) Tracking

Every ten seconds, the TCAS transmits a broadcast message
traffic area.

EFF :

901-901, 34-43-00

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stations.
type of message.

transponder and TCAS. The TCAS transmits at a frequency of 1030
MHz to the transponder of the other aircraft, whose reply signals
are at a frequency of 1090 MHz to the TCAS receiver. This choice
allows system compatibility with ground station-transponder links
as the ground stations use the same frequencies as the TCAS.
(Ref. Fig. 017)
C. Coordination
situation.

aircraft.
a correction.
simultaneously transmit coordination messages containing incompatible
deviation senses it is, by convention, the aircraft that has the
highest Mode S address that cancels its trajectory correction. A time
delay in the display of orders on the display units avoids opposing
orders.

EFF :

901-901, 34-43-00

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TCAS - Communication Principle
Figure 017

EFF :

901-901, 34-43-00

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(a) Detection phase

The TCAS receives squitter messages transmitted by the
multiplied by the same polynominal and the result is compared

1
- bit 9, RL = 0: reply message length requested short (56
bits)
- bit 14, AQ = 1: acquisition-type message indication.
2
_ Acquisition reply
- bit 6, VS: Vertical Status, = 1 if the aircraft is on the
- bits 9 to 11, SL: Sensitivity level indicates in which
- bits 14 to 17, RI: combinations of bits, from values 8 to
- bits 20 to 32, AC: aircraft altitude code indicating the
3
- RL = 0: reply message length requested short

EFF :

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- AQ = 0: not an acquisition message.
4
_ Tracking reply
- SL: bits 9 to 11
- RI: bits 14 to 17, combination values 0 to 7. Values 8 to 15
are not used
- AC: bits 20 to 32, aircraft altitude code.

following messages:
1
---------------------------------------------------------------------
|-------|--------|--------------------------------------------------|
| 9 | RL | = 1: reply message length requested long |
| 14 | AQ | = 0: non-acquisition type interrogation |
| | | to 88 |
| | | an intruder |
| | | not used in TCAS II |
| | | used in TCAS II |
| 53-55 | | not used |
| | | advisory complement - not used in TCAS II |

EFF :

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---------------------------------------------------------------------
|-------|--------|--------------------------------------------------|
| | | address. |
---------------------------------------------------------------------
2
own TCAS:
---------------------------------------------------------------------
|------ |-------|---------------------------------------------------|
| | | operating |
| | | of bits 41 to 88 |
| | | type currently generated by the TCAS |
| 59-88 | | Not used |
---------------------------------------------------------------------
(d) Correspondence of radio messages with ARINC 429 words

transits via ARINC 429 buses linking the transponder to the TCAS.
The following table gives the correspondence between the two
types of link:

EFF :

901-901, 34-43-00

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---------------------------------------------------
| 1 - TRANSPONDER TO TCAS |
|-------------------------------------------------|
|---------|-------------------|-------------------|
|---------|---------|---------|---------|---------|
| MTB | UF16 | 42 | 271 | 09 |
| CVC | | 43-44 | | 10-11 |
| VRC | | 45-46 | | 12-13 |
| CHC | | 47-49 | | 14-16 |
| HRC | | 50-52 | | 17-19 |
| HSB | | 56-60 | | 20-24 |
| VSB | | 61-64 | | 25-28 |
---------------------------------------------------
---------------------------------------------------
| 2 - TCAS TO TRANSPONDER |
|-------------------------------------------------|
|---------|-------------------|-------------------|
|---------|---------|---------|---------|---------|
| SL | DF16 | 09-11 | 274 | 23-25 |
| RI | | 14-17 | | 26-29 |
| ARA | | 41-54 | 273 | 12-25 |
| RAC | | 55-58 | | 26-29 |
---------------------------------------------------
In the TCAS, target aircraft are categorized depending on specific
The TCAS essentially uses two types of information to perform this
classification:
their barometric altitudes
(Ref. Fig. 018)
- altitude rate
- range rate.
Assessment of the potential threat represented by an intruder depends
on two criteria determined with respect to a point in the traffic area

EFF :

901-901, 34-43-00

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TCAS - Definition of Main Parameters
Figure 018

EFF :

901-901, 34-43-00

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This is the point of minimum distance between the two aircraft,
assuming that their trajectories do not deviate.

(Ref. Fig. 019)
zone.

speeds.
D
T = ---------
V1 + V2
compute this time:
RANGE R(NM)
TAU = ------------ i.e. TAU(s) = 3600 --------
RANGE RATE RR (Kts)
direction.
(Ref. Fig. 020)
The curve represents the TAU variation before the closest point of
approach.
(Ref. Fig. 021)

EFF :

901-901, 34-43-00

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TCAS - Threat Evaluation
Figure 019

EFF :

901-901, 34-43-00

Page 41
Config-3 Feb 01/08

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TCAS - TAU Minimum Configuration
Figure 020

EFF :

901-901, 34-43-00

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Config-3 Feb 01/08

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TCAS - TAU Curve
Figure 021

EFF :

901-901, 34-43-00

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the intruders relative bearing is 45 deg. and then increases
rapidly. If the time corresponding to a predetermined threshold has
not been reached before the minimum TAU value, a trajectory
correction is not initiated.
situation:
range - X (DMOD) to the power two
TAU = ---------- with X = ---------
range rate range
(DMOD)expnt2/range. The DMOD coefficients are in function of
altitude, ranging from 0.20 NM for 1000-2350 ft, to 1.1 NM above
30,000 ft as shown below (for the RA DMOD):
Altitude DMOD TA DMOD RA
(ft) (NM) (NM)
0-1000 0.30 -
1000-2350 0.33 0.20
2350-5000 0.48 0.35
5000-10000 0.75 0.55
10,000-20,000 1.0 0.80
>20,000 1.3 1.1

Target aircraft are divided into four categories: OTHER - PROXIMATE -
TRAFFIC ADVISORY (TA) RESOLUTION ADVISORY (RA).
(1) Other aircraft

Depending on the Above/Below selection, targets are defined as other
intruders if their:
- altitude is between 1200 ft and 9900 ft above or below the TCAS
equipped aircraft
- distance is more than 14 NM.
Their presentation on the ND is permanent (TFC function selected =
full time display function activated) or conditioned by the
presence of a TA/RA intruder (TA or TA/RA function selected).
declared.
white outlined diamond symbol and can monitor their progress, or

EFF :

901-901, 34-43-00

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this case they require a new category and a symbol change.
(2) Proximate aircraft

Their presentation on the ND is permanent (TFC function selected =
full time display activated) or conditioned by the presence of a
TA/RA intruder (TA or TA/RA function selected)
category.
declared.
(3) Traffic advisory aircraft
(Ref. Fig. 022)

immediate threat the TCAS issues a traffic advisory. Its presence is
Traffic Traffic.
advisory.
(4) Resolution advisory aircraft
(Ref. Fig. 022)

threshold.

EFF :

901-901, 34-43-00

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TCAS - Threat Threshold Scale
Figure 022

EFF :

901-901, 34-43-00

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(a) Preventive Advisory


S2.
(Ref. Fig. 022)
(c) Aural alerts

- CLIMB, CLIMB
ft/mn),
- CLIMB, CROSSING CLIMB, CLIMB, CROSSING CLIMB
- INCREASE CLIMB, INCREASE CLIMB
should be increased (2500 ft/mn),
- CLIMB, CLIMB NOW, CLIMB, CLIMB NOW
intruder,
- DESCEND, DESCEND
(-1500 ft/mn),
- DESCEND, CROSSING DESCEND, DESCEND, CROSSING DESCEND
- ADJUST VERTICAL SPEED, ADJUST

EFF :

901-901, 34-43-00

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PFD,
- INCREASE DESCENT, INCREASE DESCENT
should be increased (-2500 ft/mn),
- DESCEND, DESCEND NOW, DESCEND, DESCEND NOW
intruder.
Three other aural advisories are also generated:
- MONITOR VERTICAL SPEED
enter this range (Preventive Advisory),
- MAINTAIN VERTICAL SPEED, MAINTAIN
(corrective),
- MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN
RAs (corrective).
This message is spoken only once if softening from a previous
corrective advisory,
- CLEAR OF CONFLICT.


Increase Descend resolution advisories (RA),
advisories (RA),
- below 1000 ft +/- 100 ft AGL, TCAS automatic switching to TA
Only mode (inhibition of all resolution advisories),
- below 500 +/- 100 ft AGL (600 ft in climb, 400 ft in descent),
inhibition of all resolution advisories (RA) and of aural
traffic advisories (TA).

EFF :

901-901, 34-43-00

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Above 48,000 ft, further climb orders are inapplicable as the
aircraft performance capability does not permit them to be taken
into account.

- windshear/stall,
- GPWS - G/S,
The environmental alert priorities are: windshear/stall, GPWS -
G/S and then TCAS II.

(Ref. Fig. 023)
of information. The ground logic aircraft declared on the
ground is enabled when the own aircraft descends below 1650 ft
AGL and when it climbs up to 1750 ft AGL.
All on-ground intruders are displayed as non-threat traffic white
unfilled diamond.
Intruders are declared to be on-ground if they are within 380 ft
from the ground when descending, and if they are within 400 ft
from the ground when climbing.
Intruders declared to be on-ground can never cause proximate,
traffic or resolution advisory.
compare it with the 380 ft (plus or minus 20 ft) threshold.
(e) Rejection of non altitude reporting aircraft by the own aircraft

The TCAS does not display non altitude reporting aircraft above
15,500 ft MSL.
The sensitivity level is decreased at low altitude to prevent unnecessary

EFF :

901-901, 34-43-00

Page 49
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TCAS - Inhibition Condition
Figure 023

EFF :

901-901, 34-43-00

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of:
- altitude values from the radio altimeter up to 2500 ft AGL,
----------------------------------------------------------------------
| | | thresholds |
|----------------------------|-----------------|---------------------|
| | | | prev cor |
| | | (sec) (sec) | (ft) (ft) (ft) |
|------------|---------------|-----------------|---------------------|
| Radio Alt | 1000-2350 | 3 25 15 | 850 600 300 |
| Baro | 2350-5000 | 4 30 20 | 850 600 300 |
| Baro | 5000-10000 | 5 40 25 | 850 600 350 |
| Baro | 10000-20000 | 6 45 30 | 850 600 400 |
| Baro | 20000-42000 | 7 48 35 | 850 700 600 |
| Baro |more than 42000| 7 48 35 | 1200 800 700 |
----------------------------------------------------------------------

____
generated.
____
Each aircraft altitude depends on an hysteresis:
- 42,000 plus or minus 500 ft.
For example, to switch from sensitivity level 3 to sensitivity
level 2, the altitude must fall below 900 ft.
However, to switch from sensitivity level 2 to sensitivity level
3, the altitude value must go above 1100 ft.
(Ref. Fig. 024)

EFF :

901-901, 34-43-00

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TCAS - Separation into Altitude Layers
Figure 024

EFF :

901-901, 34-43-00

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- 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.
- 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.
First a sensitivity level based on altitude is selected. Level 2
is selected if the radio altimeter altitude is less than 1000
ft. Level 2 is also selected if own aircraft is configured such
that both CLIMB and DESCEND RAs are inhibited. Level 3 is
selected if the aircraft is above 1000 ft and below 2350 ft AGL.
If the aircraft is above 2350 ft AGL, barometric altitude is
used to select either level 4 (below 5000 ft), 5 (from 5000 to
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 sensivity 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.
The TCAS information is presented on the CAPT and F/O NDs of the EFIS
system. Additional messages can also be presented on the display units of
the ECAM system.

in PLAN mode.
zone.
TCAS.

EFF :

901-901, 34-43-00

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the aircraft.
the aircraft.
- OTHER TRAFFIC: white outlined diamond, height 7 mm
- PROXIMATE TRAFFIC: white filled diamond, height 7 mm
- TRAFFIC ADVISORY: amber filled circle, diameter 5 mm
- RESOLUTION ADVISORY: red filled square, side 5 mm.
The own aircraft is represented by the aircraft symbol at the
center of the dial in ROSE mode and at the lower quarter and at the
center of the image in ARC mode.
positions is placed around the own aircraft symbol at a radius of
2.5 NM.
(Ref. Fig. 025)

range is at a higher scale, the following message comes into view
at the center of the display, in red for RA and in amber for TA:
REDUCE RANGE
If a TA or RA type intruder is detected and the ND mode is
inadequate for display, the following message comes into view at
the center of the display in the same colors as above:
CHANGE MODE
of the ND).
symbol.
(Ref. Fig. 026)
OFF SCALE intruder: if only a half of a symbol is displayed, the
target is defined as an off scale intruder. This calls for
increasing the range selection on the ND.

sectors:

EFF :

901-901, 34-43-00

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TCAS - ND Data Display
Figure 025

EFF :

901-901, 34-43-00

Page 55
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TCAS - Display of Intruders on ND
Figure 026

EFF :

901-901, 34-43-00

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Config-3 Feb 01/08

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more intruders.

The grey background is replaced by green and red sectors defining
the optimum vertical speed values.
sector.
The vertical speed information needle and digits are colored in red
(Ref. Fig. 027)

scale.
zones.
level, if the vertical separation is sufficient, it is not necessary
(Ref. Fig. 027)
its current level.
(Ref. Fig. 028)

EFF :

901-901, 34-43-00

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TCAS - PFD Data Display
Figure 027

EFF :

901-901, 34-43-00

Page 58
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TCAS - Sector Displays on Vertical Speed Scale
Figure 028

EFF :

901-901, 34-43-00

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- TCAS - red - to indicate a TCAS computer failure.
(Ref. Fig. 029)

A red TCAS flag appears to the left of the vertical speed scale on
the PFD if the TCAS cannot deliver RA data.
(Ref. Fig. 030)
(7) Display on the upper ECAM DU

- If a TCAS fault is detected, the amber warning message NAV TCAS
FAULT is displayed on the upper ECAM DU.
section of the upper ECAM DU.
(Ref. Fig. 030)

displays.

____
- The EFIS components are also described in 31-64 for the PFD
and 31-65 for the ND.
control unit
(Ref. Fig. 031)

The TCAS mode of operation is selected by means of two selectors
switches.
- THRT, ALL, ABV and BLW
(a) STBY mode

the PFDs and NDs.

EFF :

901-901, 34-43-00

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TCAS - Messages Displayed on ND
Figure 029

EFF :

901-901, 34-43-00

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Config-3 Feb 01/08

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TCAS - Messages Displayed on PFD and ECAM
Figure 030

EFF :

901-901, 34-43-00

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TCAS - ATC/TCAS Control Unit
Figure 031

EFF :

901-901, 34-43-00

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vertical speed information is not displayed on the PFD.
the upper ECAM DU.
If the mode selector is set to XPDR, the TCAS also operates in
standby mode.
(b) TA mode
(c) TA/RA mode

PFD.
altitude.

____
Para. 6.F.).
(d) THRT mode

(e) ALL mode


traffic advisory:
2700 ft below
2700 ft above.

EFF :

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(a) STBY mode

interrogations.
(b) AUTO mode

In flight, the aircraft operates as in the ON mode: all its
(c) ON mode
(a) OFF position

results:
altitude.
- the TCAS switches to STBY (TCAS STBY message in green on the
upper ECAM DU),
(b) ON position
altitude. The TCAS operates in the mode selected by its logic in
function of information input from the control unit, ATCRBS/MODE
S ground stations and in function of aircraft altitude.

EFF :

901-901, 34-43-00

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7. Test
____
A. Self-Test
performed by activating the TEST function:
computer
- or through the CFDIU by applying the procedure TCAS functional test on
the MCDU.
label 270
- label frames 130, 131, 132 containing the data for each of the four
intruders according to the following table:
--------------------------------------------------------------------------
| | | (NM) | (FEET) | (DEG) | |
|------------|--------|---------|-----------|-----------|----------------|
| 1 | RA | 2.00 | -1000 | +90 |no vertical rate|
| 2 | TA | 2.00 | -200 | -90 |climbing |
| 3 | PROX | 3.61 | +200 | +33.69 |descending |
--------------------------------------------------------------------------

EFF :

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(1) ND image
intruders: Other, Proximate, TA and RA.
- white outlined diamond for Other traffic
- white diamond for Proximate traffic
- yellow circle for TA traffic
- red square for RA traffic
(Ref. Fig. 032)
(2) PFD image

At the beginning of the test sequence, the vertical speed scale on
the PFD is divided in three sectors: one green and two red ones. Then
a resolution advisory display is shown.
(Ref. Fig. 032)
(3) Fault indication

At the end of the test sequence, the system generates a synthesized
voice message:
TCAS SYSTEM TEST OK
In this case the NDs, the PFDs and the ECAM show the fault messages
In addition, two windows on the front of the TCAS computer display a
code identifying the failed component according to the table below:
------------------------------------------------------------------
|--------------------------|-------------------------------------|
| System OK | NO FAILURE |
| Top Ant Fail | TCAS TOP ANTENNA |
| Bott Ant Fail | TCAS BOTTOM ANTENNA |
| Pitch Att Data | PITCH ATTITUDE DATA |

EFF :

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TCAS - Test Display
Figure 032

EFF :

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------------------------------------------------------------------
|--------------------------|-------------------------------------|
| Roll Att Data | ROLL ATTITUDE DATA |
| Heading Data | HEADING DATA |
| CMC Bus | CENTRALIZED MAINTENANCE COMPUTER |
| ATC Ctl Panel | ATC CONTROL PANEL |
| FMC | FLIGHT MANAGEMENT COMPUTER |
| PP (+ PIN ALLOCATION) | PROGRAM PINS |
| Suppression Line | SUPPRESSION LINE |
| Power Supply | POWER SUPPLY |
| TCAS Unit Failed | TCAS UNIT |
------------------------------------------------------------------
B. CFDS
(1) Introduction
The CFDS permits to present the TCAS computer faults on the
Multipurpose Control and Display Units (MCDU) and on the printer.
The TCAS computer which is classified Type 1 system in the CFDS also
delivers data related to fault diagnoses required for its
maintenance.
It communicates with the CFDS through two ARINC 429 low speed buses.
The CFDS is characterized by two operating modes:
- MENU mode
- NORMAL mode.
(2) Menu Mode

the TCAS computer.
The display of the SYSTEM REPORT/TEST page for the NAV components
on which the TCAS is accessible is shown on the following figure.
When the line key adjacent to the TCAS indication is pressed, the
CFDIU establishes the dialog and provides access to one of the
eight following items:
- LAST LEG REPORT
- GROUND SCANNING
- CLASS 3 FAULTS
- GROUND REPORT
- TEST.

EFF :

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The procedure used to get the page for selection of an item is
shown in the figure
(Ref. Fig. 033)
(b) LAST LEG REPORT

This report contains the computer internal and external faults
The following tables give the lists of the fault messages which
can be reported and indicate the fault class assigned to them as
defined by the CFDS standard.
1
_ Internal faults
-------------------------------------------------------------------------------
| LIST OF INTERNAL FAULT MESSAGES |
|-----------------------------------------------------------------------------|
|-----------------------------------------------------------------------------|
| 344334 | 1 | TCAS (1SG) |
| | | COAXIAL J1 |
| | | COAXIAL J2 |
| | | COAXIAL J3 |
| | | COAXIAL J4 |
| | | COAXIAL J1 |
| | | COAXIAL J2 |
| | | COAXIAL J3 |
| | | COAXIAL J4 |
-------------------------------------------------------------------------------
The following figure shows the sequence of menus to display

these messages.
(Ref. Fig. 034)

EFF :

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TCAS - Maintenance Test Procedure
Figure 033

EFF :

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Config-3 Feb 01/08

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TCAS - Internal Fault Messages
Figure 034

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2
_ External faults
External faults and associated messages are listed in the
table below:
-------------------------------------------------------------------------------
| LIST OF EXTERNAL FAULT MESSAGES |
|-----------------------------------------------------------------------------|
|-----------------------------------------------------------------------------|
| 344233 | 3 | RA1 (2SA1)/TCAS (1SG) |
| 344233 | 3 | RA2 (2SA2)/TCAS (1SG) |
| 344233 | 1 | RA1 (2SA1)/TCAS (1SG) |
| 344233 | 1 | RA2 (2SA2)/TCAS (1SG) |
| 345233 |1 or 3 | ATC 1(1SH1)/TCAS (1SG) |
| 345233 |1 or 3 | ATC 2(1SH2)/TCAS (1SG) |
| 345233 | 1 | ATC 1(1SH1)/TCAS (1SG) |
| 345233 | 1 | ATC 2(1SH2)/TCAS (1SG) |
| 341234 | 1 | ADIRU1 (1FP1)/TCAS (1SG) |
| 355212 | 1 | ATC - TCAS CTL PNL (3SH)/TCAS (1SG) |
| 313234 | 3 | CFDIU (1TW)/TCAS (1SG) |
| 344300 | 1 | SUPPRESSION LINE |
-------------------------------------------------------------------------------
NOTE : Fault of the selected ATC is a class 1 failure.

____
Fault of the ATC in standby is a class 3 failure.
NOTE : Fault of one radio altimeter is a class 3 fault whereas

____
it becomes a class 1 fault when two radio altimeters
are faulty.
The class 3 recorded external faults are displayed through the

menu sequence as shown in the following figure.
(Ref. Fig. 035)
(3) PREVIOUS LEGS REPORT

concern the last 63 flights if faults have occurred during these
flights.
(Ref. Fig. 036)
(4) LRU IDENTIFICATION

(Ref. Fig. 037)

EFF :

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Page 73
Config-3 Feb 01/08

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TCAS - External Fault Messages
Figure 035

EFF :

901-901, 34-43-00

Page 74
Config-3 Feb 01/08

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TCAS - Previous Legs Report
Figure 036

EFF :

901-901, 34-43-00

Page 75
Config-3 Feb 01/08

IAC
TCAS - LRU Identification
Figure 037

EFF :

901-901, 34-43-00

Page 76
Config-3 Feb 01/08

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(5) GROUND SCANNING
This function enables consultation of the TCAS computer fault
The TCAS peripheral monitoring and internal cyclic tests are used in
order to detect transient faults.
(Ref. Fig. 038)
(6) TROUBLE SHOOTING DATA

This function allows to analyze the snapshot of the recorded fault to
detect any software bug.
- some correlation parameters which are the date and the UTC hour
displayed in clear english,
- some snapshot data delivered in hexadecimal code or in clear
message.
(Ref. Fig. 039)
(7) GROUND REPORT

This function is used to present class 1, 2 or 3 internal faults when
they are detected on ground. These faults differ from those displayed
on the LAST LEG REPORT page.
The following figure shows examples of internal faults recorded on
ground by the TCAS system.
The relevant trouble shooting data are displayed by pressing the line
key adjacent to the fault indication.
(Ref. Fig. 040)
(8) DISCRETE CONFIGURATION

This function is used to present the value or the status of several
discretes. A report screen for each data shows the status of the
discrete at the time this menu is selected.
(Ref. Fig. 041)

A TCAS built-in functional test can be initiated by pressing the line
key adjacent to the TEST indication on the TCAS maintenance sub-menu.
(Ref. Fig. 042)
- the test ends with the display of the following message on the
MCDU:
- at the end of the functional test the TCAS computer generates a
complete sequence of synthesized voice messages.
When all the tests are completed and no fault has been detected the
computer reports TCAS SYSTEM TEST OK.
If one of the test criteria has not been met, the synthesized voice
message TCAS SYSTEM TEST FAIL is announced.

EFF :

901-901, 34-43-00

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TCAS - Ground Scanning
Figure 038

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901-901, 34-43-00

Page 78
Config-3 Feb 01/08

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TCAS - Trouble Shooting Data
Figure 039

EFF :

901-901, 34-43-00

Page 79
Config-3 Feb 01/08

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TCAS - Ground Report
Figure 040

EFF :

901-901, 34-43-00

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INTENTIONALLY BLANK

34-43-00

Page 81
Config-3 Feb 01/08

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TCAS - Discrete Configuration
Figure 041 (SHEET 1)

EFF :

901-901, 34-43-00

Page 82
Config-3 Feb 01/08

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INTENTIONALLY BLANK

34-43-00

Page 85
Config-3 Feb 01/08

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TCAS - Functional Test

EFF :

901-901, 34-43-00

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Config-3 Feb 01/08

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TCAS - Functional Test

EFF :

901-901, 34-43-00

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Remarks:
- this short test permits to check rapidly, on ground, the
the DMC.
In addition it enables to check correct operation of the
synthesized voice message system.
(10) Software configuration follow-up

The software of the TCAS can be loaded from an airborne data loader
Consequently it must be possible to check correct downloading by
using the CFDS/MCDU interface.
The LRU IDENTIFICATION item displays the downloaded software version
reference (line SW/N).
The software can also be loaded throught the PDL or the PCMCIA card

____

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TRAFFIC COLLISION AVOIDANCE SYSTEM (TCAS) - SERVICING
_____________________________________________________
TASK 34-43-00-610-001
Uploading Procedure to Load the Operational Software of the TCAS
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
3. __________
Job Set-up
Subtask 34-43-00-861-053
Subtask 34-43-00-860-077
B. Make sure that the aircraft is in the ground configuration.

R

EFF :

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Subtask 34-43-00-865-075
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 34-43-00-970-054
A. Loading Procedure of the Operational Software
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the MCDU: The MCDU is on.

- turn the BRT knob.
2. On the overhead panel, on the On the display of the Data Loading

Data Loading Selector: Selector:
- set the ON/OFF switch to ON. - DB/N:
PUSH NEXT/PREV
indication is shown
On the multipurpose disk drive unit:

- the < < MDDU READY > > indication is
shown.

- push the PREV or NEXT key until - TCAS
you get the indication of the NOT SELECTED
TCAS indication is shown
4. Put the software standard On the multipurpose disk drive unit:

application (5RB) disk into the - the READY indication is shown
disk drive of the data loader, - then, the WAIT RESPONSE indication is

R

EFF :

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
the label in the forward shown
direction

- push the SEL CTL key - TCAS
SELECTED
indication is shown

- the TRANS IN PROG indication is shown
- when all the data are put into the
computer, the TRANSF COMPLETE
indication is shown

NOT SELECTED
indication is shown
7. Eject the disk from the disk On the multipurpose disk drive unit:
drive of the data loader - the < < MDDU READY > > indication is
shown

R

EFF :

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Subtask 34-43-00-280-057
B. On the MCDU Check of the Reference of the Data Loaded in the TCAS
page (Ref. TASK 31-32-00-860-010).
(2) Do a check of the identification of the loaded disk.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- push the line key adjacent to - the TCAS page comes into view.
the TCAS indication.
- push the line key adjacent to - the LRU IDENTIFICATION page comes
the LRU IDENT indication. into view.
NOTE : Make sure that the SW/N

____
indication shown is the same as
the SW/N indication read on the
disk.
5. Close-up
________
Subtask 34-43-00-860-078
(2) On the MCDU, set the BRT knob to OFF.
(3) Put the disk in the storage box.
Subtask 34-43-00-080-051
B. Deactivation of the Data Loading System
(1) On the Data Loading Selector, set the ON/OFF switch to OFF.
(2) Make sure that MDDU door is closed

R

EFF :

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Subtask 34-43-00-862-053
C. De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-

002).

R

EFF :

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TRAFFIC AND TERRAIN COLLISION AVOIDANCE SYSTEM (T2CAS) - SERVICING
__________________________________________________________________
TASK 34-43-00-610-003
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
3. __________
Job Set-up
Subtask 34-43-00-861-057
Subtask 34-43-00-860-098

R

EFF :

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Subtask 34-43-00-865-096
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 34-43-00-970-057
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------


PUSH NEXT/PREV
indication is shown

shown.



R

EFF :

901-901, 34-43-00

Page 302
Config-2 May 01/07

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
direction

SELECTED
indication is shown

indication is shown

NOT SELECTED
indication is shown
shown

R

EFF :

901-901, 34-43-00

Page 303
Config-2 May 01/07

IAC
Subtask 34-43-00-280-060
page (Ref. TASK 31-32-00-860-010).
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

____
disk.
5. Close-up
________
Subtask 34-43-00-860-099
Subtask 34-43-00-080-055

R

EFF :

901-901, 34-43-00

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Subtask 34-43-00-862-057

002).

R

EFF :

901-901, 34-43-00

Page 305
Config-2 May 01/07

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TASK 34-43-00-610-004
Uploading of the TAWS Database
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
34-43-00-740-004 Bite Test of the T2CAS
34-43-00-991-003 Fig. 301
34-43-00-991-004 Fig. 302
34-43-00-991-005 Fig. 303
3. __________
Job Set-up
NOTE : Refer to the equipement supplier Technical News Letter related to the
____
version of the database that you upload.
Subtask 34-43-00-861-059

(Ref. TASK 24-41-00-861-002)

R

EFF :

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Subtask 34-43-00-010-056
B. Get access to the Avionics Compartment
(1) Put the ACCESS PLATFORM 1M (3 FT) in position at the access door 824.
Subtask 34-43-00-865-104
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
(Ref. Fig. 301/TASK 34-43-00-991-003)
Subtask 34-43-00-970-059
A. Uploading of the Terrain Database through the Compact Flash Card, with
the T2CAS Computer Installed on the Aircraft
(1) Make sure that the aircraft is on ground.
(2) Open the door on the face of the T2CAS computer.
(3) Put the Compact Flash card in its related slot.
(a) Make sure that the side of the card that has the part numbers is
on the same side as the LED panel.
(b) Align the card with the slot and push in firmly.
(Ref. Fig. 302/TASK 34-43-00-991-004)
(4) The T2CAS computer starts: all the TAWS LEDs located in the left
column of the LED panel come on.
(5) All the TAWS LEDs go off and the XFR IN PROCESS LED flashes:
- the computer reads the Compact Flash card for approximately one
minute.

R

EFF :

901-901, 34-43-00

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T2CAS Computer - Face
Figure 301/TASK 34-43-00-991-003

R

EFF :

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Config-2 May 01/07

IAC
Compact Flash Card - Location
Figure 302/TASK 34-43-00-991-004

R

EFF :

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(6) The XFR IN PROCESS LED stays on green:
- the computer is loads the contents of the Compact Flash card for
(7) When the upload is completed, the C/F LOAD STATUS LED comes on green.
(8) When the upload is satisfactory, push the eject pushbutton and remove
the Compact Flash card.
(Ref. Fig. 303/TASK 34-43-00-991-005)
(9) Close the door on the face of the T2CAS computer.
(10) The computer starts: all the TAWS LEDs located in the left column of
the LED panel come on.
(11) When all the TAWS LEDs go off, the T2CAS computer can operate.
NOTE : You can do a check of the TAWS database Part Number on the
____
MCDU, on the LRU IDENTIFICATION page (access from the SYSTEM
REPORT/TEST NAV: RADIO NAV page 3/3 (Ref. TASK 31-32-00-860-
010))
Subtask 34-43-00-740-055
B. Do the BITE test of the T2CAS (Ref. TASK 34-43-00-740-004)
5. Close-up
________
Subtask 34-43-00-410-058
A. Close Access
items.
Subtask 34-43-00-862-059

(Ref. TASK 24-41-00-862-002).

R

EFF :

901-901, 34-43-00

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Compact Flash Card-Eject Pushbutton
Figure 303/TASK 34-43-00-991-005

R

EFF :

901-901, 34-43-00

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Config-2 May 01/07

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**ON A/C 901-901,
Post SB 34-1389 For A/C 901-901,
TRAFFIC COLLISION AVOIDANCE SYSTEM (TCAS) - SERVICING

_____________________________________________________
TASK 34-43-00-610-005
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
3. __________
Job Set-up
Subtask 34-43-00-861-061
Subtask 34-43-00-860-130

EFF :

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Subtask 34-43-00-865-127
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 34-43-00-970-061
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------


PUSH NEXT/PREV
indication is shown

shown.



EFF :

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Page 302
Config-3 Feb 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
direction

SELECTED
indication is shown

indication is shown

NOT SELECTED
indication is shown
shown

EFF :

901-901, 34-43-00

Page 303
Config-3 Feb 01/08

IAC
Subtask 34-43-00-280-064
page (Ref. TASK 31-32-00-860-010).
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

____
disk.
5. Close-up
________
Subtask 34-43-00-860-131
Subtask 34-43-00-080-058

EFF :

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Subtask 34-43-00-862-062

002).

EFF :

901-901, 34-43-00

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Config-3 Feb 01/08

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______________________________________________________
TRAFFIC AND TERRAIN COLLISION AVOIDANCE SYSTEM (T2CAS)
_________________________
DEACTIVATION/REACTIVATION
TASK 34-43-00-040-002
Deactivation of the TCAS
1. __________________
Reason for the Job

NAVIGATION
TCAS
(FAA Only)
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific 1 WARNING NOTICE
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power

R

EFF :

901-901, 34-43-00

Page 401
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IAC
3. __________
Job Set-up
Subtask 34-43-00-860-104

(Ref. TASK 24-41-00-861-002).
860-001).
(4) On the EFIS control sections of the FCU:

- set the mode selector switches to ROSE.
- set the scale selector switches to 10.
Subtask 34-43-00-865-102
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 34-43-00-040-052
A. Deactivation of the TCAS
(1) Open, safety and tag T2CAS circuit breaker 104SG for the TCAS
function (ignore the related warnings).
NOTE : When the TCAS function is deactivated, the GPWC function is

____
also deactivated.

R

EFF :

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5. Close-up
________
Subtask 34-43-00-860-105
A. Safety Precautions
(1) On the center pedestal, on the ATC/TCAS control unit:

- put a WARNING NOTICE to tell persons not to operate the TCAS.
(2) Make an entry in the logbook to record the deactivation.
Subtask 34-43-00-860-106

(Ref. TASK 24-41-00-862-002).
items.

R

EFF :

901-901, 34-43-00

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TASK 34-43-00-440-002
Reactivation of the TCAS
1. __________________
Reason for the Job

NAVIGATION
TCAS
(FAA Only)
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
TSM 34 PB 101 (for corrective action)
3. __________
Job Set-up
Subtask 34-43-00-860-107

(Ref. TASK 24-41-00-861-002).
Subtask 34-43-00-865-103
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

R

EFF :

901-901, 34-43-00

Page 404
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IAC
4. Procedure
_________
Subtask 34-43-00-440-051
A. Reactivation of the TCAS
(1) Close the circuit breaker of the T2CAS.
(2) Do the trouble shooting of the TCAS

(Ref. TSM 34 PB 101).
5. Close-up
________
Subtask 34-43-00-860-108

(Ref. TASK 24-41-00-862-002).
items.

R

EFF :

901-901, 34-43-00

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Config-1 May 01/07

IAC
TRAFFIC COLLISION AVOIDANCE SYSTEM (TCAS) - DEACTIVATION/REACTIVATION
_____________________________________________________________________
TASK 34-43-00-040-001
1. __________________
Reason for the Job

NAVIGATION
TCAS
(FAA Only)
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-43-00-860-067

(Ref. TASK 24-41-00-861-002).
860-001).


R

EFF :

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Subtask 34-43-00-865-063
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 34-43-00-040-050
(1) Open, safety and tag the circuit breaker 4SG of the TCAS (ignore the
related warnings).
5. Close-up
________
Subtask 34-43-00-860-068
(3) Make an entry in the log book.

(Ref. TASK 24-41-00-862-002).
items.

R

EFF :

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IAC
TASK 34-43-00-440-001
1. __________________
Reason for the Job

NAVIGATION
TCAS
(FAA Only)
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
R
3. __________
Job Set-up
Subtask 34-43-00-860-069

(Ref. TASK 24-41-00-861-002).
4. Procedure
_________
Subtask 34-43-00-440-050
R A. Do the Trouble Shooting of the TCAS

R - Do the trouble shooting procedure related to the maintenance message.

EFF :

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5. Close-up
________
Subtask 34-43-00-860-070

(Ref. TASK 24-41-00-862-002).
items.

R

EFF :

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Page 404
Config-2 May 01/07

IAC
**ON A/C 901-901,
Post SB 34-1389 For A/C 901-901,
TRAFFIC COLLISION AVOIDANCE SYSTEM (TCAS) - DEACTIVATION/REACTIVATION

_____________________________________________________________________
TASK 34-43-00-040-003
1. __________________
Reason for the Job

NAVIGATION
TCAS
(FAA Only)
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-43-00-860-120

(Ref. TASK 24-41-00-861-002).
860-001).

EFF :

901-901, 34-43-00

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Subtask 34-43-00-865-121
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 34-43-00-040-053
(1) Open, safety and tag the circuit breaker 4SG of the TCAS (ignore the
related warnings).
5. Close-up
________
Subtask 34-43-00-860-121
(3) Make an entry in the log book.

(Ref. TASK 24-41-00-862-002).
items.

EFF :

901-901, 34-43-00

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Config-3 Feb 01/08

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TASK 34-43-00-440-003
1. __________________
Reason for the Job

NAVIGATION
TCAS
(FAA Only)
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
TSM 34PB101 (for corrective action)
3. __________
Job Set-up
Subtask 34-43-00-860-122

(Ref. TASK 24-41-00-861-002).
4. Procedure
_________
Subtask 34-43-00-440-052
A. Do the Trouble Shooting of the TCAS (Ref. TSM 34PB101).

EFF :

901-901, 34-43-00

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5. Close-up
________
Subtask 34-43-00-860-123

(Ref. TASK 24-41-00-862-002).
items.

EFF :

901-901, 34-43-00

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TRAFFIC AND TERRAIN COLLISION AVOIDANCE SYSTEM (T2CAS) - ADJUSTMENT/TEST
________________________________________________________________________
TASK 34-43-00-740-004
Bite Test of the T2CAS
1. __________________
Reason for the Job
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
R 31-60-00-860-002 EIS Stop Procedure
3. __________
Job Set-up
Subtask 34-43-00-860-087

(Ref. TASK 24-41-00-861-002).
860-001).

- set the mode selector switches to ROSE/NAV

EFF :

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IAC
(5) Do the procedure to get access to the SYSTEM REPORT/TEST NAV page on
one MCDU (Ref. TASK 31-32-00-860-010):
- push the NEXT PAGE function key (two times) until the TCAS menu
(6) On the center pedestal, on the ATC/TCAS control unit, set the
switch(es) to STBY.
Subtask 34-43-00-865-086
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
49VU FLIGHT CONTROLS/FLP/CTL AND MONG/SYS1 6CV B07
49VU FLIGHT CONTROLS/SLT/CTL AND MONG/SYS1 5CV B06
R 121VU AUDIO MIXING 14WW K03
122VU FLIGHT CONTROLS/WTB/FLP/SYS1 10CV S07
122VU FLIGHT CONTROLS/WTB/SLT/SYS1 9CV S06

EFF :

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4. Procedure
_________
Subtask 34-43-00-740-053
A. BITE Test of the T2CAS (TCAS part)
NOTE : During the test, obey the instructions on the MCDU.

____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Push the line key adjacent to - The TCAS menu page comes into view.
2. On the MCDU:
- Push the line key adjacent to On the MCDU, the TEST IN PROGRESS 8S
the TEST indication. indication comes into view.
You can hear the TCAS TEST aural
message.
On the CAPT and F/O NDs, these symbols
come into view:
- A white unfilled diamond with a +10
indication.
- A white solid diamond with a down
arrow and a -10 indication.
- An amber solid circle with an up
arrow and a -02 indication.
- A red solid square with a +02
indication.
- A green sector and a red sector come
into view in sequence on the vertical
speed scale.
At the end of the test:
- You can hear the TCAS TEST PASSED
aural message.
- On the CAPT and F/O NDs, the symbols
go out of view.
- On the CAPT and F/O PFDs, the green
and the red sectors go out of view.
On the MCDU:

R

EFF :

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- MAKE SURE THAT TEST TARGETS WERE
SHOWN ON BOTHS NDS indication comes
into view.
- Push the line key adjacent to - THE SYNTHETIC VOICE GENERATED WAS:
the YES indication. TCAS TEST indication comes into view.
- Push the line key adjacent to - The TEST OK indication comes into
the PASS indication. view.
- Push the line key adjacent to - The test procedure stops.

the RETURN indication.
Subtask 34-43-00-740-054
B. BITE Test of the T2CAS (TAWS part)
(1) On the GPWS section of the panel 21VU, make sure that:
- the FAULT and OFF legends of the GPWS/SYS pushbutton switch are off
(pushbutton switch released)
- the FAULT and OFF legends of the GPWS/TERR pushbutton switch are
off (pushbutton switch released)
- the OFF legends of the GPWS/G/S MODE and the GPWS/FLAP MODE
pusbutton switches are off
- the ON legend of the GPWS/LDG FLAP 3 pusbutton switches is off.
(2) On the panels 301VU and 500VU, set the ND potentiometer to BRT.
(3) On the FCU, on the CAPT and F/O EFIS control panels, set the mode
selector switch to ARC.
(4) On the FCU, on the F/O EFIS control panels, set the scale selector
switch to 320. On the CAPT EFIS control panels, set the scale
selector switch to 160.
(5) On the MCDU push the PROG key: the MCDU FM PROG page comes into view.
On this page, select a REQUIRED navigation performance value higher
than the ESTIMATED value and the ACCUR indication becomes HIGH.

R

EFF :

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Page 504
Config-1 May 01/07

IAC
(6) Do the procedure to get the SYSTEM REPORT/TEST NAV:RADIO NAV page
(Ref. TASK 31-32-00-860-010) and push the down arrow key two times.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Push the line key adjacent to - The GPWC menu page comes into view.
the GPWC indication.
- Push the line key adjacent to - The two GPWC TEST pages come into
the TEST indication. view
NOTE : These pages show the sequence of

____
the steps that you will do in
the test.
- On page 2/2, push the line key - The TEST IN PROGRESS MAY TAKE UP TO
adjacent to the START TEST 100s indication comes into view.
indication.
On the panel 402VU:

- The ON legend of the TERR ON ND
pushbutton switch comes and stays on.
On the panel 403VU:

pushbutton switch comes and stays on.

- The terrain self-test pattern comes
into view
- The TERR TST indication is shown in
the bottom right corner of the NDs.
At the same time, on the GPWS section

panel 21VU:
- The FAULT legend of the GPWS/TERR
pushbutton switch comes on for 1.5
seconds, goes off for 1.5 seconds,
comes on for 1 second and then goes
off.
- The FAULT legend of the GPWS/SYS
pushbutton switch comes on for 1.5
seconds, goes off for 1.5 seconds,

R

EFF :

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Page 505
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IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
comes on for 1 second and then goes
off.
At the same time, on the panels 301VU

and 500VU :
- The red PULL UP legend of the PULL
UP/GPWS pushbutton switches comes on
for 1.5 seconds, goes off for 1.5
seconds, comes on for 1 second and
then goes off.
- The amber GPWS legend of the PULL
UP/GPWS pushbutton switches comes on
for 1.5 seconds, goes off for 1.5
seconds, comes on for 1 second and
then goes off.
You can hear the TERRAIN AWARENESS TEST

START aural message.
You can hear the TERRAIN AWARENESS

SYSTEM PASSED aural message.
You can hear the TERRAIN AWARENESS TEST

COMPLETE aural message.
At the end of this sequence:

- The terrain self-test pattern goes
out of view.
- The terrain background comes into
view.
pushbutton switches stay on.
On the NDs:
- The TERR TST indication goes out of
view.
- The TERR cyan indication comes into
view.
NOTE : The terrain background comes

____
into view in relation to the
aircraft location. So it can be
all black.
On the MCDU :

R

EFF :

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Page 506
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IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- The first self-test validation screen
(OVERHEAD PANEL) comes into view.
- Push the line key adjacent to - The second self-test validation

the YES indication. screen (MAIN INST PANEL) comes into
view.
- Push the line key adjacent to - The third self-test validation screen
the YES indication. (for the aural message part) comes
into view.
- Push the line key adjacent to - The fourth self-test validation

the YES indication. screen (TERRAIN DISPLAY) comes into
view.
- Push the line key adjacent to - The TEST OK indication comes into
the YES indication. view.
3. On panels 402VU and 403VU: On panels 402VU and 403VU:
- Push the TERR ON ND pushbutton - The ON legend of the two TERR ON ND

switches. pushbutton switches goes off.

- The terrain background display goes
out of view.
- The TERR indication goes out of view
in the bottom right corner.
4. On the MCDU:
- Push the line key adjacent to - The test procedure stops.

GPWC menu page comes into view.

R

EFF :

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Page 507
Config-1 May 01/07

IAC
5. Close-up
________
R **ON A/C 901-901,
R Post SB 31-1276 For A/C 901-901,
R Subtask 34-43-00-860-137
R A. Do a reset of the EIS.
R (2) Do the EIS start procedure (Ref. TASK 31-60-00-860-001).
R **ON A/C 901-901,
Subtask 34-43-00-860-088
R B. Put the aircraft back to its initial configuration.
(2) On the panels 301VU and 500VU, set the ND potentiometer to OFF.
(4) Fully decrease the brightness of the MCDU screen (display off).

(Ref. TASK 24-41-00-862-002).
items.

EFF :

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Page 508
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IAC
TASK 34-43-00-720-002
Functional Test of the TCAS Antennas
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

No specific aluminium adhesive tape
No specific ATC/TCAS test set
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
32-69-00-860-001 Simulation of Flight, with the Aircraft on the Ground
3. __________
Job Set-up
Subtask 34-43-00-480-054
A. Put an aluminium adhesive tape on the RA reception antenna 2 (5SA2).
NOTE : Do this step only for the test of the TCAS bottom antenna.
____

R

EFF :

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Config-1 May 01/07

IAC
Subtask 34-43-00-860-089

(Ref. TASK 24-41-00-861-002).
(2) Do the ADIRS alignment procedure (Ref. TASK 34-10-00-860-004).
FCU:
- set the mode selector switch to ROSE/NAV
- set the scale selector switch to 10.
Subtask 34-43-00-865-087
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-43-00-865-088
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-43-00-860-090
NOTE : Ignore all the warnings.

____
R (1) For the test of the TCAS bottom antenna:

R - On the center pedestal, on one MCDU, get the LGCUI 1 page and
R simulate a flight condition (Ref. TASK 32-69-00-860-001)
R - Push the line key adjacent to the NOSE+LH+RH FLIGHT indication.

EFF :

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Page 510
Config-1 Aug 01/07

IAC
- Start the ATC 1 system
- Enter the ATC code 7776, or a different code given by your local
authorities, to keep the traffic interference to a minimum
- Set the AUTO/ON/STBY switch to ON
- Set the TA/RA/TA/STBY switch to TA/RA
- Set the ALT RPTG/OFF switch to ALT RPTG.
Subtask 34-43-00-480-055
F. Put the ATC/TCAS test set in position.
NOTE : For the test of the TCAS top antenna, put the ATC/TCAS test set on
____
an access platform.
(1) Put the ATC/TCAS test set in position on the right side of the
aircraft at 40 ft. (12.19 m) from the bottom (top) antenna and at the
same level as the antenna.
(2) Connect the test antenna to the ATC/TCAS test set.
(3) Make sure that the test antenna is in the line of sight of the TCAS
bottom (top) antenna.
(4) Energize the ATC/TCAS test set.
4. Procedure
_________
Subtask 34-43-00-720-052
A. Functional Test of the TCAS Antennas
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the ATC/TCAS test set:

- set the ATCRBS/MODE S/TCAS/XPDR
TEST selector switch to TCAS
- set the TCAS-intruder scenario
selector-switch so that the
intruder has the same altitude
as the aircraft
- range: 14 NM
- closing speed: +300 kts or more

R

EFF :

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Page 511
Config-1 May 01/07

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- start the test On the ATC/TCAS test set, the scenario
starts.
After some minutes, a minimum of four
symbols come into view one after the
other, in the right part of the ND:
- a white unfilled diamond (Other)
- the white unfilled diamond becomes a
white filled diamond (Proximate
Traffic)
- the white filled diamond becomes a
yellow filled circle (Traffic
Advisory) in the 5 NM range
- then the yellow circle becomes a red
filled square (Resolution Advisory)
square (Resolution Advisory).
2. Put the ATC/TCAS test set in

position on the left side of the
aircraft.
3. On the ATC/TCAS test set, start On the ATC/TCAS test set, the scenario
the test starts.
After some minutes, a minimum of two
other, in the left part of the ND:
- a white unfilled diamond (Other)
- the white unfilled diamond becomes a
white filled diamond (Proximate
Traffic)
- the white filled diamond becomes a
yellow filled circle (Traffic
Advisory) in the 5 NM range
filled square (Resolution Advisory).

R

EFF :

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Config-1 May 01/07

IAC
5. Close-up
________
Subtask 34-43-00-865-089
breaker(s):
1SA1
Subtask 34-43-00-860-091
(1) On the center pedestal, put the ATC/TCAS control unit back to its
initial configuration (standby/off mode).

002).
Subtask 34-43-00-080-054
C. Remove the ground support and maintenance equipment, the special and
(1) Remove the aluminum adhesive tape from the RA reception antenna 2.
(2) Remove the ATC/TCAS test set and the test antenna.
Subtask 34-43-00-410-055
D. Close Access

R

EFF :

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Page 513
Config-1 May 01/07

IAC
TASK 34-43-00-740-005
Read the CURRENT STATUS of the T2CAS (TAWS part)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
3. __________
Job Set-up
Subtask 34-43-00-860-113

(Ref. TASK 24-41-00-861-002).
(2) On the GPWS section of the panel 21VU, make sure that:
- the FAULT and OFF legends of the GPWS/SYS pushbutton switch are off
(P/BSW pushed),
- the FAULT and OFF legends of the GPWS/TERR pushbutton switch are
off (P/BSW pushed),
- the OFF legends of the GPWS/G/S MODE and the GPWS/FLAP MODE
pushbutton switches are off
- the ON legend of the GPWS/LDG FLAP 3 pushbutton switches are off.
(3) Do the procedure to get the SYSTEM REPORT/TEST NAV page then push the
NEXT PAGE function key until the GPWC indication comes into view
(Ref. TASK 31-32-00-860-010).

R

EFF :

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Page 514
Config-1 May 01/07

IAC
Subtask 34-43-00-865-110
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 34-43-00-740-056
A. Read the CURRENT STATUS of the T2CAS (TAWS part)
____
used.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. Push the line key adjacent to the - the GPWC page comes into view.
GPWC indication.
2. Push the line key adjacent to the - the CURRENT STATUS page 1/9 comes
CURRENT STATUS indication. into view.
3. Push the down arrow key until the - the CURRENT STATUS pages 1/9 to 9/9
CURRENT STATUS pages 1/9 to 9/9 come into view.
come into view.
5. Close-up
________
Subtask 34-43-00-860-114
until the MAINTENANCE MENU 1/2 page comes into view.

(Ref. TASK 24-41-00-862-002).

R

EFF :

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Config-1 May 01/07

IAC
TRAFFIC COLLISION AVOIDANCE SYSTEM (TCAS) - ADJUSTMENT/TEST
___________________________________________________________
TASK 34-43-00-740-001
BITE Test of the TCAS
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
3. __________
Job Set-up
Subtask 34-43-00-860-050

(Ref. TASK 24-41-00-861-002).
860-001).

- set the mode selector switches to ROSE

R

EFF :

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Page 501
Config-2 May 01/07

IAC
(5) On the center pedestal, if the ATC/TCAS control unit has the ALTITUDE
REPORTING function , set the ALT RPTG (or ALT RPT) switch to ON.
one MCDU (Ref. TASK 31-32-00-860-010):
Subtask 34-43-00-865-118
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R 121VU AUDIO MIXING 14WW K03
4. Procedure
_________
Subtask 34-43-00-740-050
A. BITE Test of the TCAS
NOTE : During the test, obey the instructions shown on the MCDU used.
____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
On the MCDU:
- push the line key adjacent to the - on the MCDU, the subsequent TEST page
TEST indication. with instructions comes into view.
- on the CAPT and F/O NDs, these
symbols come into view:
* a white unfilled diamond with a +
10 indication.
* a white solid diamond with a down
arrow and a + 02 indication.
* an amber solid circle with an up
arrow and a - 02 indication.
* a red solid square with a - 10
indication.

EFF :

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Page 502
Config-2 Nov 01/07

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
* the V/S scale is divided in three
sectors: one grey and two red ones.
* on the CAPT and F/O NDs, the
symbols go out of view.
* then the V/S scale goes back to the
normal configuration.
- in the loudspeakers:
* you can hear the TCAS TEST OK
voice.
- on the MCDU, the TEST OK indication
comes into view.
5. Close-up
________
R Subtask 34-43-00-860-136
Subtask 34-43-00-860-051

(Ref. TASK 24-41-00-862-002).
items.

EFF :

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Page 503
Config-2 May 01/08

IAC
TASK 34-43-00-720-001
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

No specific aluminum adhesive tape
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-43-00-480-050
A. Put an aluminum adhesive tape on the RA reception antenna 2 (5SA2).

R

EFF :

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Page 504
Config-2 May 01/07

IAC
Subtask 34-43-00-860-079

(Ref. TASK 24-41-00-861-002).
FCU:
Subtask 34-43-00-865-079
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-43-00-865-082
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-43-00-860-080

____
R (1) For the test of the TCAS bottom antenna:

R - On the center pedestal, on one MCDU, get the LGCIU 1 page and
R simulate a flight condition (Ref. TASK 32-69-00-860-001)
R - Push the line key adjacent to the NOSE+LH+RH FLIGHT indication.

EFF :

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Page 505
Config-2 Aug 01/07

IAC
- Set the STBY/AUTO/ON switch to ON
- Set the STBY/TA/TA/RA switch to TA/RA
- Set the THRT/ALL/ABV/BLW switch to ALL
- Set the ALT RPTG/OFF/ON switch to ON.
Subtask 34-43-00-480-051
____
an access platform.
4. Procedure
_________
Subtask 34-43-00-720-050
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

as the aircraft
- range: 14 NM

R

EFF :

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Page 506
Config-2 May 01/07

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
starts.
- a yellow circle (Traffic Advisory) in
the 5NM range

aircraft.
the test starts.
the 5NM range
5. Close-up
________
Subtask 34-43-00-865-083
breaker(s):
1SA1
Subtask 34-43-00-860-081

002).

R

EFF :

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Page 507
Config-2 May 01/07

IAC
Subtask 34-43-00-080-052
Subtask 34-43-00-410-053
D. Close Access

R

EFF :

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Page 508
Config-2 May 01/07

IAC
**ON A/C 901-901,
Post SB 34-1389 For A/C 901-901,
TRAFFIC COLLISION AVOIDANCE SYSTEM (TCAS) - ADJUSTMENT/TEST

___________________________________________________________
TASK 34-43-00-740-006
BITE Test of the TCAS
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
3. __________
Job Set-up
Subtask 34-43-00-860-124

(Ref. TASK 24-41-00-861-002).
860-001).

EFF :

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Page 501
Config-3 Feb 01/08

IAC
- set the mode selector switches to ROSE
(5) On the center pedestal, if the ATC/TCAS control unit has the ALTITUDE
REPORTING function , set the ALT RPTG (or ALT RPT) switch to ON.
one MCDU (Ref. TASK 31-32-00-860-010):
Subtask 34-43-00-865-123
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
121VU AUDIO MIXING 14WW K03
4. Procedure
_________
Subtask 34-43-00-740-057
A. BITE Test of the TCAS
NOTE : During the test, obey the instructions shown on the MCDU used.
____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
On the MCDU:
- push the line key adjacent to the - on the MCDU, the subsequent TEST page
TEST indication. with instructions comes into view.
- on the CAPT and F/O NDs, these
symbols come into view:
* a white unfilled diamond with a +
10 indication.
* a white solid diamond with a down
arrow and a + 02 indication.
* an amber solid circle with an up
arrow and a - 02 indication.

EFF :

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Page 502
Config-3 Feb 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
* a red solid square with a - 10
indication.
* the V/S scale is divided in three
sectors: one grey and two red ones.
* on the CAPT and F/O NDs, the
symbols go out of view.
* then the V/S scale goes back to the
normal configuration.
- in the loudspeakers:
* you can hear the TCAS TEST OK
voice.
- on the MCDU, the TEST OK indication
comes into view.
5. Close-up
________
R **ON A/C 901-901,
R Post SB 31-1276 For A/C 901-901,
R Subtask 34-43-00-860-138
R **ON A/C 901-901,
Subtask 34-43-00-860-126

(Ref. TASK 24-41-00-862-002).
items.

EFF :

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Page 503
Config-3 May 01/08

IAC
TASK 34-43-00-720-003
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

No specific aluminum adhesive tape
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-43-00-480-056
A. Put an aluminum adhesive tape on the RA reception antenna 2 (5SA2).

EFF :

901-901, 34-43-00

Page 504
Config-3 Feb 01/08

IAC
Subtask 34-43-00-860-127

(Ref. TASK 24-41-00-861-002).
FCU:
Subtask 34-43-00-865-124
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-43-00-865-125
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-43-00-860-128

____
(1) For the test of the TCAS bottom antenna:

- On the center pedestal, on one MCDU, get the LGCIU 1 page and
simulate a flight condition (Ref. TASK 32-69-00-860-001)
- Push the line key adjacent to the NOSE+LH+RH FLIGHT indication.

EFF :

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Page 505
Config-3 Feb 01/08

IAC
- Set the STBY/AUTO/ON switch to ON
- Set the STBY/TA/TA/RA switch to TA/RA
- Set the THRT/ALL/ABV/BLW switch to ALL
- Set the ALT RPTG/OFF/ON switch to ON.
Subtask 34-43-00-480-057
____
an access platform.
4. Procedure
_________
Subtask 34-43-00-720-053
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

as the aircraft
- range: 14 NM

EFF :

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Page 506
Config-3 Feb 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
starts.
the 5NM range

aircraft.
the test starts.
the 5NM range
5. Close-up
________
Subtask 34-43-00-865-126
breaker(s):
1SA1
Subtask 34-43-00-860-129

002).

EFF :

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Page 507
Config-3 Feb 01/08

IAC
Subtask 34-43-00-080-057
Subtask 34-43-00-410-060
D. Close Access

EFF :

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Config-3 Feb 01/08

IAC
T2CAS - TRAFFIC COLLISION AVOIDANCE SYSTEM - DESCRIPTION AND OPERATION
______________________________________________________________________
1. General
_______
A. Presentation
TCAS change 7 has been mandatory in Europe since year 2000.
The T2CAS-TCAS periodically interrogates their transponders, computes
their trajectories and constantly determines their potential threat.
Their acquisition is achieved by means of two transmit/receive antennas,
one located on the underside of the fuselage and the other on the top.
R The TCAS II system is designed to provide the air traffic control system
R with an additional possibility: it usually operates independently but may
R be also controlled from ground stations.
The T2CAS-TCAS has the capability to communicate with ATCRBS (Air Traffic
and the threat A/C.
There is an area defined as TAU (Ref. para. 4.D.(2)) within the
surveillance arc which represents the minimum time the flight crew needs
to discern a collision threat and take evasive action.
The T2CAS-TCAS can track up to 40 intruders at the same time.
- in range: an area of 30 NM around the aircraft
- Above: -2700 ft to 9900 ft
- Below: -9900 ft to 2700 ft
- Normal: -2700 ft to 2700 ft
(Ref. Fig. 001)
The description of the system is conform to the RTCA DO 185A change 7.

EFF :

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Page 1
Aug 01/07

IAC
T2CAS-TCAS - Surveillance Enveloppe
Figure 001

R

EFF :

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Page 2
May 01/07

IAC
B. Principle
return signals containing their altitude value. The T2CAS-TCAS computes
the range between the two aircraft by measuring the elapsed time between
threat assessment.
Each threat is treated individually but the T2CAS-TCAS determines the
best collision avoidance possibility with respect to all aircraft in its
variation.
C. Advisories
Visual and aural advisories are supplied by the T2CAS-TCAS computer
whenever assessment of the relative position of two aircraft reveals a
potential collision hazard.
vertical rate
maneuvers.
D. Display
System (EFIS).
nearby traffic area : a symbol is displayed for each intruder on the
image in the ARC or ROSE mode.
speed scale of the PFD by means of a band of colored sectors showing the
vertical speed value to be adopted in order to avoid any risk of
collision.

R

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Page 3
May 01/07

IAC
E. Coordination
The avoidance maneuvers initiated by the T2CAS-TCAS could create a
conflict situation if directed at another TCAS-equipped aircraft as this
aircraft may also take similar evasive action, resulting in an unchanged
situation.
exchange.
R
conditions.

EFF :

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Page 4
Aug 01/07

IAC
2. System
__________________
Description
(Ref. Fig. 002, 003)
The T2CAS-TCAS environment is composed of items closely associated with its
A. T2CAS-TCAS circuit card assembly

This is the heart of the TCAS system.
- a processing function ensuring total operation control : digital,
The TCAS has two antennas of the transmit/receive type which provide
azimuth information on aircraft located within the TCAS surveillance
range.

The ATC/TCAS control unit common to the ATC transponders and the
T2CAS-TCAS, enables the operating modes of these two items of equipment
to be selected. Information intended for the TCAS is transmitted via an
ARINC 429 bus to the transponders which in turn transmit it to the TCAS
computer.
D. Associated Items
(1) Mode S transponders

Two Mode S ATC transponders, one active and the other on standby, are
reception.
(2) Displays
the TCAS to the Display Management Computers (DMCs) 1 and 3 on the
one hand and to the DMC 2 on the other hand. The Flight Warning
Computers (FWCs) connected in parallel on these buses monitor the
validity of the information.

R

EFF :

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Page 5
May 01/07

IAC
T2CAS-TCAS Block Diagram - Data Acquisition
Figure 002

R

EFF :

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Page 6
May 01/07

IAC
T2CAS-TCAS Block Diagram - Maintenance and Display
Figure 003

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The Navigation Displays (NDs) provide indications on the location of
intruders in the traffic area. The Primary Flight Displays (PFDs)
provide the flight crew with vertical speed correction information to
avoid them.
The EWD also presents warning messages.
E. Peripherals
The T2CAS-TCAS receives information from the following equipment :
(1) Radio altimeter

The radio altitude is an essential parameter for the T2CAS-TCAS. In
the 0 to 2500 ft range it permits modulation of system sensitivity
and triggering of inhibit orders. For this reason, two radio
altimeters, one active and the other in standby, are linked to the
T2CAS-TCAS via the low speed ARINC 429 bus.
Radio Altimeter 1 is used first, and if not available (or if it is
NCD), then Radio Altimeter 2 is used to calculate altitude, and
compute inhibitions.
(2) Air data system

altitude information but for the range over 2500 ft. The Air Data
Inertial Reference Unit (ADIRU), which is not directly linked to the
T2CAS-TCAS computer, transmits this information to the computer
across the transponders via the ARINC 429 buses.

The T2CAS-TCAS is linked by a high speed ARINC 429 bus to the
aircraft ADIRU1 which supplies the T2CAS-TCAS function with magnetic
heading and pitch and roll attitude information.

The LGCIU provides the T2CAS-TCAS with the following discrete
signals:

The T2CAS-TCAS computer communicates with the Centralized Fault
Display System (CFDS) via two low speed ARINC 429 buses.

The FDIU receives T2CAS-TCAS data from the DMC.
. advisory rate to maintain
. combined control

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. vertical control
. up advisory
. down advisory
- TA issued or not.
(7) Multipurpose Disk Drive Unit (MDDU)

It is possible to load software data (operating algorithms and the
reconfiguration of the inputs/outputs) into the T2CAS-TCAS computer
by means of the MDDU via two low speed ARINC 429 buses. These data
are stored on a 3.5 inch disk. It is then used by the data loader to
transfer its contents into the Non-Volatile Memories (NVM) of the
T2CAS computer (more details in chapter 31-38-00).

____
Service Bulletin or Vendor Service Bulletin

equipment with higher priority than the T2CAS-TCAS:
- advisory inhibit by the windshear signal,
- advisory inhibit by the stall warning,
The T2CAS-TCAS function has higher priority than the auto call outs
supplied by the FWC. Three T2CAS-TCAS discretes (aural advisory
discrete outputs) inhibit these auto call outs.
(9) Pin programming

- ground display mode : specifies that the display mode, when the
that can be displayed (8 intruders).
- aircraft altitude limit, configured at 48000 ft informs the T2CAS
computer that it must inhibit T2CAS-TCAS climb orders above this
altitude.

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3. _____________________
A. TCAS circuit card assembly
(1) Introduction
The computer is divided into five major sections:
- a receiver (A5)
- a transmitter (A6)
- an Input/Output (I/O) module (A4)
- two Central Processing Units (CPU) (A2, A3)
- a power supply unit (A1)
(a) General
The RF section consists of a receiver, a transmitter and an I/O
module.
data received from either the top or the bottom antenna. The
transmitter portion of the RF section controls all interrogation,
it interrogates intruders once per second, also using either
antenna.
The I/O module is used to route signals to and from the antennas.
For ATCRBS intruders, interrogations are accomplished by
controlling a whisper-shout attenuation system which provides
(b) I/O module

It controls the transmit and receive RF path selection, generates
self-test signals and waveforms. All RF switching is done
electronically by pin-diodes.
The antenna steering is an electronic switch consisting of
electronic components which send receive and transmit signals
into different paths according to the antenna direction (0, 90,
180 and 270 degrees). The selected path is routed to the
appropriate switch which drives the signal to either a top or
bottom antenna. There are 8 ports on the switch : 4 for each
direction of the top antenna and 4 for each direction of the
bottom antenna.
The received signals (all 4 received channels are on at one time)
are channeled to the antenna steering where they are
electronically connected to the receiver.
The I/O module incorporates self-test circuitry for the receiver
and the transmitter. There is also the antenna self-test
function.

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The receiver self-test circuitry simulates ATCRBS/mode S replies
which are injected at an appropriate level into each receiver RF
path.
The transmitter self-test verifies proper power/path integrity
and the I/O module continuously monitors antenna integrity as
well.
(c) Transmitter
The transmitter controls all interrogations waveforms and power
levels.
It consists of both pulse and DPSK modulators, all power
amplification stages, high-power precision step attenuator
(whisper-shout), as well as harmonic filter and spectrum filter,
and BITE power detection circuitry.
The L-band transmitter has a peak power output of 1.2 kW at 1030
MHz. The transmitter signal is amplified and a DPSK modulator is
also provided for Mode S interrogations.
This signal is divided into 4 in the proper phase relationship.
The modulator/driver provides power and control signals, it sends
discrete signals to the CPU which provides the correct pulse
width for modulation.
The final signal is increased up to 1500 W and it is fed into the
whisper-shout module. This module is a precision 27 step
attenuator (1 dB by step) which controls the power level.
The output is fed through the filters before it is driven to the
I/O module which applies the power to the appropriate antenna.
(d) Receiver
The receiver consists of 4 matched channels which provide very
accurate bearing information. Each receiver channel consists of a
single conversion receiver, high-quality logarithmic amplifier
and high-resolution A/D converter.
The receiver consists of 4 virtually identical receive channels
coupled to 2 separate digital video sections. Each receiver uses
a single conversion heterodyne circuit.
The preselector, included in each receiver, contains an L-band,
band pass filter which selects the 1090 MHz frequency band. It
provides selection of unwanted signals in excess of 60 dB outside
the 30 MHz bandwidth.
This signal is converted from 1090 MHz to 60 MHz.
The processed signal is applied to the logarithmic amplifier. The
logarithmic amplifier video output is fed to a video amplifier
where the actual magnitude of the slope and offset level is
controlled precisely.
This video signal is fed to the digital video circuit. This one
samples the analog video signal at an 8 MHz rate for mode S and
8.276 MHz for ATCRBS.

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Each of the 2 digital video A/D converters selects the 2
strongest signals from the 4 receive channels.
(3) CAS CPU

The Collision Avoidance System (CAS) function is performed at the
beginning of each processing cycle (nominally 1 second). The CAS
processes own altitude and data from the intruder surveillance buffer
to track intruders, detects threats and generates proximity traffic
and resolution advisories. The CAS function also performs
coordination with TCAS equipped intruders.
It contains CAS CPU, supporting logic, memory devices and interface
circuits.
The CAS CPU controls the following functions which are executed by
the hardware on the surveillance card:
- speech synthesis
- ARINC 429 interfaces
- access to shared RAM.
This CPU utilizes a 16 bit SDP 185 as the processing element. This
processor uses a 36 MHz clock to control internal operation.
External extension registers are incorporated to expand the
addressable memory to 128 kwords. The SDP 185 companion ASIC contains
memory cycle timing, system reset, general purpose timers and a
digital heartbeat monitor.
. Onboard memory is provided for program, variable and maintenance
fault storage.
. The remainder of the CCA is utilized to accommodate the aircraft
interfaces specified in ARINC 735.
The input, output and discrete interfaces are buffered, level shifted
and sent to specific internal and/or external interface.
(4) Surveillance CPU

The surveillance function uses information from squitters, Mode S
fruit, Mode S replies, and ATCRBS replies to generate the
surveillance track file.
This surveillance CPU supports logic circuits, memory devices and
interface circuits.
- The CPU uses the same SDP 185 processor and SDP 185 companion ASIC
as the CAS CPU. Processor memory consists of 72 K words of EEPROM
to provide 64 K words of usable program memory and 8 K words of
configuration memory. The remainder of this CCA is utilized by the
CPU shared SRAM, ARINC 735 I/O, RF interface circuitry and speech
processor.
- Aural annunciation is provided through a speech synthesis processor
which contains speech data in ROM. Two outputs are provided with
program pin volume control selection.
- The interface to the RF modules is contained in 3 ASICs.

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The pulse decoder ASIC accepts receiver data and performs basic
pulse detection of incoming replies. A reply decoder ASIC sends
processed replies to FIFO for processor retrieval. The CPU
initiates and controls the generation of ATCRBS and mode S
interrogations through the transmitter control ASIC. This ASIC also
provides CPU interface for the RF self-test capability.
Suppression pulse interface is provided by the transmitter control
ASIC. The pulse decoder ASIC checks the suppression bus for proper
transmit receive sequencing.

Managed by an Intel 80186 microprocessor whose program is contained
directions.
message generation and possesses the capability to process analog
through the AMU.
(6) Data loader

The TCAS computer is supplied with the software fully loaded.
Nevertheless, the TCAS is connected to the MDDU (centralysed data
loader) for the loading of the operational program and I/O
configuration data into the TCAS computer via 2 ARINC 429 low speed
buses.

(Ref. Fig. 004)
For detailed description, Ref. 34-52-00, Para. 6 and for TCAS operation,
Ref. 34-43-10, Para. 4.H.

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T2CAS-TCAS - ATC/TCAS Control Unit
Figure 004

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C. TCAS Antennas
(Ref. Fig. 005)
base, eight fuselage mounting screws and four color-coded connectors used
to coaxially connect the four antenna elements to the TCAS computer.
A teflon gasket is mounted between the fuselage and the antenna in order
to facilitate the removal of the antenna.
An o-ring is provided to seal the antenna to the fuselage. The antenna is
and ATCRBS or mode S interrogations.
4. Operation/Control
________________________________
and Indicating
(Ref. Fig. 006)
The T2CAS-TCAS detects A/C equipped with Mode S transponders by listening
for squitter transmissions. Mode S transponders announce their presence
by transmitting squitter messages once every second. The TCAS also
detects A/C equipped with transponders that do not reply to Mode S
interrogations but do reply to Mode C interrogations. The TCAS must
actively search for Mode C equipped intruder aircraft because Mode C
transponders do not transmit squitter messages. Once the presence of a
Mode C intruder is confirmed, it is tracked by the TCAS. The TCAS is
capable of tracking up to a combined total of 45 Mode S and Mode C
intruders.
Mode C format.
(1) Interrogation of aircraft equipped with Mode A or Mode C

transponders.
transponders that this interrogation is not addressed to them.
(Ref. Fig. 007)
(Ref. Fig. 008)

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T2CAS-TCAS - Antenna
Figure 005

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T2CAS-TCAS - Operation/Control and Indicating
Figure 006

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T2CAS-TCAS - Mode C Only All-Call Interrogation
Figure 007

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T2CAS-TCAS - Whisper-Shout Transmitter Sequence
Figure 008

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pulses only.
interrogations.
of the whisper- shout sequence is to reduce the number of aircraft
(2) Replies of A/C equipped with Mode A or Mode C transponders.

(Ref. Fig. 009)
the TCAS.
(3) Interrogation of aircraft equipped with Mode S transponders.

The interrogation comprises three pulses : P1, P2 and P6. P2
level is equal to or greater than the P1 level, which is the
no-reply condition for the aircraft equipped with Mode A or C
interrogation.
chips.
There are two distinct message formats :
(Ref. Fig. 010)

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T2CAS-TCAS - Mode C Reply
Figure 009

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T2CAS-TCAS - Mode S Interrogation and Reply
Figure 010

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The Mode S reply is preceded by a preamble containing four pulses
of specific duration and intervals intended to guarantee received
message validity. Any messages whose preamble is not in complete
conformity with the model are rejected by the TCAS. This
information is encoded in PPM mode with, for each bit, a logic
level one if the first half of the interval is at 1 and a logic
level zero if it is at zero.
(b) Squitters

transponder-equipped aircraft comprises :
bits.
identical definition for all messages :
maneuvers. It may also dialog with ground stations : these
action.
messages and seven DF-type messages. These messages are :
- UF0, UF4, UF5, UF16, UF20, UF21

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stations.
(Ref. Fig. 011, 012)

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T2CAS-TCAS - Message Uplink Format
Figure 011

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T2CAS-TCAS - Message Downlink Format
Figure 012

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The two tables below give the definition of the fields used in
the messages.
NOTE : The TCAS only uses short messages (56 bits).
-------------------------------------------------------------------------------
|-------------|----------------|----------------------------------------------|
| AQ | ACQUISITION | Indicates if it is an interrogation message ;|
| | IDENT | field |
-------------------------------------------------------------------------------
Table 1: N of uplink format message fields

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------------------------------------------------------------------------------
|-------------|----------------|---------------------------------------------|
| | ANNOUNCED | |
| FS | FLIGHT STATUS | Flight status of the aircraft : ground, |
| | CODE | |
| | INFORMATION | |
| | LEVEL | |
| VS | VERTICAL STATUS| Aircraft status : 0 = airborne, 1 = ground |
------------------------------------------------------------------------------
Table 2: N of downlink format message fields

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(1) Principle

the reply standard barometric altitude) and this information is
C or Mode S transponder equipped aircraft
(Ref. Fig. 013)

range of 14 NM.
(c) Determination of bearing

Two basic means exist for performing the direction finding
function required by the TCAS : one bases on phase and the other
one based on amplitude.
The amplitude monopulse technique is used. This system is a four
element, vertically polarized, monopole array which is capable of
transmitting in 4 selectable directions at 1030 MHz and receiving
omnidirectionnally with bearing at 1090 MHz.
The amplitude monopulse system generates four separate cardioid
antenna patterns, each with its own receiver channel to view all
four 90 degree sectors simultaneously (forward, aft, left and
right sectors).
The bearing angle of a target is determined by the amplitude
ratio of adjacent patterns.
The TCAS takes a ratio of the amplitude of the two strongest
signals from two 90-degree antenna beams to determine a bearing
angle.
This technique also prevents a bearing measurement from being
reflected into a wrong quadrant. Because an amplitude ratio is
used, distortions in the antenna patterns tend to be cancelled
out.
When transmitting, the TCAS computer interrogates one sector at a
time using a whisper-shout sequence of stepped power level
interrogations.

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T2CAS-TCAS - Relative Altitude Calculation Principle
Figure 013

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(d) Tracking

Every ten seconds, the T2CAS-TCAS transmits a broadcast message
traffic area.
stations.
type of message.

transponder and TCAS. The T2CAS-TCAS transmits at a frequency of
1030 MHz to the transponder of the other aircraft, whose reply
signals are at a frequency of 1090 MHz to the T2CAS-TCAS
receiver. This choice allows system compatibility with ground
station-transponder links as the ground stations use the same
frequencies as the TCAS.
(Ref. Fig. 014)

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T2CAS-TCAS - Communication Principle
Figure 014

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C. Coordination
situation.

aircraft.
a correction.
simultaneouusly transmit coordination messages containing
incompatible deviation senses it is, by convention, the aircraft that
has the highest Mode S address that cancels its trajectory
correction. A time delay in the display of orders on the display
units avoids opposing orders.

(a) Detection phase

The T2CAS-TCAS receives squitter messages transmitted by the
multiplied by the same poly-nominal and the result is compared

1

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- bit 9, RL = 0 : reply message length requested short (56
bits)
- bit 14, AQ = 1 : acquisition-type message indication.
2
_ Acquisition reply
- bit 6, VS : Vertical Status, = 1 if the aircraft is on the
- bits 9 to 11, SL : Sensitivity level indicates in which
- bits 14 to 17, RI : combinations of bits, from values 8 to
- bits 20 to 32, AC : aircraft altitude code indicating the
3
- RL = 0 : reply message length requested short
- AQ = 0 : not an acquisition message.
4
_ Tracking reply
- SL : bits 9 to 11
- RI : bits 14 to 17, combination values 0 to 7. Values 8 to
15 are not used
- AC : bits 20 to 32, aircraft altitude code.

following messages :
1

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---------------------------------------------------------------------
|-------|-------|---------------------------------------------------|
| 9 | RL | = 1 : reply message length requested long |
| 14 | AQ | = 0 : non-acquisition type interrogation |
| | | to 88 |
| | | an intruder |
| | | not used in T2CAS-TCAS |
| | | used in T2CAS-TCAS |
| 53-55 | | not used |
| | | advisory complement - not used in T2CAS-TCAS |
| | | address. |
---------------------------------------------------------------------
2
own TCAS:
---------------------------------------------------------------------
|-------|-------|---------------------------------------------------|
| | | operating |

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---------------------------------------------------------------------
|-------|-------|---------------------------------------------------|
| | | of bits 41 to 88 |
| | | type currently generated by the T2CAS-TCAS |
| 59-88 | | Not used |
---------------------------------------------------------------------
(d) Correspondence of radio messages with Arinc 429 words

transits via ARINC 429 buses linking the transponder to the
T2CAS. The following table gives the correspondence between the
two types of link:
---------------------------------------------------
| 1 - TRANSPONDER TO T2CAS-TCAS |
|-------------------------------------------------|
|---------|-------------------|-------------------|
|---------|---------|---------|---------|---------|
| MTB | UF16 | 42 | 271 | 09 |
| CVC | | 43-44 | | 10-11 |
| VRC | | 45-46 | | 12-13 |
| CHC | | 47-49 | | 14-16 |
| HRC | | 50-52 | | 17-19 |
| HSB | | 56-60 | | 20-24 |
| VSB | | 61-64 | | 25-28 |
---------------------------------------------------

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---------------------------------------------------
| 2 - T2CAS-TCAS TO TRANSPONDER |
|-------------------------------------------------|
|---------|-------------------|-------------------|
|---------|---------|---------|---------|---------|
| SL | DF16 | 09-11 | 274 | 23-25 |
| RI | | 14-17 | | 26-29 |
| ARA | | 41-54 | 273 | 12-25 |
| RAC | | 55-58 | | 26-29 |
---------------------------------------------------
In the T2CAS-TCAS, target aircraft are categorized depending on specific
The T2CAS-TCAS essentially uses two types of information to perform this
classification:
their standard barometric altitudes
(Ref. Fig. 015)
- altitude rate
- range rate.
Assessement of the potential threat represented by an intruder depends on
two criteria determined with respect to a point in the traffic area
This is the point of minimum distance between the two aircraft, assuming
that their trajectories do not deviate.

(Ref. Fig. 016)
zone.

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T2CAS-TCAS - Definition of Main Parameters
Figure 015

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T2CAS-TCAS - Threat Evaluation
Figure 016

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speeds.
D
T = ---------
V1 + V2
compute this time :
RANGE R(NM)
TAU = ------------ i.e. TAU(s) = 3600 --------
RANGE RATE RR (Kts)

direction.
(Ref. Fig. 017)
The curve represents the TAU variation before the closet point of
approach.
(Ref. Fig. 018)
the intruders relative bearing is 45⁰ and then increases rapidly. If
the time corresponding to a predetermined threshold has not been
reached before the minimum TAU value, a trajectory correction will
not be initiated.
situation:
range - X (DMOD) expnt2
TAU = ---------- with X = ----------------
range rate range

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T2CAS-TCAS - TAU Minimum Configuration
Figure 017

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T2CAS-TCAS - TAU Curve
Figure 018

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(DMOD)expnt2/range. The DMOD coefficient is in function of altitude,
ranging from 0.20 NM for 1000-2350 ft, to 1.1 NM above 20,000 ft as
shown below:
--------------------------------------------------
| Altitude | DMOD TA | DMOD RA |
| (ft) | (NM) | (NM) |
--------------------------------------------------
| 0-1000 | 0.30 | ---- |
| 1000-2350 | 0.33 | 0.20 |
| 2350-5000 | 0.48 | 0.35 |
| 5000-10000 | 0.75 | 0.55 |
| 10000-20000 | 1.00 | 0.80 |
| more than 20000 | 1.30 | 1.10 |
--------------------------------------------------

Target aircraft are divided into four categories : OTHER - PROXIMATE -
TRAFFIC ADVISORY (TA) - RESOLUTION ADVISORY (RA).
(1) OTHER aircraft

Aircraft detected by the TCAS are defined as OTHER if they do not
enter in PROXIMATE, TA or RA categories. They are displayed on the ND
in:
- normal configuration from -2700 ft to +2700 ft
- above configuration from -2700 ft to +9900 ft,
- below configuration from -9900 ft to +2700 ft.
These targets are represented by a white diamond, outline only, on
the ND.
The THRT/ALL/ABV/BLW switch on the ATC/TCAS control unit selects
these configurations.
(2) PROXIMATE aircraft

Their presentation on the ND is conditioned by the presence of
another TA or RA intruder (THREAT TRAFFIC function).
category.
Depending on their trajectory, they may :
declared.

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(3) TRAFFIC ADVISORY aircraft

(Ref. Fig. 019)
immediate threat, the TCAS issues a traffic advisory. Its presence is
Traffic Traffic.
advisory.
(4) RESOLUTION ADVISORY aircraft

threshold.
(a) Preventive advisory


S2.

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T2CAS-TCAS - Threat Threshold Scale
Figure 019

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(c) Aural alerts
- CLIMB, CLIMB:
ft/min),
- CLIMB, CROSSING CLIMB, CLIMB, CROSSING CLIMB:

- INCREASE CLIMB, INCREASE CLIMB:

should be increased (2500 ft/min),
- CLIMB, CLIMB NOW, CLIMB, CLIMB NOW:

intruder,
- DESCEND, DESCEND:
(-1500 ft/min),
- DESCEND, CROSSING DESCEND, DESCEND, CROSSING DESCEND:

- INCREASE DESCENT, INCREASE DESCENT:

should be increased (-2500 ft/min),
- DESCEND, DESCEND NOW, DESCEND, DESCEND NOW:

intruder,
- ADJUST VERTICAL SPEED, ADJUST:

PFD.
It can correspond to a corrective reduce climb or reduce
descent.
It can also represent a weakening of corrective RA.

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Four other aural advisories are also generated:
- MONITOR VERTICAL SPEED:

enter this range (Preventive Advisory).
- MAINTAIN VERTICAL SPEED, MAINTAIN:

(corrective).
- MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN:

RAs (corrective).
These messages are spoken only once if softening from a

previous corrective advisory,
- CLEAR OF CONFLICT:


Increase Descend resolution advisories (RA)
advisories (RA)
- TCAS automatic switching to TA Only mode below 1000 ft +/- 100
ft AGL (inhibition of all resolution advisories).
- inhibition of aural traffic advisories (TA) below 500 +/- 100
ft (600 ft in climb, 400 ft in descent).

Above the altitude limit given by pin program (ref para. 2. E.),
further climb orders are inapplicable as the aircraft performance
capability does not permit them to be taken into account.

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- windshear/stall
- Enhanced GPWS - G/S
The environmental alert priorities are:
windshear/stall, Enhanced GPWS and then TCAS II.

(Ref. Fig. 020)
of information. The Ground Logic (aircraft declared on ground)
is enabled when the own aircraft descends below 1650 ft AGL and
when it climbs up to 1750 ft AGL (1700 +/- 50 ft). Intruders are
declared to be on ground if they are within 360 ft from the
ground when descending, and if they are within 400 ft from the
ground when climbing (380 +/- 20 ft). All on-ground intruders are
displayed as non-threat traffic (white unfilled diamond).
Intruders declared to be on ground can never cause proximate,
traffic or resolution advisories (TA, RA).
compare it with the 380 ft (+/- 20 ft) threshold.
In the figure, the intruders height above ground level can be
deduced:
Z i/s = Z t/s -(Z t/m - Z i/m)
Where: Z i/s = height of intruder above ground level
Z i/m = altitude of intruder above sea level
Z t/s = height of TCAS above ground level measured by
radio altimeter
Z t/m = altitude of TCAS above sea level measured by
ADIRU
NOTE : If the intruder is equipped with a Mode S transponder, the

____
ground/flight information is sent in the DF message. The
TCAS (change 7.0 only) directly knows if this intruder is
on the ground.
(e) Rejection of Non Altitude Reporting Aircraft by the own aircraft

The TCAS does not display Non Altitude Reporting Aircraft above
15500 ft MSL.

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T2CAS-TCAS - Inhibition Condition
Figure 020

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The sensitivity level is decreased at low altitude to prevent unecessary
of:
- altitude values from the radio altimeter up to 2500 ft AGL
----------------------------------------------------------------------
| | | thresholds |
|----------------------------|-----------------|---------------------|
| | | | prev cor |
| | (ft) | (sec) (sec) | (ft) (ft) (ft) |
|--------------------------------------------------------------------|
| Radio Alt | 1000-2350 | 3 25 15 | 850 600 300 |
| Baro | 2350-5000 | 4 30 20 | 850 600 300 |
| Baro | 5000-10000 | 5 40 25 | 850 600 350 |
| Baro | 10000-20000 | 6 45 30 | 850 600 400 |
| Baro | 20000-42000 | 7 48 35 | 850 700 600 |
| Baro |more than 42000| 7 48 35 | 1200 800 700 |
----------------------------------------------------------------------

____
generated.
____
Each aircraft altitude depends on a hysteresis:

1000 +/- 100 ft; 2350 +/- 200 ft; 5000 +/- 500 ft;
10000 +/- 500 ft; 20000 +/- 500 ft; 42000 +/- 500 ft.
For example, to switch from sensitivity level 3 to sensitivity level 2,
the altitude must fall below 900 ft. However, to switch from sensitivity
level 2 to sensitivity level 3, the altitude value must go above 1100 ft.
(Ref. Fig. 021)

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T2CAS-TCAS - Separation into Altitude Layers
Figure 021

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- 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.
- 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.
First a sensitivity level based on altitude is selected. Level 2 is
selected if the radio altimeter altitude is less than 1000 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 3 is selected if the aircraft is above 1000 ft
and below 2350 ft AGL. If the aircraft is above 2350 ft AGL, barometric
altitude is used to select either level 4 (from 2350 to 5000), 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 sensivity
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.
The TCAS information is presented on the CAPT and F/O NDs. Additional
messages can also be presented on the EWD.

in PLAN mode.
zone.
TCAS.
the aircraft.

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the aircraft.
- OTHER : white unfilled diamond, height 7 mm
- PROXIMATE TRAFFIC : white filled diamond, height 7 mm
- TRAFFIC ADVISORY : amber filled circle, diameter 5 mm
- RESOLUTION ADVISORY : red filled square, side 5 mm.
The own aircraft is represented by the aircraft symbol at the center
of the dial in ROSE mode and at the lower quarter and at the center
of the image in ARC mode.
positions is placed around the own aircraft symbol at a radius of 2.5
NM.
(Ref. Fig. 022)
range is at a higher scale, the following message comes into view at
the center of the display, in red for RA and in amber for TA:
REDUCE RANGE
If a TA or RA type intruder is detected and the ND mode is inadequate
for display, the following message comes into view at the center of
the display in the same colors as above:
CHANGE MODE
of the ND).
symbol.
(Ref. Fig. 023)

sectors:
more intruders.

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T2CAS-TCAS - ND Data Display
Figure 022

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T2CAS-TCAS - Display of Intruders on ND
Figure 023

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The grey background is replaced by green and red sectors defining the
optimum vertical speed values.
sector.
The vertical speed information needle and digits is colored in red
(Ref. Fig. 024)

scale.
zones.
level, if the vertical separation is sufficient it is not necessary
(Ref. Fig. 024)
its current level.
(Ref. Fig. 025)

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T2CAS-TCAS - PFD Data Display
Figure 024

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T2CAS-TCAS - Sector Displays on Vertical Speed Scale
Figure 025

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- TCAS - red or amber - to indicate a TCAS computer failure.
(Ref. Fig. 026)

A red or amber TCAS flag appears to the left of the vertical speed
scale on the PFD if the TCAS cannot deliver RA data.
(Ref. Fig. 027)
(7) Display on the EWD

- If a TCAS failure is detected, the amber warning message NAV TCAS
FAULT is displayed on the EWD.
section of the EWD.
(Ref. Fig. 027)

displays.

____
- The EFIS components are also described in 31-64 for the PFD and
31-65 for the ND.
control unit.
(Ref. Fig. 004)

The TCAS mode of operation is selected by means of two selector
switches:
- THRT, ALL, ABV and BLW.
(a) STBY mode

the PFDs and NDs.

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T2CAS-TCAS - Messages Displayed on ND
Figure 026

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T2CAS-TCAS - Messages Displayed on PFD and ECAM
Figure 027

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vertical speel information is not displayed on the PFD.
the EWD.
(b) TA mode
(c) TA/RA mode

PFD.
altitude.

____
Para. 4. F.).
(d) THRT mode

(e) ALL mode


traffic advisory:
2700 ft below
2700 ft above.

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(a) STBY mode

interrogations.
(b) AUTO mode

In flight, the aircraft operates as in the ON mode : all its
(c) ON mode
(a) OFF position

results:
altitude.
- the T2CAS-TCAS switches to STBY (TCAS STBY message in green on
the EWD)
(b) ON position
altitude. The T2CAS-TCAS operates in the mode selected by its
logic in function of information input from the control unit,
ATCRBS/MODE S ground stations and in function of aircraft
altitude.

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5. _________
BITE Test
A. Self Test
performed by activating the TEST function :
computer
- or through the Centralized Fault Display Interface Unit (CFDIU) by
applying the procedure TCAS Functional Test on the Multipurpose Control
and Display Unit (MCDU).
label 270
- label frames 130, 131, 132 containing four intruder data according to
the following table:
--------------------------------------------------------------------------
| | | (NM) | (FEET) | (DEG) | |
|------------------------------------------------------------------------|
| 1 | RA | 2.00 | +200 | +90 |no vertical rate|
| 2 | TA | 2.00 | -200 | -90 |climbing |
| 3 | PROX | 3.625 | -1000 | +33.75 |descending |
--------------------------------------------------------------------------
(1) ND image
intruders : Other, Proximate, TA and RA.
- white unfilled diamond for Other traffic
- white filled diamond for Proximate traffic
- amber filled circle for TA traffic
- red filled square for RA traffic
(Ref. Fig. 028)
NOTE : Presentation of the TCAS test on the NDs does not agree with
____
ARINC 735 specification.
(2) 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
(Ref. Fig. 028)

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T2CAS-TCAS - Test Display
Figure 028

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(3) Failure indication
At the end of the test sequence the system generates a synthesized
voice message:
TCAS SYSTEM TEST PASS
In this case the NDs, the PFDs and the ECAM show the failure messages
There are several fail lamps on the face of the TCAS computer to
identify the failed component according to the table below :
--------------------------------------------------
| LIGHTS | ASSOCIATED FAULTS |
--------------------------------------------------
| TCAS PASS | No fault detected |
| TCAS FAIL | Any detected faults |
| TOP ANT | Top antenna |
| BOT ANT | Bottom antenna |
| XPDR BUS | Update rate, data format, |
| | signal range |
| RAD ALT | Radio Altimeter |
| RA DISP | Resolution advisory display |
| TA DISP | Traffic advisory display |
--------------------------------------------------
B. CFDS Interface
(1) Introduction
and identifies the faults related to the T2CAS-TCAS (namely TCAS in
maintenance menus, cf note). The BITE of T2CAS-TCAS is connected to
the CFDIU.
The BITE:
- continuously transmits the T2CAS-TCAS status and its identification
message to the CFDIU.
- memorizes the faults which have occurred during the last 63 flight
segments,
- monitors data inputs from the various peripherals (RA, ATC and
CFDIU),
- transmits to the CMC the result of the tests performed,
- can communicate with the CFDIU through the interactive menu.

- normal mode (fault detected by TCAS are sent to CFDIU)
- interactive mode (on ground, one can access to TCAS internal fault
logs and unit status information).

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NOTE : no modification has been introduced on CFDS, therefore
____
T2CAS-TCAS OMS interface can be accessed through TCAS
prompt.
(2) Fault listing
(a) Internal failures

Internal failures and associated messages are listed in the table
below:
----------------------------------------------
| LIST OF INTERNAL FAILURE MESSAGES |
|--------------------------------------------|
|--------------------------------------------|
| 344334 | 1 | TCAS (100SG) |
| 344311 | 1 | TCAS TOP ANTENNA |
| | | (7SG1) |
| 344311 | 1 | TCAS BOT ANTENNA |
| | | (7SG2) |
----------------------------------------------
(b) External failures
----------------------------------------------------------
| LIST OF EXTERNAL FAILURE MESSAGES |
|--------------------------------------------------------|
|--------------------------------------------------------|
| 344233 | 3 | RA1 (1SA1)/TCAS (100SG) |
| 344233 | 3 | RA2 (1SA2)/TCAS (100SG) |
| 344233 | 1 | RA1 (1SA1)/TCAS (100SG) |
| 344233 | 1 | RA2 (1SA2)/TCAS (100SG) |
| 345233 |1 or 3 | ATC 1(1SH1)/TCAS (100SG |
| 345233 |1 or 3 | ATC 2(1SH2)/TCAS (100SG |
| 345233 | 1 | ATC 1(1SH1)/TCAS (100SG |
| 345233 | 1 | ATC 2(1SH2)/TCAS (100SG |
| 341234 | 1 | ADIRU1(1FP1)/TCAS(100SG) |
| 345212 | 1 | ATC - TCAS CTL PNL (3SH)/TCAS(100SG) |
| 313234 | 3 | CFDIU (1TW)/TCAS (100SG) |
----------------------------------------------------------
NOTE : Failure of the selected ATC is a class 1 failure. Failure

____
of the ATC in standby is a class 3 failure.

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NOTE : Failure of one radio altimeter is a class 3 failure
____
whereas it becomes a class 1 failure when two radio
altimeters are faulty.
(3) Normal mode

During normal mode, the BITE cyclically monitors the status of the
T2CAS-TCAS.
In case of faults detection:
- It transmits its information to the CFDIU during the given flight.
These items of information are transmitted to the CFDIU every 100
ms by an ARINC 429 message with label 356.
The BITE stores the information in the internal fault memories for
access in menu mode. (Refer to previous section for fault that can be
transmitted).
(4) Interactive Mode

(Ref. Fig. 029)
To gain access to the BITE, it is necessary to use one MCDU (Ref. ATA
22-82-00).
All information displayed on the MCDU during the BITE TEST
configuration can be printed on the printer (Ref. ATA 31-35-00).
NOTE : No modification has been introduced on CFDIU, therefore

____
T2CAS-TCAS OMS interface can be accessed through TCAS.

the TCAS computer.
The menu mode can only be activated on the ground.
This mode enables communication between the CFDIU, MCDU and the
T2CAS-TCAS BITE.
The TCAS interactive mode is composed of:
- LAST LEG REPORT
- GROUND SCANNING
- CLASS 3 FAULTS
- GROUND REPORT
- TEST.
(b) LAST LEG REPORT

(Ref. Fig. 030)
This report contains the computer internal and external class 1
failures recorded during the last flight.

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T2CAS-TCAS - Maintenance Test Procedure
Figure 029

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T2CAS-TCAS - Last Leg Report - Internal Failure Messages
Figure 030

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The following figure shows the sequence of menus to display these
messages.
(c) CLASS 3 FAULT

This report contains the last leg external class 3 failures
The following figure shows the sequence of menus to display these
messages.
(Ref. Fig. 031)

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T2CAS-TCAS - Last Leg Report - External Failure Messages/Class 3 fault
Figure 031

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(d) PREVIOUS LEGS REPORT
(Ref. Fig. 032)
concern the last 63 flights if failures have occured during these
flights.
(e) LRU IDENTIFICATION

(Ref. Fig. 033)
(f) GROUND SCANNING

(Ref. Fig. 034)
This function enables consultation of the T2CAS-TCAS failure
The T2CAS peripheral monitoring and internal cyclic tests are
used in order to detect transient failures.
(g) GROUND REPORT

(Ref. Fig. 035)
This function is used to present class 1, 2 or 3 internal
failures when they are detected on ground. These failures differ
from those displayed on the LAST LEG REPORT page.
The figure shows examples of internal failures recorded on ground
by the TCAS system.
(h) TROUBLE SHOOTING DATA

(Ref. Fig. 036)
This function allows to analyze the snapshot of the recorded
fault to detect any software bug.
- correlation parameters which are the date and UTC hour
displayed in clear English
- snapshot data delivered in hexadecimal code or in clear
messages.
(i) DISCRETE CONFIGURATION

(Ref. Fig. 037, 038, 039)
This function is used to present the value or the status of
several discretes. A report screen for each data shows the status
of the discrete at the time this menu is selected.

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T2CAS-TCAS - Previous Leg Report
Figure 032

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T2CAS-TCAS - LRU Identification
Figure 033

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T2CAS-TCAS - Ground Scanning
Figure 034

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T2CAS-TCAS - Ground Report
Figure 035

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T2CAS-TCAS - Trouble Shooting Data
Figure 036

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T2CAS-TCAS - Discrete Configuration 1/3
Figure 037

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Figure 038

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Figure 039

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(Ref. Fig. 040, 041)
A T2CAS-TCAS built-in functional test can be initiated by pressing
the line key adjacent to the TEST indication on the TCAS maintenance
sub-menu.
The test ends with the display of the following message on the MCDU:
. TEST OK OR TEST FAIL
at the end of the functional test the T2CAS-TCAS generates a complete

sequence of synthesized voice messages.
When all the tests are completed and no failure has been detected the
computer reports:
. TCAS SYSTEM TEST PASS
If one of the test criteria has not been met, this synthesized voice
message is announced:
. TCAS SYSTEM TEST FAIL
Remarks:
This short test permits to check rapidly, on ground, the
the DMC.
In addition it enables to check correct operation of the synthesized
voice message system.
C. Software configuration follow-up

The software of the T2CAS-TCAS can be loaded from an airborne data loader
Consequently, it must be possible to check correct downloading by using
the CFDS/MCDU interface.
The LRU IDENTIFICATION menu displays the downloaded software version
reference.
The software can also be loaded through the connector RS-232 in front
face of the T2CAS computer.
NOTE : Data loading is allowed only through application of Aibus Service

____
Bulletin or Vendor Service Bulletin.

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T2CAS-TCAS - Functionnal Test 1/2
Figure 040

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T2CAS-TCAS - Functionnal Test 2/2
Figure 041

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ANTENNA - TCAS (7SG1,7SG2) - REMOVAL/INSTALLATION
_________________________________________________
TASK 34-43-11-000-004
Removal of the TCAS Antenna (7SG1, 7SG2)

_______
DO NOT SMOKE.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------


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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-43-11-991-004 Fig. 401
3. __________
Job Set-up
Subtask 34-43-11-865-063
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-43-11-010-052
B. Get Access
(1) Put the ACCESS PLATFORM 6M (20 FT) in position at zone 230 to get
access to the TCAS top antenna 7SG1
4. Procedure
_________
Subtask 34-43-11-020-055
A. Removal of the TCAS Antenna

(Ref. Fig. 401/TASK 34-43-11-991-004)
(1) Remove the sealant from the screw heads and around the antenna base.
(2) Remove the screws (8) and the washers (7).
(3) Pull the antenna (6) away from the fuselage structure (1).
(4) Disconnect the four coaxial connectors (2).
NOTE : For the antenna 7SG1, the coaxial connectors (2) must not go
____
into the fuselage.
(5) FOR 7SG1

Remove the foam washer (5).

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TCAS Antenna
Figure 401/TASK 34-43-11-991-004

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(6) Remove and discard the O-ring (4) and the gasket (3).
(9) FOR 7SG1

Put masking tape around the coaxial cables (2) and attach them to the
fuselage.
(10) Remove the sealant with a nonmetallic scraper and clean the fuselage
structure with CLEANING AGENTS (Material No. 11-003).

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TASK 34-43-11-400-004
Installation of the TCAS Antenna (7SG1, 7SG2)

_______
DO NOT SMOKE.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

(0.00 to 9.00 lbf.ft)

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific corrosion-resistant-steel lockwire 0.4 mm (0.016

in.) dia.
(Ref. 20-31-00)
R Material No. 09-008D USA MIL-S-83318A
(Ref. 20-31-00)
(Ref. 20-31-00)
SYNTHETIC FIBRE CORD (NYLON) 2.5MM DIA.
(Ref. 20-31-00)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

34-43-11-991-004 Fig. 401
3. __________
Job Set-up
Subtask 34-43-11-860-052
A. Get Access
(1) Make sure that the ACCESS PLATFORM 6M (20 FT) is in position at zone
230 to get access to the TCAS top antenna 7SG1.

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Subtask 34-43-11-865-064
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________

_______
IF YOU DO:
_______
- GET MEDICAL AID.
Subtask 34-43-11-420-054
A. Installation of the TCAS Antenna

(Ref. Fig. 401/TASK 34-43-11-991-004)
WARNING : OBEY THE COLOR CODES WHEN YOU CONNECT THE ELECTRICAL CONNECTORS
_______
(THIS WILL PREVENT CROSS-CONNECTIONS).
MAKE SURE THAT YOU INSTALL THE ANTENNA IN THE CORRECT
DIRECTION. IF THE ANTENNA DOES NOT POINT IN THE CORRECT
DIRECTION, THE TCAS WILL ONLY SENSE TRAFFIC BEHIND THE
AIRCRAFT.
AGENTS (Material No. 11-004) and a lint-free cloth.

____
(4) Put the new O-ring (4) in the correct position on the antenna (6).
(5) FOR 7SG1

Install the foam washer (5).
(6) Align the new gasket (3) with the screw holes.

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condition.
(9) Remove the masking tape from the coaxial cables and connect each
connector (2) to the related connector (9) (see color code).
NOTE : You must connect the connector J3 (BLUE) forward.

____
(10) Safety the coaxial connectors (2) and (9) with corrosion-resistant-
steel lockwire 0.4 mm (0.016 in.) dia..
(11) Install the antenna (6) on the fuselage structure (1) with the screws
(8) and the washers (7) and then tighten:
- TORQUE the screws to between 0.22 and 0.28 m.daN (19.46 and 24.77
lbf.in)
(Ref. TASK 20-28-00-912-005).
(13) Install the MISCELLANEOUS (Material No. 19-002) on the screw heads
with the SEALANTS (Material No. 09-016) or SEALANTS (Material No. 09-
008D). This is necessary for the subsequent removal of the antenna.
(14) Put a bead of SEALANTS (Material No. 09-016) or SEALANTS (Material

No. 09-008D) around the antenna (6).
the antenna and the screw heads.
001B) to the sealant of the head of the screws (8).

____
Subtask 34-43-11-865-065
breaker(s):
104SG

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Subtask 34-43-11-740-054
C. Do the BITE test of the T2CAS (TCAS part) (Ref. TASK 34-43-00-740-004)
5. Close-up
________
Subtask 34-43-11-410-052
A. Close Access
items.
(2) For 7SG1 only.

Remove the access platform(s).

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_________________________________________________
TASK 34-43-11-000-001

_______
DO NOT SMOKE.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

FOR FIN 7SG1
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------


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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-43-11-991-001 Fig. 401
3. __________
Job Set-up
Subtask 34-43-11-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 34-43-11-010-050
B. Get Access
(1) Put the access platform in position at zone 230 to get access to the
TCAS top antenna 7SG1
4. Procedure
_________
Subtask 34-43-11-020-050

(Ref. Fig. 401/TASK 34-43-11-991-001)
(1) Remove the sealant and the cord from the head of the screws (7).
____
into the fuselage.
(5) FOR 7SG1


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TCAS Antenna
Figure 401/TASK 34-43-11-991-001

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(7) Remove the gasket (3).
(10) FOR 7SG1

fuselage.
(11) Remove the sealant with a nonmetallic scraper and clean the fuselage
structure with CLEANING AGENTS (Material No. 11-003).

R

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TASK 34-43-11-400-001

_______
DO NOT SMOKE.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

FOR FIN 7SG1
(0.00 to 9.00 lbf.ft)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

(Ref. 20-31-00)
FOR FIN 7SG1
No specific corrosion-resistant steel lockwire 0.4 mm (0.016
in.) dia.

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

(Ref. 20-31-00)
R Material No. 09-008D USA MIL-S-83318A
(Ref. 20-31-00)
(Ref. 20-31-00)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-43-00-740-001 BITE Test of the TCAS

34-43-11-991-001 Fig. 401
FOR FIN 7SG1
3. __________
Job Set-up
Subtask 34-43-11-860-050
A. Get Access
access to the TCAS top antenna 7SG1.
Subtask 34-43-11-865-051
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

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IAC
4. Procedure
_________

_______
IF YOU DO:
_______
- GET MEDICAL AID.
Subtask 34-43-11-420-050

(Ref. Fig. 401/TASK 34-43-11-991-001)
_______
AIRCRAFT.

____
(5) FOR 7SG1

(6) Align the new gasket (3) on the fuselage with the screw holes.
(8) Make sure that the electrical connectors are clean end in the correct
condition.

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NOTE : You must connect the connector J1 (YELLOW) to the front.

____
(10) Safety the coaxial connectors (1) and (9) with corrosion-resistant
lbf.in)
(Ref. TASK 20-28-00-912-005).
(13) Install the MISCELLANEOUS (Material No. 19-002) (10) on the screw
heads with the SEALANTS (Material No. 09-016) or SEALANTS (Material
No. 09-008D). This is necessary for the subsequent removal of the
antenna. (see detail on section B-B).


____
Subtask 34-43-11-865-052
breaker(s):
4SG
Subtask 34-43-11-740-050
C. Do the BITE test of the TCAS (Ref. TASK 34-43-00-740-001)

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5. Close-up
________
Subtask 34-43-11-410-050
A. Close Access
items.
(2) For 7SG1 only.


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**ON A/C 901-901,
Post SB 34-1389 For A/C 901-901,

_________________________________________________
TASK 34-43-11-000-005

_______
DO NOT SMOKE.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

FOR FIN 7SG1
No specific 1 CAP - BLANKING
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------


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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-43-11-991-005 Fig. 401
3. __________
Job Set-up
Subtask 34-43-11-865-069
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
C/B NOT APPLICABLE
Subtask 34-43-11-010-053
B. Get Access
(1) Put the ACCESS PLATFORM 6M (20 FT) in position at zone 230 to get
access to the TCAS top antenna 7SG1
4. Procedure
_________
Subtask 34-43-11-020-056

(Ref. Fig. 401/TASK 34-43-11-991-005)
(1) Remove the sealant and the cord from the head of the screws (7).
____
into the fuselage.
(5) FOR 7SG1


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TCAS Antenna
Figure 401/TASK 34-43-11-991-005

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IAC
(7) Remove the gasket (3).
(9) Put CAP - BLANKING on the disconnected coaxial connectors (1) and
(9).
(10) FOR 7SG1

fuselage.
(11) Remove the sealant with a SCRAPER - NON METALLIC and clean the
fuselage structure with CLEANING AGENTS (Material No. 11-003).

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IAC
TASK 34-43-11-400-005

_______
DO NOT SMOKE.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

FOR FIN 7SG1
(0.00 to 9.00 lbf.ft)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

(Ref. 20-31-00)
FOR FIN 7SG1
No specific corrosion-resistant steel lockwire 0.4 mm (0.016
in.) dia.

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

(Ref. 20-31-00)
Material No. 09-008D USA MIL-S-83318A
EARLY QUICK REPAIR FUEL TANK SEALANT (Ref. 20-31-00)
(Ref. 20-31-00)
(Ref. 20-31-00)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

34-43-11-991-005 Fig. 401
FOR FIN 7SG1
3. __________
Job Set-up
Subtask 34-43-11-860-053
A. Get Access
(1) Make sure that the ACCESS PLATFORM 6M (20 FT) is in position at zone
230 to get access to the TCAS top antenna 7SG1.

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Subtask 34-43-11-865-070
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
C/B NOT APPLICABLE
4. Procedure
_________

_______
IF YOU DO:
_______
- GET MEDICAL AID.
Subtask 34-43-11-420-055

(Ref. Fig. 401/TASK 34-43-11-991-005)
_______
AIRCRAFT.

____

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IAC
(5) FOR 7SG1
(6) Align the new gasket (3) on the fuselage with the screw holes.
(8) Make sure that the electrical connectors are clean end in the correct
condition.
NOTE : You must connect the connector J1 (YELLOW) to the front.

____
(10) Safety the coaxial connectors (1) and (9) with corrosion-resistant
lbf.in)
(Ref. TASK 20-28-00-912-005).
(13) Install the MISCELLANEOUS (Material No. 19-002) (10) on the screw
heads with the SEALANTS (Material No. 09-016) or SEALANTS (Material
No. 09-008D). This is necessary for the subsequent removal of the
antenna. (see detail on section B-B).


____

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IAC
Subtask 34-43-11-865-071
breaker(s):
C/B NOT APPLICABLE
Subtask 34-43-11-740-055
C. Do the BITE test of the TCAS (Ref. TASK 34-43-00-740-006)
5. Close-up
________
Subtask 34-43-11-410-053
A. Close Access
items.
(2) For 7SG1 only.


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T2CAS - TERRAIN AWARENESS AND WARNING SYSTEM - DESCRIPTION AND OPERATION
________________________________________________________________________
1. General
_______
A. Presentation
The purpose of the T2CAS-TAWS function is to alert the crew in a timely
manner of a developing hazardous situation ahead of the aircraft which
would result in a Controlled Flight Into Terrain (CFIT) accident if no
specific crew action was performed.
The TAWS function therefore implements CFIT prevention concepts which
aimed at ultimately prevent most of CFIT events.
The TAWS function is designed to deliver appropriate cautions and
warnings, without nuisance alerts, whenever the aircraft is abnormally
and hazardously approaching the surrounding terrain.
The system achieves this objective by accepting a variety of aircraft
parameters as inputs, applying alerting algorithms, and providing the
flight crew with aural and visual alerts and displays if the boundaries
of any alerting envelope are exceeded.
The illustration provides an overall system block diagram
(Ref. Fig. 001)
The T2CAS-TAWS system includes a TAWS database (terrain + airport data)
as well as a performance database (A/C climb capability) for the purpose
of alerts computation and terrain display.
The system is made up of the T2CAS computer which is a single Line
Replaceable Unit (LRU) located in avionics compartment. The TAWS
processors and the Input/Output (I/O) circuitry are contained in a single
circuit card assembly.
The TAWS processors and the I/O circuitry are independent from the TCAS
functions, except where common I/O pin-connectors and power supply are
shared by both functions.
The system is linked to the following systems/components:
- aircraft sensors and other systems that provide the input signals
- cockpit audio systems (loudspeakers or Audio Management Unit (AMU)
- alert and digital outputs to the Electronic Flight Instrument System
(EFIS) displays (for alert and system status messages)
- EFIS Navigation Display (ND) for display of terrain
- switching relays to switch display outputs from weather display to
terrain display.
B. Embedded Functions
The following alerting functions are integrated in the T2CAS-TAWS:
- Basic Ground Proximity Warning Sensor (GPWS) (Modes 1 to 5), mainly
based on Radio Altitude (RA) (reactive modes)
- Predictive modes: Collision Prediction and Alerting (CPA) function and
Terrain Hazard Display (THD) function, which provides a forward-looking
terrain alerting capabality.

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T2CAS-TAWS - Terrain Awareness and Warning System Function
Figure 001

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(1) Basic TAWS Modes
- Excessive rate of descent with respect to terrain detection
(reactive Mode 1 per DO-161a)
- Excessive closure rate to terrain detection (reactive Mode 2 per
DO-161a)
- Excessive altitude loss after takeoff detection (reactive Mode 3
per DO-161a)
- Detection of an incorrect aircraft configuration with respect to
terrain (reactive Mode 4, equivalent to previous TAWS
installations)
- Excessive glide path deviation detection (reactive mode 5 per
DO-161a).
(2) Predictive TAWS Modes

- Collision Prediction and Alerting ( Forward-Looking Terrain
Avoidance (FLTA) and Premature Descent Alert (PDA) functions as
defined in TSO-C151b)
- Terrain Hazard Display.
The Collision Prediction and Alerting function provides alerts to

inform the crew that the flight path they are following is hazardous
due to the presence of terrain ahead.
Appropriate alerts warn the crew of an impending CFIT to avoid this
CFIT by a timely initiation of the suitable evasive action. A pull-up
evasive action is considered as the basic recovery maneuver (Pull
Up warning). If this maneuver is not possible, a turn-around
recovery is indicated (Avoid Terrain warning).
The TAWS, through the CPA, is intended to provide alerts in
particular in the following CFIT situations:
- hazardous descent rate with respect to terrain
- hazardous closure rate with respect to terrain
- hazardous situation during a turning flight
- hazardous situation due to high terrain ahead that could not be
cleared by a pull-up maneuver.
The TAWS, through the CPA, generates a Pull Up warning or an Avoid
Terrain warning depending on the aircraft situation with respect to
the terrain, and whenever possible to generate a terrain caution in
anticipation of the warnings.
The Ground Collision Avoidance Module (GCAM) ensures a very low rate
of nuisance alerts to keep the crew confident in the generated
alerts. It addresses some specific situations such as situations of
normal aircraft operation according to procedures at altitudes
significantly below the surrounding local terrain height (approaches
in steep valleys).

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The following specifications concerning the CPA mode are consistent
with the (TSO-C151b) and take into account all the FLTA2
(descending/level flight), ITI3 and PDA4 requirements.
The terrain hazard display function displays terrain data in weather

radar format per ARINC-708/708A (ARINC 453) bus format. The terrain
data can be displayed on the ND.
When the terrain display is available, it replaces the weather radar
display. The flight crew can get access to the terrain display at any
time. When the conditions for either a terrain caution or a terrain
warning are detected, the T2CAS-TAWS automatically switches cockpit
displays between the weather radar and the terrain display. Both
pilots can manually select the terrain display or the weather radar
display using the TERR ON ND pushbutton switches at any time, even if
an alert is in progress.
2. System
____________________________
Description/Interface
The T2CAS-TAWS monitors data inputs from the navigation sensors. This
information is used to provide suitable aural and visual warnings to alert
the crew of a hazardous situation with respect to the terrain.
The T2CAS-TAWS environment is composed of items closely associated with its
operation, such as the EFIS display units, the TAWS-GPWS control panel and
peripherals supplying input parameters, or with maintenance functions.
A. T2CAS-TAWS Circuit Card Assembly

This circuit card assembly is the heart of the TAWS system. It has two
main functions: all the processing of the various inputs including
databases and the computing of the relevant alerts with appropriate alert
generation.
B. Digital Data Inputs

(Ref. Fig. 002)
The T2CAS-TAWS receives serial digital data inputs
- RA1 provides radio altitude data through one low-speed ARINC 429 data
bus.
- Multi-Mode Receiver (MMR1-ILS) provides glideslope deviation, localizer
deviation and runway heading data through one low-speed ARINC 429 data
bus.
- Air Data/Inertial Reference Unit (ADIRU1-IR) (Inertial Reference part
of ADIRU1) provides Inertial Reference System (IRS) mode, ground speed,
true track, true heading, roll angle, flight path angle, latitude and
longitude through one high-speed ARINC 429 data bus.
When GPS/IRS/ Flight Management System (FMS) lateral position or
GPS/baro vertical position options are active, GPS altitude, GPS
Vertical Dilution of Precision (VDOP), GPS Horizontal Integrity Limit
(HIL), GPS Horizontal Figure of Merit (HFOM), GPS vertical Velocity,
GPS latitude and longitude are acquired by the T2CAS-TAWS.

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R T2CAS-TAWS - Input Buses and Display Interfaces
R Figure 002

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- ADIRU1- Air Data Reference (ADR) (Air data part ADIRU1) provides
computed airspeed, barometric altitude, corrected and uncorrected
altitude data, barometric altitude rate and static air temperature,
through one low-speed ARINC 429 data bus.
- Centralized Fault Display Interface Unit (CFDIU) provides Maintenance
data through one low-speed ARINC 429 data bus.
- Flight Control Unit (FCU1) provides the range, and the barometric
setting through one low-speed ARINC 429 data bus.
- FCU2 provides the range selected on F/O side through one low-speed
ARINC 429 data bus.
- Flight Management and Guidance Computer (FMGC1) (Electronic Instrument
System (EIS) bus) provides latitude, longitude through one high-speed
ARINC 429 data bus.
- FMGC1 (Nav bus) provides navigation mode and accuracy, gross weight,
Date Universal Time Coordinated (UTC), landing destination QNH, through
one low-speed ARINC 429 data bus.
- FMGC1 (GE bus) provides engine out information through one high-speed
ARINC 429 data bus.
- Slat and Flap Control Computer (SFCC1) provides flap/slat lever
position through one low-speed ARINC 429 data bus.
If Weather Radar (WXR) Predictive Windshear (PWS) is installed and
activated on the aircraft:
- WXR1/PWS1 provides windshear detection data through one high speed
Hazard bus, used by the pop-up internal logic of the TAWS to inhibit
terrain display in case of windshear alert combined with terrain alert.
- WXR2/PWS2 provides windshear detection data through one high speed
Hazard bus, used by the pop-up internal logic of the TAWS to inhibit
terrain display in case of windshear alert combined with terrain alert.
C. Discrete Data Inputs

(Ref. Fig. 003)
The discrete data inputs are received from:
- SFCC1 (position 3 or FULL flap position) consolidated with selected
landing flap configuration (LDG FLAP 3 push button)
(Ref. Fig. 004)
- Flight Warning Computer 1 and 2 (FWC)/WXR (if PWS installed) (all audio
inhibition)
- Landing Gear Control and Interface Unit (LGCIU) (main landing gear
retracted or extended and air/ground discrete)
- ECAM control panel (audio cancel)
- GPWS/FLAP MODE pushbutton switch which, when pressed (in) (white OFF
legend on), overrides a flap abnormal condition input
- GPWS/SYS pushbutton switch which, when pressed (in) (white OFF legend
on), inhibits Modes 1 to 5 warnings
- GPWS/G/S MODE pushbutton switch which, when pressed (in) (white off
legend on), overrides the glideslope mode

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T2CAS-TAWS - Input Discretes
Figure 003

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T2CAS-TAWS - Landing Configuration Selection
Figure 004

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- PULL UP/GPWS (CAPT and F/O) pushbutton switches which, when pressed
(in), enable the Enhanced GPWC to perform self-test on ground
(recommended procedure is through MCDU) or cancel an ongoing Mode 5
alert when in air
- GPWS/TERR pusbutton switch which, when pressed (in) (white OFF legend
on), inhibits predictive functions (CPA/THD)
- F/O and CAPT TERR ON ND pushbutton switches that enable F/O or CAPT to
independently select or deselect terrain display on the ND
- Weather radar control unit, WXR1 ON/OFF and WXR2 ON/OFF discretes in
order to monitor proper WXR Hazard bus when PWS is installed and
activated.
D. Discrete Outputs
(Ref. Fig. 005)
(1) Alerting outputs

- Two discrete outputs control the legend of the PULL UP/GPWS
pushbutton switches located on the Captain and First Officer main
instrument panels. Each pushbutton switch is a momentary-action
pushbutton switch with an illuminated split legend cap. The upper
legend identified PULL UP, controlled by the first output, comes on
in red when a ground warning message is generated by the
T2CAS-TAWS. The lower legend, identified GPWS, controlled by the
second output, comes on in amber for T2CAS-TAWS caution alerts. The
pushbutton switch provides a facility to cancel a glideslope
warning, if in progress, or to initiate a T2CAS-TAWS self-test.
- Both discrete outputs are used to inhibit the TCAS and an automatic
call-out (from FWC) when the PULL UP or GPWS warnings are in
progress.
- Both discrete outputs are also used for the Digital Flight Data
Recorder (DFDR).
-------------------------------------------------------------------------------
| NAME | ELECTRICAL LEVEL | TO | SIGNAL STATUS |
|---------------------|------------------|------------------|-----------------|
|GPWS LEGEND | GND/OC | FWCs | GND = VALID |
|PULL UP LEGEND | GND/OC | FWCs | GND = VALID |
-------------------------------------------------------------------------------
(2) Monitor outputs discretes

(Ref. Fig. 005)
There are three monitor outputs:
- The GPWS monitor output controls the FAULT legend of the GPWS/SYS
pushbutton switch and indicates a failure of Modes 1 to 5
- The TERR monitor output controls the FAULT legend of the
GPWS/TERR pushbutton switch and indicates a failure of predictive
functions (CPA/THD)

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R T2CAS-TAWS - Output Buses and Discretes
Figure 005

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- The TERR not available output indicates that predictive modes
(CPA/THD are not operative due to an input being not available
(which is not a fault)
-------------------------------------------------------------------------------
|---------------------|------------------|------------------|-----------------|
|GPWS MONITOR OUTPUT | GND/OC | BOARD-ANN LT | GND = FAULT |
| | | TEST and INTFC | |
| | | SDAC1 | |
| | | SDAC2 | |
|TERR MONITOR | GND/OC | BOARD-ANN LT | GND = FAULT |
| | | TEST and INTFC | |
| | | SDAC1 | |
| | | SDAC2 | |
|TERR NOT AVAIL | | SDAC1 | GND = NA |
| | | SDAC2 | |
-------------------------------------------------------------------------------
(a) TERR Monitor activation logic

Terr Monitor is annunciated if any of the following parameters
are invalid due to input data failures such as ARINC label SSM to
equal failure warning or parity error, input bus inactivity or
discrete input monitor failures. Also, internal hardware failures
result in annunciating the TERR MONITOR message.
1
_ Invalid input parameters:
- Landing flaps discrete input
- Landing Gear Discrete Input
- Terrain Inhibit Discrete
- Terrain Select 1 Discrete Input (On Ground Only or In Air
when both Terrain Select 1 and 2 fail)
- Terrain Select 2 Discrete Input (On Ground Only or In Air
when both Terrain Select 1 and 2 fail)
- All Audio Suppress Discrete Input
- Weather Mode (WX) Radar Control Panel Discrete Input (On
Ground Only - Both WXR On fault)
- RA1 Bus Inactive
- RA1 SSM=FW or Parity Error
- ADIRU1 Inertial Reference Bus Inactive
- ADIRU1 Inertial Reference True Heading SSM=FW or Parity
Error
- ADIRU1 Inertial Reference Ground Speed SSM=FW or Parity
Error
- ADIRU1 Inertial Reference True Track Angle SSM=FW or Parity
Error
- ADIRU1 Inertial Reference Roll Angle SSM=FW or Parity Error

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- ADIRU1 Inertial Reference Flight Path Angle SSM=FW or Parity
Error
- ADIRU1 Air Data Bus Inactive
- ADIRU1 Air Data Uncorrected Barometric Altitude SSM=FW or
Parity Error (All other sources of altitude Failed)
- ADIRU1 Air Data Corrected Barometric Altitude SSM=FW or
Parity Error (All other sources of altitude Failed)
- ADIRU1 Air Data Barometric Altitude Rate SSM=FW or Parity
Error
- ADIRU1 Air Data Static Air Temperature SSM=FW or Parity
Error
- FMGC1 EIS High Speed Bus Inactive
- FMGC1 Latitude SSM=FW or Parity Error
- FMGC1 Gen 1/Own C Landing Destination QNH SSM=FW or Parity
Error (If QFE is Selected Baro Ref. And QFE in Approach
Mode)
- FMGC1 Engine Out Bus Inactive
- FMGC1 Engine Out SSM=FW or Parity Error
- FCU Bus 1 and 2 Inactive on ground, FCU Bus 1 and 2 Inactive
in Air
- SFCC Bus Inactive
- SFCC Actual Flap Angle SSM=FW or Parity Error
When PWS management is configured:

- Selected WX Radar Hazard Bus Inactive (On Ground Only)
When in hybrid architecture and GPS position configured

(lateral and/or vertical):
- ADIRU1 GPS Latitude SSM=FW or Parity Error (All other
Lateral Position Sources Failed)
- ADIRU1 GPS Longitude SSM=FW or Parity Error (All other
- ADIRU1 GPS HFOM SSM=FW or Parity Error (All other Lateral
Position Sources Failed)
- ADIRU1 GPS Altitude SSM=FW or Parity Error (All other
Altitude Sources Failed)
- ADIRU1 GPS Vertical Velocity SSM=FW or Parity Error (All
other Altitude Sources Failed)
- ADIRU1 GPS VDOP SSM=FW or Parity Error (All other Altitude
Sources Failed)
- ADIRU1 GPS HIL SSM=FW or Parity Error (All other Altitude or
When in autonomous architecture and GPS position configured

(lateral and/or vertical):

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- Global Positioning System Sensor Unit (GPSSU1/MMR1) GPS Bus
Inactive (All other sources of data include on the bus are
Failed)
- GPSSU1/MMR1 GPS Latitude SSM=FW or Parity Error (All other
- GPSSU1/MMR1 GPS Longitude SSM=FW or Parity Error (All other
- GPSSU1/MMR1 GPS HFOM SSM=FW or Parity Error (All other
- GPSSU1/MMR1 GPS Altitude SSM=FW or Parity Error (All other
- GPSSU1/MMR1 GPS Vertical Velocity SSM=FW or Parity Error
(All other Altitude Sources Failed)
- GPSSU1/MMR1 GPS VDOP SSM=FW or Parity Error (All other
- GPSSU1/MMR1 GPS HIL SSM=FW or Parity Error (All other
Altitude or Lateral Position Sources Failed)
- WX Radar Hazard Bus Inactive (On Ground Only)
2
_ Internal failure conditions:
- TAWS database failure (terrain, airport, aircraft
performance)
- ARINC 453 transmitter monitor
- Flash EPROM Cyclic Redundance Check (CRC) Failure
- GCAM module failures
- IO - ACD range error
- Over-temperature monitor
- Power supply monitor
NOTE : There are hardware faults which may or may not drive a
____
TERR monitor discrete. For example, if an A429 receiver
fails when the labels being received on that channel
have a backup source which is valid, then no failure
annunciation is made. However, if the A429 receiver
fails when the labels being received are the only
available source for a given parameter, then a failure
annunciation is made.
(b) GPWS monitor activation logic

GPWS monitor is annunciated if any of the following parameters
are invalid due to input data failures such as ARINC label SSM
equal failure warning or parity error, input bus inactivity or
discrete input monitor failures. Also, internal failures result
in annunciating GPWS monitor.

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1
_ Invalid input parameters:
- Landing Flaps Discrete Input
- Landing Gear Discrete Input
- Glideslope Cancel Discrete Input
- GPWS Inhibit Discrete
- Momentary Audio Cancel Discrete Input
- All Audio Suppress Discrete Input
- Radio Altimeter (RA1) Bus Inactive
- RA1 SSM=FW or Parity Error
- ADIRU1 Air Data Bus Inactive
- ADIRU1 Air Data Uncorrected Barometric Altitude SSM=FW or
Parity Error (All other sources of Altitude Failed)
- ADIRU1 Air Data Corrected Barometric Altitude SSM=FW or
Parity Error (All other sources of Altitude Failed)
- ADIRU1 Air Data Barometric Altitude Rate SSM=FW or Parity
Error
- ADIRU1 Air Data Computed Airspeed SSM=FW or Parity Error
- ILS1 Bus Inactive (Annunciated on Ground Only)
- ILS1 Glideslope Deviation SSM=FW or Parity Error
(Annunciated on Ground Only)
- FMGC1Gen 1/Own C bus failed (If QFE is Selected Baro Ref.And
QFE in Approach Mode and all other altitude sources failed)
- FMGC1 Gen 1/Own C Landing Destination QNH SSM=FW or Parity
error (If QFE is Selected Baro Ref.And QFE in Approach Mode
and all other altitude sources failed)
When in hybrid architecture and vertical GPS position

configured:
- ADIRU1 GPS Altitude SSM=FW or Parity Error (All other
- ADIRU1 GPS Vertical Velocity SSM=FW or Parity Error (All
other Altitude Sources Failed)
- ADIRU1 GPS VDOP SSM=FW or Parity Error (All other Altitude
Sources Failed)
- ADIRU1 GPS HIL SSM=FW or Parity Error (All other Altitude
Sources Failed)
When in autonomous architecture and vertical GPS position

configured:
- GPSSU1/MMR1 GPS Bus inactive (All other Altitude Sources
Failed)
- GPSSU1/MMR1 GPS Altitude SSM=FW or Parity Error (All other
- GPSSU1/MMR1 GPS Vertical Velocity SSM=FW or Parity Error
(All other Altitude Sources Failed)
- GPSSU1/MMR1 GPS VDOP SSM=FW or Parity Error (All other

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- GPSSU1/MMR1 GPS HIL SSM=FW or Parity Error (All other
2
_ Internal Failure Conditions:
- ARINC 453 Transmitter Monitor
- Flash EPROM CRC Failure
- GCAM Module Failures
- IO - ACD Range Error
- Over-Temperature Monitor
- Power Supply Monitor
NOTE : There are hardware faults which may or may not drive a
____
GPWS monitor discrete. For example, if an A429 receiver
fails when the labels being received on that channel
have a backup source which is valid, then no failure
annunciation is made. However, if the A429 receiver
fails when the labels being received are the only
available source for a given parameter, then a failure
annunciation is made.
(c) Terrain Not Available activation logic

Terrain Not Available is annunciated if any of the following
parameters are invalid due to reasons such as ARINC label SSM
equal to NCD or FT.
- ADIRU1 Inertial Reference True Heading SSM=NCD or FT

- ADIRU1 Inertial Reference Ground Speed SSM= NCD or FT
- ADIRU1 Inertial Reference True Track Angle SSM= NCD or FT
- ADIRU1 Inertial Reference Roll Angle SSM= NCD or FT
- ADIRU1 Inertial Reference Flight Path Angle SSM=NCD or FT
- ADIRU1 Air Data Uncorrected Barometric Altitude SSM=NCD or FT
(All other sources of Altitude Failed)
- ADIRU1 Air Data Corrected Barometric Altitude SSM=NCD or FT
(All other sources of Altitude Failed)
- ADIRU1 Air Data Barometric Altitude Rate SSM=NCD or FT
- ADIRU1 Air Data Static Air Temperature SSM=NCD or FT
- FMGC1/FMGC1 Latitude SSM=NCD or FT
- FMGC1 Longitude SSM=NCD or FT
- FMGC1 Gen 1/Own C Nav Modes SSM=NCD or FT
- FMGC1 Gen 1/Own C Nav Modes Nav Accuracy Value = Low Accuracy
- FMGC1 Gen 1/Own C Landing Destination QNH SSM=NCD or FT (If QFE
is Selected Baro Ref.And QFE in Approach Mode and all other
altitude sources failed)
- FMGC1 Engine Out SSM=NCD or FT
- SFCC1 Actual Flap Angle SSM=NCD or FT
- RA1 Radio altitude SSM=NCD or FT on ground

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When in hybrid architecture and GPS position configured (vertical
or lateral):
- ADIRU1 GPS Latitude SSM=NCD or FT (All other Lateral Position
Sources Failed)
- ADIRU1 GPS Longitude SSM=NCD or FT (All other Lateral Position
Sources Failed)
- ADIRU1 GPS HFOM SSM=NCD or FT (All other Lateral Position
Sources Failed)
- ADIRU1 GPS Altitude SSM=NCD or FT (All other Lateral Position
Sources Failed)
- ADIRU1 GPS Vertical Velocity SSM=NCD or FT (All other Lateral
- ADIRU1 GPS VDOP SSM=NCD or FT (All other Lateral Position
Sources Failed)
- ADIRU1 GPS HIL SSM=NCD or FT (All other Lateral or Vertical
When in autonomous architecture and GPS position configured

(vertical or lateral):
- GPSSU1/MMR1 GPS Latitude SSM=NCD or FT (All other Lateral
- GPSSU1/MMR1 GPS Longitude SSM=NCD or FT (All other Lateral
- GPSSU1/MMR1 GPS HFOM SSM=NCD or FT (All other Lateral Position
Sources Failed)
- GPSSU1/MMR1 GPS Altitude SSM=NCD or FT (All other Vertical
- GPSSU1/MMR1 GPS Vertical Velocity SSM=NCD or FT (All other
Vertical Position Sources Failed)
- GPSSU1/MMR1 GPS VDOP SSM=NCD or FT (All other Vertical Position
Sources Failed)
- GPSSU1/MMR1 GPS HIL SSM=NCD or FT (All other Lateral or
vertical Position Sources Failed)
(3) Pop-up outputs discretes

(Ref. Fig. 005)
Two discretes are used to energize the relays that select between
Terrain and WXR display buses.
The first one is used to energize relays on CAPT side (33WZ-35WZ),
the second one is used to energize relays on F/O side (32WZ-34WZ)

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-------------------------------------------------------------------------------
|---------------------|------------------|------------------|-----------------|
|TERR POP UP CAPT | GND/OC | 33 - 35 WZ | GND = TERR bus |
|on CAPT side | | | selected on CAPT|
| | | | side |
|TERR POP UP F/O | GND/OC | 32 - 34 WZ | GND=TERR bus |
| on F/O side | | | selected on F/O |
| | | | side |
-------------------------------------------------------------------------------
E. ARINC A429 Bus Output

(Ref. Fig. 005)
The bus output is used by the Aircraft Integrated Data System (AIDS), the
Data Management Unit (DMU) and the Central Maintenance Computer (CMC) for
maintenance and test purposes.
This bus provides (Ref. following table) digital parameters on a low
speed ARINC 429 bus.

- the output label number
- the parameter name
- the transmission rate.

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(1) Summary of output labels
-------------------------------------------------------------------------------
| Operational T2CAS-TAWS output (Ref. detailed definition in Para. (2) |
|-----------------------------------------------------------------------------|
| Identification | Label | Refresh |
| | | rate (ms) |
|------------------------------------------------------|----------|-----------|
| CPA Altitude | 225 | 200 |
| Alert/Warning Indication | 270 | 100 |
| Function/Internal Logic Status Word | 271 | 200 |
| Input Discrete Status Word 1 | 272 | 100 |
| Input Discrete Status Word 2 | 273 | 100 |
| Alert Discrete Word | 274 | 100 |
| Program Pin Status Word 1 | 275 | 1000 |
| Program Pin Status Word 2 | 276 | 1000 |
| CPA Latitude | 313 | 200 |
| CPA Longitude | 314 | 200 |
| APD Climb Slope | 325 | 100 |
| TAWS Vertical Speed | 333 | 100 |
| Status of Input Bus | 334 | 100 |
| Terrain Database Resolution at Current Location | 335 | 100 |
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| OMS-BITE outputs (Ref ABD 100) |
|-----------------------------------------------------------------------------|
| Identification | Label | Refresh |
| | | rate (ms) |
|------------------------------------------------------|----------|-----------|
| TAWS CFDS LRU Identification Initial Word (STX) | 354 | 100-500 |
| TAWS CFDS LRU Identification Data Words | 354 | 100-500 |
| (Intermediate) | | |
| TAWS CFDS LRU Identification Final Word (EOT) | 354 | 100-500 |
| TAWS CFDS Normal Mode Initial Word (STX with no | 356 | 50-250 |
| Faults) | | |
| TAWS CFDS Normal Mode Initial Word (First STX) | 356 | 50-250 |
| TAWS CFDS Normal Mode Initial Word (Subsequent STX) | 356 | 50-250 |
| TAWS CFDS Interactive Mode STX Word | 356 | 50-250 |
| TAWS CFDS Normal Mode Data Words (Intermediate Data | 356 | 50-250 |
| Word) | | |
| TAWS CFDS Interactive Mode RTS Word | 356 | N/A |
| TAWS CFDS Interactive Mode Screen Control Words | 356 | N/A |
| TAWS CFDS Mode Final Word (ETX) | 356 | N/A |
| TAWS CFDS Mode Final Word (EOT) | 356 | N/A |
| Equipment Identification | 377 | 500-1000 |
-------------------------------------------------------------------------------

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(2) Detailed label definition
(a) CPA Altitude
-------------------------------------------------------------------------------
| CPA ALTITUDE |
|-----------------------------------------------------------------------------|
| Type | GCAS Output |
| Label | 225 (Octal) |
| Encoding | 2s Complement Binary |
| Units | Feet |
| Range | +/-131072 ft. |
| Resolution | 0.125 ft. |
| Significant bits | 20 |
| Data field | Bits 9-28 |
| Sign bit | 29 (positive : above sea level) |
| SDI field | N/A |
| Min/max transmit interval (ms) | 100/200 |
-------------------------------------------------------------------------------

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(b) GCAS Alert/Warning Indication
-------------------------------------------------------------------------------
| GCAS Alert/Warning Indication |
|-----------------------------------------------------------------------------|
| Encoding | Discrete |
| Units | N/A |
| Range | N/A |
| Resolution | N/A |
| Significant bits | See Definition Below |
| Sign bit | Not Applicable |
| SDI field | Bits 9-10 |
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| Bit Number | Definition |
|---------------------------------|-------------------------------------------|
| 11 | 1 = SINKRATE Caution |
| 12 | 1 = PULL UP Warning |
| 13 | 1 = TERRAIN-TERRAIN |
| 14 | 1 = DONT SINK |
| 15 | 1 = TOO LOW GEAR |
| 16 | 1 = TOO LOW FLAPS |
| 17 | 1 = TOO LOW TERRAIN |
| 18 | 1 = GLIDESLOPE |
| 19 | Reserved |
| 20 | 1 = AVOID TERRAIN |
| 21 | 1 = CAUTION TERRAIN |
| 22 | 1 = TERRAIN AHEAD PULL UP |
| 23-26 | Reserved |
| 27 | 1 = Terrain Ahead (JAA Caution audio) |
| 28-29 | Reserved |
-------------------------------------------------------------------------------

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(c) GCAS Function/Internal Logic Status Word
-------------------------------------------------------------------------------
| GCAS Function/Internal Logic Status Word |
|-----------------------------------------------------------------------------|
| Data | GCAS Function/Internal Logic Status Word |
| Label Number | 271 (Octal) |
| Label Type | Discrete |
| Units | N/A |
| Range | N/A |
| Resolution | N/A |
| Min/max transmit interval (ms) | 200 |
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| Configuration Item | Bit Number (Definition) |
|---------------------------------|-------------------------------------------|
| GPWS Mode 1 Status | 11 (0 = Available, 1 = Not available) |
| | 12 (0 = Not Inhibited, 1 = Inhibited) |
| CPA Status | 18 (0 = Available, 1 = Not available) |
| | 20 (0 = Not Disabled, 1 = Disabled) |
| THD Status | 21 (0 = Available, 1 = Not available) |
| | 23 (0 = Not Disabled, 1 = Disabled) |
| Audio On | 24 (0 = Off, 1 = On) |
| Air/Ground | 25 (0 = In Air, 1 = Ground) |
| Flight Phase | Bit 27 Bit 26 |
| | 0 0 = Undefined |
| | 0 1 = Ground |
| | 1 0 = Takeoff |
| | 1 1 = Cruise/Approach |
| Approach/Takeoff Inhibition | 28 (0 = Not Inhibited, 1 = Inhibited) |
| Mountainous Approach | 29 (0 = Not In MAA, 1 = In MAA) |
-------------------------------------------------------------------------------

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(d) GCAS Input Discrete Status Word #1
-------------------------------------------------------------------------------
| GCAS Input Discrete Status Word #1 |
|-----------------------------------------------------------------------------|
| Units | Not Applicable |
| Range | Not Applicable |
| Resolution | Not Applicable |
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| Bit| Configuration Item | Definition |
|----|------------------------------|-----------------------------------------|
| 11 | Engine 1 Out (RTP-9J) | 1 = Engine Out |
| 12 | Engine 2 Out (RTP-9K) | 1 = Engine Out |
| 13 | Glideslope Cancel (RTP-10A) | 1 = Cancel |
| 14 | Audio Inhibit (RTP-10B) | 1 = Inhibit |
| 15 | GPWS Inhibit (RTP-10C) | 1 = Inhibit |
| 16 | Glideslope Inhibit (RTP-10D) | 1 = Inhibit |
R | 17 | Spare Ground/Open (RTP-10J) | 1 = Selected |
| 18 | Terrain Display Select #1 | 1 = State Transition Initiated |
| | (RTP-10F) | |
| 19 | Terrain Display Select #2 | 1 = State Transition Initiated |
| | (RTP-10G) | |
| 20 | Flap Discrete (RTP-10H) | 1 = Flap Discrete Active (Landing Config|
| | | 3 or Flap Mode OFF) |
R | 21 | Spare Ground/Open (RTP-10E) | 1 = Selected |
| 22 | Momentary Audio Inhibit | 1 = Inhibit |
| | (RTP-10K) | |
| 23 | WXR ¹1 On/Off (RTP-11B) | 1 = On |
| 24 | WXR ¹2 On/Off (RTP-11D) | 1 = On |
| 25 | Terrain Inhibit (RTP-11E) | 1 = CPA and THD Inhibited |
| 26 | Spare (RTP-11K) | 1 = Freeze/Reposition |
| 27 | Air/Ground (RMP-5K) | 1 = Ground |
| 28 | Landing Gear (RMP-13F) | 1 = Gear Down |
| 29 | Not Used | Not used |
-------------------------------------------------------------------------------

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(e) GCAS Input Discrete Status Word #2
-------------------------------------------------------------------------------
| GCAS Input Discrete Status Word #2 |
|-----------------------------------------------------------------------------|
| Min/max transmit interval (mSec)| 50/100 |
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
|-------------------------------------|---------------------------------------|
| 11 | Simulator Reposition (RTP-12A) | 1 = Freeze/Reposition |
| 12 | Spare 28V/Open (RTP-12B) | 1 = Active |
| 13 | Spare 28V/Open (RTP-12C) | 1 = Active |
| 14 | Spare 28V/Open (RTP-12D) | 1 = Active |
| 15 | Spare 28V/Open (RTP-12E) | 1 = Active |
| 16 | Spare 28V/Open (RTP-12F) | 1 = Active |
| 17 | Spare 28V/Open (RTP-12G) | 1 = Active |
| 18 | Spare 28V/Open (RTP-12H) | 1 = Active |
| 19 | Spare 28V/Open (RTP-12J) | 1 = Active |
| 20 | Spare 28V/Open (RTP-12K) | 1 = Active |
| 20 | Spare 28V/Open (RTP-12K) | 1 = Active |
| 21 | Spare 28V/Open (RTP-13A) | 1 = Active |
| 22 | Not Used | Not Used |
-------------------------------------------------------------------------------

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(f) GCAS Alert Discretes
-------------------------------------------------------------------------------
| GCAS Alert Discretes |
|----------------------------------|------------------------------------------|
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
|----------------------------------|------------------------------------------|
| 11 | Spare Ground/Open (RTP-13C) | 1 = Active |
| 12 | Caution Alert (RTP-13B) | 1 = Alert Active |
| 13 | Warning Alert (RTP-13D) | 1 = Alert Active |
| 14 | GPWS Monitor (RTP-14B) | 1 = Fail |
| 16 | Audio On | 1 = Caution or Warning Audio Alert On |
| 22 | CPA Warning | 1 = Alert Active |
| 23 | CPA Caution | 1 = Alert Active |
| 24 | Terr Monitor (RTP-14D) | 1 = Fail |
| 27 | Terr Not Available (RTP-14C)| 1 = Not Available |
| 28 | Terrain Display Discrete #1 | 1 = Grounded (Terrain is being displayed)|
| | (RTP-13J) | |
| 29 | Terrain Display Discrete #2 | 1 = Grounded (Terrain is being displayed)|
| | (RTP-14A) | |
-------------------------------------------------------------------------------

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(g) GCAS Program Pin Status Word #1
-------------------------------------------------------------------------------
| GCAS Program Pin Status Word #1 |
|----------------------------------|------------------------------------------|
| Encoding | Binary/Discrete |
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
|-------------------------------------|---------------------------------------|
| 11 | Aircraft Configuration Number | LBS |
| 12 | Aircraft Configuration Number | Binary |
| 13 | Aircraft Configuration Number | Range 0-128 |
| 14 | Aircraft Configuration Number | Operational Range 0-81 |
| 15 | Aircraft Configuration Number | |
| 16 | Aircraft Configuration Number | |
| 17 | Aircraft Configuration Number | MSB |
| 18 | Audio Menu Selection | 1 = Alternate Selected |
| 19 | Audio Test Volume | 1 = Volume Reduced |
| 20 | Spare Configuration #1 | 1 = Selected |
| 21 | Alternate Lamp Format | 1 = Alternate Selected |
| 22 | CRT/LCD Display | 1 = LCD |
| 23 | Terrain Advisory Line Displayed| 1 = Displayed |
| 24 | CPA/THD Function | 1 = Disabled |
| 25 | Auto CPA/THD Deactivation | 1 = Inactive |
| 27 | Bank Angle Enabled | 1 = Enabled |
| 28 | Predictive Windshear Present | 1 = Present |
| 29 | Alternate Alert Priority Mgmt | 1 = Alternate Selected |
-------------------------------------------------------------------------------

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(h) GCAS Program Pin Status Word #2
-------------------------------------------------------------------------------
| GCAS Program Pin Status Word #2 |
|----------------------------------|------------------------------------------|
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
|-------------------------------------|---------------------------------------|
| 11 | Topographical Mode Enable | 1 = Enabled |
| 12 | Obstacle Enable | 1 = Enabled |
| 13 | Runway Alerting Enabled | 1 = Enabled |
| 14 | Flight Plan Assessment | 1 = Enabled |
| | Trajectory Enable | |
| 15 | Terrain Data Comparison Enable | 1 = Enabled |
| 16 | Simulator Environment Enable | 1 = Enabled |
| 17 | Lateral Position Priority | 1 = GPS/GPIRS First |
| 18 | Cold Temperature Compensation | 1 = Enabled |
| | Enabled | |
| 19 | Hybrid GPS (GPIRS) Available | 1 = Available |
| 20 | GPS Standalone (GPSSU/MMR) | 1 = Present |
| 21 | Alternate Altitude Source | 1 = Selected |
| | Selection | |
-------------------------------------------------------------------------------

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(i) GCAS Latitude
-------------------------------------------------------------------------------
| GCAS Latitude |
|----------------------------------|------------------------------------------|
| Units | Degrees |
| Range | +/- 180 Degrees |
| Resolution | 0.00687 Degrees |
| Sign bit | Bit 29 (+=North) |
| SDI field | None |
-------------------------------------------------------------------------------
(j) GCAS Longitude
-------------------------------------------------------------------------------
| GCAS Longitude |
|----------------------------------|------------------------------------------|
| Units | Degrees |
| Range | +/- 180 Degrees |
| Resolution | 0.00687 Degrees |
| Sign bit | Bit 29 (+=East) |
| SDI field | None |
-------------------------------------------------------------------------------

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(k) APD Climb Slope
-------------------------------------------------------------------------------
| APD Climb Slope |
|----------------------------------|------------------------------------------|
| Label | 325 |
| Units | % |
| Range | +/- 261.144 |
| Resolution | 0.001 |
| Sign bit | 29 |
| SDI field | N/A |
-------------------------------------------------------------------------------
(l) Vertical Speed
-------------------------------------------------------------------------------
| GCAM Vertical Speed |
|----------------------------------|------------------------------------------|
| Units | Feet/minute |
| Range | +/- 32767 |
| Resolution | 1 Ft/min |
| Sign bit | 29 |
| SDI field | N/A |
-------------------------------------------------------------------------------

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(m) Status of Input Bus
-------------------------------------------------------------------------------
| Status of Input Bus |
|----------------------------------|------------------------------------------|
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
|-------------------------------------|---------------------------------------|
| 11 | ADC1 | 1 = Active |
| 12 | CFDIU | 1 = Active |
| 13 | FCU1 (SA/LR) or EFIS CP (WB) | 1 = Active |
| 14 | FCU2 (SA/LR) or EFIS CP (WB) | 1 = Active |
| 15 | FMS1 LAT LON | 1 = Active |
| 16 | FMS1 NAV | 1 = Active |
| 17 | FMS1 ENG | 1 = Active |
| 18 | FSCC1 | 1 = Active |
| 19 | GPIRS1 or IRS1 | 1 = Active |
| 20 | ILS1 | 1 = Active |
| 21 | PWS1 | 1 = Active |
| 22 | PWS2 | 1 = Active |
| 23 | RA1 | 1 = Active |
| 24 | GPS BUS | 1 = Active |
-------------------------------------------------------------------------------

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(n) Terrain Database Resolution
-------------------------------------------------------------------------------
| Terrain Resolution at Current Location |
|----------------------------------|------------------------------------------|
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
|-------------------------------------|---------------------------------------|
| 11 | 3 minute resolution | 1 = Active |
| 12 | 30 second resolution | 1 = Active |
| 13 | 15 second resolution | 1 = Active |
| 14 | Sea-square airport (either 30 | 1 = Active |
| | second or 15 second resolution | |
| | above the sea) | |
-------------------------------------------------------------------------------

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F. ARINC A453 Bus Output to EIS
(Ref. Fig. 005)
Terrain data information is sent to the Display Management Computers
(DMCs) through the WXR/TERR switching relays with a 1600 bit ARINC 453
data bus. The frame sent is composed of terrain data associated with
specific encoded data such as Range, Mode, Alert Conditions, Control
Accept, etc.
The TX 453.1 Output provides terrain data to be displayed on the Captain
side.
The TX 453.2 Output provides terrain data to be displayed on the F/O
side.
(1) Format of A453 output labels (066)
-------------------------------------------------------------------------------
| Field | Name | Values (Default Values are Bolded |
| (bits) | | |
|--------|-----------------|--------------------------------------------------|
| 8..1 | Label | Octal 066, reversed, = 011 011 00 (6CH) (1)|
|--------|-----------------|--------------------------------------------------|
| 10, 9 | Control Accept | 00 = do not accept control |
| | | 01 = indicator 1 accept control |
| | | 10 = indicator 2 accept control |
| | | 11 = all indicator accept control |
|--------|-----------------|--------------------------------------------------|
| 11 | Slave | 0 = master, 1 = slave |
|--------|-----------------|--------------------------------------------------|
| 12 | Terrain Caution | 1 = caution |
|--------|-----------------|--------------------------------------------------|
| 13 | Terrain Warning | 1 = warning or avoid terrain (i.e. always set |
| | | when bit 21 is active) |
|--------|-----------------|--------------------------------------------------|
| 14 | Predictive | 1 = caution (Note : If (the WXR Radar discrete 1 |
| | Windshear | is On and the Predictive Windshear Hazard 1 |
| | Caution | value indicates a PWS Caution) OR |
| | | (the WXR Radar discrete 2 is On and the |
| | | Predictive Windshear Hazard 2 value |
| | | indicates a PWS Caution), then Set to 1 |
| | | ELSE |
| | | Set to 0) |
|--------|-----------------|--------------------------------------------------|
| 15 | Predictive | 1 = warning (Note : If (the WXR Radar discrete 1 |
| | Windshear | is On and the Predictive Windshear Hazard 1 |
| | Warning | value indicates a PWS Warning) OR |
| | | (the WXR Radar discrete 2 is On and the |
| | | Predictive Windshear Hazard 2 value indicates|
| | | a PWS Warning), then Set to 1 |

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-------------------------------------------------------------------------------
| (bits) | | |
|--------|-----------------|--------------------------------------------------|
| | | ELSE |
| | | Set to 0) |
|--------|-----------------|--------------------------------------------------|
| 16 | Annunciation | 0 = Basic Voice Menu is selected TERRAIN AHEAD |
| | Format | (JAA) |
| | | 1 = Alternate Voice Menu is selected CAUTION |
| | | TERRAIN (FAA) |
|--------|-----------------|--------------------------------------------------|
| 17 | (reserved for | (currently set to 0) |
| | Peaks) | |
|--------|-----------------|--------------------------------------------------|
| 18 | (reserved for | 0 = Terrain Caution or Warning is active due to |
| | Obstacle option)| terrain |
| | | 1 = Terrain Caution or Warning is active due to |
| | | obstacle rather than terrain |
|--------|-----------------|--------------------------------------------------|
| 19 | Terrain Fail | 1 = Terrain Fail, 0 = Terrain Operational |
|--------|-----------------|--------------------------------------------------|
| 20 | reserved | (currently set to 0) |
|--------|-----------------|--------------------------------------------------|
| 21 | Avoid Terrain | 1 = Avoid Terrain Alert |
| | | 0 = No Alert |
|--------|-----------------|--------------------------------------------------|
| 25..21 | spare | (currently set to 0) |
|--------|-----------------|--------------------------------------------------|
| 26 | spare | (currently set to 1) |
|--------|-----------------|--------------------------------------------------|
| 29..27 | Mode | 3=TERR, 4=Test, others reserved |
|--------|-----------------|--------------------------------------------------|
|--------|-----------------|--------------------------------------------------|
|--------|-----------------|--------------------------------------------------|
| 48..43 | Range | Unsigned, range 5 to 320 nm, LSB = 5 nm. |
| | | 000000 = 320 nm. |
|--------|-----------------|--------------------------------------------------|
| 49 | Windshear Fail | 1 = PWS Fail, 0 = No PWS failure (2)|
|--------|-----------------|--------------------------------------------------|
| 51..50 | Data Accept | 00 = accept none, 01 = accept 1, 10 = accept 2, |
| | | 11 = accept any (currently set to 11) |
|--------|-----------------|--------------------------------------------------|
| 63..52 | Scan Angle | Unsigned, range 0 to 359.9 deg, LSB = 0.087890625|
| | | deg (360/2 12). |

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-------------------------------------------------------------------------------
| (bits) | | |
|--------|-----------------|--------------------------------------------------|
| | | 0 = dead ahead, +90 deg = right wing. |
| | | Filled with correct value for each individual |
| | | spoke. |
|--------|-----------------|--------------------------------------------------|
| 64 | Terrain Not | 1 = terrain not available 3 (3)|
| | Available | 0 = normal |
|--------|-----------------|--------------------------------------------------|
|1600..65| Color Data | Series of 3-bit color values for points extending|
| | | from the aircraft position outward along the Scan|
| | | Angle. |
| | | 3-bit color values |
| | | 0 = Black 4 = Red (not used) |
| | | 1 = Green 5 = Cyan |
| | | 2 = Yellow 6 = Magenta |
| | | 3 = Red 7 = White |
-------------------------------------------------------------------------------
NOTE : (1) Label 066 is used by DMC to differentiate Terrain image

____
from Weather image (label 055).
NOTE : (2) Bit 49 is set only when Hazard bus label 77 SSM indicates
____
invalid (bit 30=1 and bit 31=0) whatever the PWS option is
(PWS present or not). Bit 49 shall not be set when Hazard bus
is inactive.
NOTE : (3) Not used by DMC.

____
G. Audio Output
(Ref. Fig. 005)
The T2CAS-TAWS is connected to the A/C audio system through one low level
analog interface.
H. Pin-Programming
Configuration of T2CAS-TAWS operational software is achieved through
hardware pin-programming. The following provides a brief description of
each programmable configuration:
(1) Aircraft Type - Identifies the aircraft input/output and performance

configurations.

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(2) Audio Menu Selection (JAA/FAA) - Selects the FAA audio definition
(CAUTION TERRAIN, TERRAIN TERRAIN PULL UP) for terrain caution and
warnings. If Audio Menu Selection is not AHEAD, TERRAIN AHEAD PULL
UP) are used.
(3) CRT-LCD Display Select (EIS1/EIS2)- Identifies if terrain display is

Cathode Ray Tube (CRT) (EIS1) or Liquid Crystal Display (LCD)(EIS2).
(4) Automatic T2CAS-TAWS (CPA-THD) Deactivation - Enables the automatic

deactivation of CPA and THD functions when the FMS is in low
accuracy.
(5) PWS - Identifies that Predictive Windshear is installed and that its
alert priorities are managed accordingly.
(6) Alternate Altitude Source Selection (GPS) - Selects GPS altitude as

the highest priority data source.
(7) Lateral Position Priority (GPS)- Selects GPS horizontal position data
as the highest priority data source.
(8) Hybrid GPS (GPIR) Architecture - Identifies that the GPS data source
is from the ADIRU/GPIRS bus.
(9) GPS Autonomous Architecture (GPSSU/MMR) - Identifies that the GPS

data source is from a GPSSU/MMR in autonomous architecture. GPS data
are received on ARINC 429 input Right Top Plug (RTP) 1C/1D.
(10) Parity - Sets the programming of all configuration pin to odd parity.
The configuration pins are selected via rear connector pin strapping:
- Aircraft Type (2 pins: RTP-6D and 6F)
- Audio Menu Selection (1 pin: RTP-6J)
- CRT-LCD Display Select (1 pin: RTP-7A)
- Automatic T2CAS-TAWS (CPA-THD) Deactivation (1 pin: RTP-7C)
- Predictive Windshear Present (1 pin: RTP-7D)
- Lateral Position Priority (1 pin: RTP-6G)
- GPS Autonomous / GPS Hybrid / Alternate Altitude Source Selection
(1 pin: RTP-7J)
- Odd Program Pin Parity (1 pin: RTP-11J)
- Spare Programming Pins (9 pins: RTP-7F, 7G, 5K, 7K, 11A, 11C, 11F,
11G, 11H)
The following discrete outputs provide the multiplexed matrix select

strapping:
- GPWS Alert (RTP-13B)
- Spare Output (RTP-13C)

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- GPWS Warning (RTP-13D)
- Spare Output (RTP-13E)
- Spare Output (RTP-13F)
- Terrain Displayable 1 (RTP-13H)
- Spare Output (RTP-13G)
- Terrain Displayable 2 (RTP-13K)
3. _____________________
A. T2CAS-TAWS circuit card assembly

The TAWS processor and I/O circuitry are contained on a single circuit
card assembly (A7). The TAWS circuit card assembly has a new design that
implements the TAWS function
(Ref. Fig. 006)
The TAWS processors and I/O circuitry are independent from the TCAS
functions, except where common I/O pins are shared by both functions.
Dual Motorola MPC8245 processors are used: a main processor(P1) and an
auxiliary processor (P2). Each processor contains an integral PCI bus
controller. Each processor has an external local memory (SDRAM and FLASH)
and local I/O devices. The P1 and P2 processors can exchange data with
each other through the PCI bus. Each processor can access any of the
devices on the PCI data bus.
The hardware interfaces and associated software applications that are
hosted only on the P1 processor are EEPROM maintenance memory, flash
event log memory, RS232/422 ports, PCI bus configuration, P2 activity
monitor and system reset generator. The P1 or P2 processors can host any
of the other applications. All devices on the local processor bus fall
under the memory protection mechanisms of the processors memory
management unit (MMU), which provides application space partitioning. The
operating system will uses the MMU and embedded MPC8245 timers to provide
both space and time partitioning.
The P2 processor is not used by any application for the time being.
Two Field Programmable Gate Away (FPGA) devices are connected to the PCI
bus. The I/O FPGA contains a Xilinx PCI IP Core, an A429 I/O interface,
an A453 output interface, an analog input interface, a Compact Flash
interface , a digital audio interface and a discrete I/O interface. The
second FPGA device on the PCI bus is the pulse decoder FPGA. This FPGA is
reserved for future applications of the TAWS.
(Ref. Fig. 006)

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T2CAS-TAWS - Circuit Card Assy Hardware - Block Diagram
Figure 006

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4. ________________________________
A. General
The TAWS function fundamental purpose is to alert the crew in a timely
manner of a developing hazardous situation ahead of the aircraft which
would result in Controlled Flight Into Terrain (CFIT) accident if no
specific crew action was performed.The TAWS function therefore implements
CFIT prevention concepts which aim at ultimately prevent most of CFIT
events.
The TAWS function is designed to deliver appropriate cautions and
warnings while minimizing nuisance alerts whenever the aircraft is
abnormally and hazardously approaching the surrounding terrain.
The T2CAS-TAWS performs the functions defined in TSO-C151b for Class A

TAWS.
(Ref. Fig. 001)
The T2CAS-TAWS provides the following functions:
- An initialization function, which manages the power up routine task,

the pin-programming reading, the GCAM software initialization and the
acquisition of configuration parameters.
- A flight event/data capture function, which enables the recording of

GCAM flight events
- A BITE-OMS failure detection and reporting function, which manages a
GCAM failure detected by the operating system.
- An input parameter acquisition function, which is dedicated to the

acquisition of the different aircraft parameters and parameter
computation as required, for the alerting mode operation (altitude,
lateral position, RA, vertical speed, consolidated altitude)
- A flight phase assessment function whose purpose is to determine the

current aircraft flight phase, in order to activate/deactivate proper
basic modes and configuration predictive mode inhibition conditions.
- A collision prediction and alerting function, which is aimed at

predicting the potential risks of collision with terrain and providing
the appropriate visual and aural alerts.
This function provides medium-term (caution) and short-term (warning)
alerts when the predicted flight path is detected with an excessive
closure to the terrain ahead of the aircraft.
This function uses :
* TAWS database (terrain database and airport database)
* Aircraft performance data.

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This part of CPA function agrees with FLTA definition from TSO-C151b.
CPA also features inhibition condition in takeoff and approach phases.
CPA is monitoring that a nominal landing is being performed. If a
premature descent is on-going, CPA alerting is not inhibited and will
provide timely alerts. This part of CPA fulfils TSO-C151b PDA function
requirements.
- A terrain hazard display function, which provides a display of the

aircraft situation with regard to terrain hazards in order to enhance
situation awarenes.
- Excessive rate of descent with respect to terrain (Mode 1)

This mode, derived from DO-161A, provides a reactive short-term warning
and additionally a reactive medium-term caution when the current flight
path is detected with an excessive rate of descent with respect to
terrain and provided that the CPA function is not activated.
- Excessive closure rate to terrain (Mode 2)

This mode, derived from DO-161A, provides a reactive short-term warning
when the current flight path is detected with an excessive closure rate
to terrain and provided that the CPA function is not activated.
- Excessive altitude loss after takeoff (Mode 3)

This mode, derived from DO-161A, applies to excessive altitude loss
after takeoff.
- Incorrect aircraft configuration with regard to terrain (Mode 4)

This mode usually applies during the landing phase of flight and
results in the annunciation of an alert in the event of insufficient
terrain clearance when the aircraft is not in the proper landing
configuration.
Mode 4 consists of two submodes:
* Mode 4A in case of abnormal landing gear configuration,
* Mode 4B in case of abnormal landing flaps configuration.
Mode 4 implements RA overflight detection to prevent nuisance alert in
Reduced Vertical Separation Minimum (RVSM) spaces.
- Excessive glide path deviation (Mode 5)

This mode, derived from DO-161A, applies in the event of an excessive
descent below the instrument glide path when making a front-course
approach with the gear down.
- An alert management function.

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B. Dynamic Parameter Acquisition/TAWS Operation
The T2CAS acquires various parameters for TAWS operation (Ref. Para. 2.).
Some parameters are adapted for proper alerting modes functioning:
(1) Filtered RA
The RA is filtered using a 0.5-second low-pass filter in order to
smooth high-frequency variations.
(2) Computed MSL Altitude

There are two options available for MSL altitude source:
(a) Baro source (A/C with no GPS or alternate altitude not selected)
The MSL altitude is computed per following logic depending on
barometric setting:
* QNH selected on FCU: baro corrected altitude (label 204) from
ADIRU 1 is used by CPA/Terrain Hazard Display (THD)
* STD selected on FCU: Baro altitude (label 203) from ADIRU 1 is
used by CPA / THD
* QFE selected on FCU:
- in takeoff mode: use of corrected baro altitude (label 204)
from ADIRU + runway elevation
- in approach mode: use of uncorrected baro altitude (label 203)
from ADIRU 1 + baro correction QNH entered by the crew via the
MCDU (QNH landing destination).
(Ref. Fig. 007)
NOTE : As soon as the aircraft has entered the approach mode, the
____
crew has to enter the landing destination QNH on the MCDU.
In case of no selection by the crew, enhanced functions
are automatically inhibited (TERR STBY memo on EWD).
NOTE : TO phase is initialized after 4 Seconds with Air/Ground

____
discrete from LGCIU1 being Ground.
In addition, below -10 deg. C below ISA, a simple cold

temperature correction is applied (Pseudo cold temperature
compensation for barometric source).
The graph on the following page partially compensates for error
associated with cold temperature effects at 2.000 ft. above
reference altitude.
The T2CAS can accept a 100 ft. error in altitude. A 100 ft. error
is nominal at ISA -10 deg. C and 2.000 ft. indicated altitude.
Below -40 deg. C the barometric altitude source is declared
invalid as it is considered as not accurate enough for the
purpose of CPA alerting. The TERR STBY memo is displayed on the
EWD and Modes 1 and 2 are retrieved.
(Ref. Fig. 008)

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T2CAS-TAWS - Takeoff/Approach Logic for MSL Altitude Computation in QFE
Operation
Figure 007

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T2CAS-TAWS - Cold Temperature Offset
Figure 008

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The graph on the following page assumes -25 deg. C conditions
throughout approach.
This logic tends to overcompensate at 1.000 ft. by around 50 ft.
as a result, the error is balanced in alerting region.
At radio altitudes below 1.000 ft., radio altitude is blended,
therefore there is less a concern of overcompensating at low
altitudes.
(Ref. Fig. 009)
(b) GPS based logic (GPS altitude from MMR1/GPSSU)

This logic is an adaptation of ACSS logic based on GPS altitude:
- GPS altitude used if valid and accuracy < 100ft (Selectable
Availability OFF assumed)
- Coasting from last valid GPS altitude based on uncorrected baro
altitude (>5 min)
- Barometric data (as per option 1 described in Para. (a)).
This logic improves accuracy, mitigates cold temperature effects

or barometric setting mistakes.
(3) Altitude Blending

The blended altitude (CPA altitude) combines the computed MSL
altitude and Radio Altitude plus terrain cell height between 1.000
feet and 500 feet.
The blending is based on a weighted average between MSL altitude and
radio altitude plus terrain cell height, where the MSL altitude
weighting decreases linearly as radio altitude decreases. For
example, at a radio altitude of 750 ft., the weighting is 50 % for
each variable. At 600 ft., the radio altitude based term is weighted
at 80 %.
Below 500 ft., the CPA altitude is set as equal to radio altitude
plus terrain cell height.
If a step in CPA altitude is detected (due to a terrain cell change),

the filtering is performed by limiting the rate of change to 50
ft/min for 4 seconds (maximum).
The CPA altitude is used for predictive alerting only (CPA modes) and
is not used for GPWS modes.
This feature provides some robustness against lateral position error,

vertical position error (GPS altitude or Baro Altitude) and TAWS DB
elevation registration errors.
Effects on CPA alerting under error cases are variable and depend on
the TAWS terrain profile and real terrain profile.
(Ref. Fig. 010)

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T2CAS-TAWS - Effect of Cold Temperature Compensation in Approach
Figure 009

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T2CAS-TAWS - Effect of Radio Altitude Blending Below 500 ft.
Figure 010

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In the illustration, the TAWS DB that is processed does not
correspond to real situation, due to erroneous lateral position or
TAWS DB error. As a consequence, the A/C is computing a wrong Terrain
Cell Height (in yellow). If the real terrain is steeper than the
terrain processed from the TAWS DB, the CPA will see the aircraft
descending into the terrain (even if it is wrong terrain) and trigger
an alert.
NOTE : When the aircraft is less than 20 seconds from Minimum Terrain
____
Clearance Distance (MTCD), a caution alert is emitted. When it
is less than 8 seconds from (MTCD), a warning alert is emitted
(see Para. 5. D (1), CPA).
(4) TAWS Vertical Speed

The TAWS vertical speed is always the barometric altitude rate
(provided by the ADIRU). The baro altitude rate is filtered using a
3-second low-pass filter in order to filter very short-term
variations. The TAWS vertical speed is used by the Mode 1 and the
CPA.
A less filtered vertical speed (namely sharp TAWS vertical speed) is

used for flight phase transition (0.5-second filtering).
(5) Lateral Position

There are two options regarding the horizontal position (latitude,
longitude):
(a) FMS1 position (A/C with no GPS or Alternate lateral position not
selected)
The TAWS logic uses the FMS1 lateral position.
Optionally, an automatic deactivation of predictive function upon
navigation high/low accuracy criteria can be activated (as
previous GPWS installation).
When this option is configured, the predictive mode is
deactivated if the navigation accuracy is low. The TERR STBY
ECAM memo is displayed and Mode 1 and 2 are retrieved.
When this option is not activated, the predictive mode is
manually switched off (through the TERR OFF pushbutton switch)
when the navigation accuracy is downgraded.
(b) GPS lateral position from MMR1/GPSSU (Class 1 GPS sensors):

The TAWS logic uses:
- the GPS lateral position if it is valid and accuracy compatible
(200 m, 550 m en route)
- the coasting from last valid GPS latitude, with the longitude
based on the IRS position, when the GPS is lost. This coasting

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is performed until accuracy is no more compatible (200 m, 550 m
en route)
- the FMS1 lateral position (with automatic deselection based on
FMS navigation low accuracy detection).
(6) ILS back/course

ILS back course is determined by comparing the calculated and
selected runway heading (ILS selected runway heading + Mag Var) with
True track angle. If the comparison results in a difference of higher
than 90 degrees, the gear is up, and the localizer deviation is
outside +/- 3 dots, the ILS back/course is set which results in the
Mode 5 alert being inhibited.
C. Flight Phase Determination

A flight phase assessment function determines the current aircraft flight
phase at power up and then checks condition for flight phase transition.
Three phases exist as shown in following figure.
(Ref. Fig. 011)
Flight phases are used for reactive mode activation/deactivation and CPA
inhibition rules adaptation.
D. Predictive Modes
(1) Collision Prediction and Alerting (CPA)
(a) General
The Collision Prediction and Alerting function provides alerts to
inform the crew that the flight path they are following is
hazardous due to the presence of terrain ahead.
The objective of the Collision Prediction and Alerting function
is to warn the crew by appropriate alerts of an impending
controlled flight into terrain in a manner which will allow them
to avoid the CFIT by a timely initiation of the suitable evasive
action. A pull up evasive action is considered as the basic
recovery maneuver (leading to a Pull up warning). If it is not
possible, a turn-around recovery is indicated (leading to an
Avoid terrain warning).
The TAWS, through GCAM, is intended to provide alerts in
particular in the following CFIT situations:
- hazardous descent rate with respect to terrain
- hazardous closure rate with respect to terrain
- hazardous situation while a turning flight
- hazardous situation due to high terrain ahead that could not be
cleared by a pull up maneuver.

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T2CAS-TAWS - Flight Phase Determination
Figure 011

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The TAWS, through GCAM, is designed to generate a Pull-up
warning or an Avoid terrain warning depending on the aircraft
situation with regard to the terrain, and whenever possible to
generate a Terrain caution in anticipation of the warnings.
The GCAM module ensures a very low rate of nuisance alerts to
keep the crew confident in the generated alerts. It addresses
some specific situations such as situations of normal aircraft
operation according to procedures at altitudes significantly
below the surrounding local terrain height (approaches in steep
valleys).
The following specifications concerning the CPA mode are
consistent with the TSO-C151b and take into account all the FLTA
(descending/level flight), Imminent Terrain Impact (ITI) and
Premature Descent Alert (PDA) requirements.
The following parameters are used for this mode:
* TAWS vertical speed
* Ground speed
* True track angle
* Sharp flight path angle
* Latitude
* Longitude
* Navigation accuracy
* Landing flaps
* Flap lever position
* Gears
* Static air temperature
* Roll angle
* Terrain and Airport database
* Altitude
* Radio Altitude (filtered)
* Current aircraft weight
* Engine out detection
* Aircraft Performance Data
* Terrain inhibit.
(b) CPA activation/de-activation logic

The following requirements describe the CPA
activation/de-activation specific logic. The CPA mode is
re-activated after a delay of 5 seconds if all the following
conditions are met:
- The CPA input parameters are all valid.
- There are no cell of extracted terrain data invalid (all
terrain cells extracted from a 6 by 6 terrain area with a
quality bit valid).
- There are no cell of extracted terrain data missing (no terrain
square missing).

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As soon as one parameter used by the CPA mode (except for Engine
out and Current gross weight) is invalid, then the mode is
de-activated.
(c) Principle
The generation of these alerts is based on a real-time prediction
of the potential risks of collision with the terrain ahead of the
aircraft performed by a comparison between a clearance sensor
(derived from FPA and aircraft performance database) and the
terrain profile (derived from the on-board terrain database) plus
MTCD.
(d) CPA phase of operation and MTCD

(Ref. Fig. 012)
The MTCD depends on the phase of operation/ airspace definition.
Phase I : Final in takeoff flight phase
Phase II: En route
Phase III: Terminal
Phase IV : Final in cruise/approach flight phase
NOTE : the phase of operation is different from the phase of

____
flight (see Para. C.)
The MTCD is computed as follows: MTCD=basic MTCD + MTCD offset.

The basic MTCD depends on Airport Airspace Definition/Phase of
operation.
(Ref. Fig. 013)
- Alpha is computed to match with a 400 ft/Nm descent rate:
Alpha=3.77 deg.
- Beta is computed to match with a 500 ft/Nm descent rate:
Beta=4.70 deg.
The MTCD offset depends on the distance between the aircraft and
the nearest runway threshold and on the aircraft TAWS vertical
speed.
In the enroute airspace, the MTCD offset is computed as shown in
the figure.
(Ref. Fig. 014)
In the final airspace, the MTCD offset is computed as shown in
the figure.
(Ref. Fig. 015)
In the Terminal airspace, the MTCD offset is computed to ensure
the continuity of the offset value between the En route airspace
at 15Nm and the final airspace at 5Nm.

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T2CAS-TAWS - Airport Airspace Definition/Phase of Operation
Figure 012

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T2CAS-TAWS - Basic MTCD
Figure 013

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T2CAS-TAWS - MTCD Offset in the Enroute Airspace
Figure 014

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T2CAS-TAWS - MTCD Offset in the Final Airspace
Figure 015

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(e) Terrain clearance sensors
Short and medium term clearance sensors are computed and
projected ahead of the aircraft as shown in figure.
(Ref. Fig. 016)
These sensors have three parts:
- Flight path projection (8 seconds for warning sensor, 20
seconds for caution sensor)
- Constant 0.5g acceleration vertical maneuver
- Projection of aircraft climb capability as extracted from the
aircraft performance database.
Basically, the sensors cover 2 minutes of flight ahead of the A/C

(120 seconds for warning sensor, 132 seconds for caution sensor).
In montainous approach area, this duration is linearly reduced to
30 seconds to prevent from nuisance alerts during low altitude
maneuvers.
(Ref. Fig. 017)
Montainous approach area definition: Existence of terrain more
than 2000 ft. above runway within 6NM of the threshold or airport
reference point.
The clearance sensor geometry is conservatively based on a

Standard Vertical Recovery Maneuver (SVRM).
The protected volume provided by the clearance sensor is
therefore exactly what is needed to ensure a safe escape provided
that the terrain is not higher than the caution and warning
sensor tips.
The aircraft climb performance capability is retrieved from the

aircraft performance database based on the following parameters:
altitude, static air temperature (converted to Delta ISA),
current gross weight, flap/slat configuration, gears
configuration and engine-out condition.
The operational climb capability ranges from 1.43 deg. minimum to
15 deg. maximum. Source data used to generate the Aicraft
Performance Database (APD) come from approved Airbus performance
data. The climb capability as output from APD is conservative.
The sensor laterally spreads out 1.5 deg. from A/C track. When
the aircraft turns, the sensor opens up into turns to determine a
possible terrain conflict (up to 90 deg.).
The initial sensor width is 100m (if GPS HFOM<100m) or 200 m
otherwise (GPS HFOM> 100m FMS) to account for position
uncertainty.
(Ref. Fig. 018)

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T2CAS-TAWS - Alerting Sensor
Figure 016

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T2CAS-TAWS - Reduction of Look-Ahead Distance in Mountainous Approach Area
Figure 017

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T2CAS-TAWS - Sensor Geometry (from top)
Figure 018

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(f) Caution
The terrain caution is provided whenever the crew must be
informed of a hazardous closure rate with respect to the
overflown terrain. When it occurs, the crew shall verify the
flight path, stop descent, and correct it if required.
If any doubt exists, a climb must be performed until the caution
alert ceases.
The corresponding generated alert is: Terrain Ahead or Caution

Terrain (FAA audio option).
When the collision prediction and alerting function is activated,
the alert is generated whenever the caution sensor is within a
vertical distance less than MTCD from the terrain profile for at
least 2 seconds. The area of concern is displayed in solid yellow
pattern on the ND.
This alert is reset when the medium-term sensor is moved away

from the terrain at a distance greater than the MTCD.
(Ref. Fig. 019)
(g) Pull up warning

The Pull up warning is provided whenever an immediate vertical
pull up maneuver must be initiated by the crew in order to avoid
a collision with the terrain.
The corresponding generated alert is: Terrain Ahead Pull Up or

Terrain Terrain Pull Up Pull Up (FAA audio option).
the Pull-up warning is generated whenever the vertical
distance between the terrain profile and the warning sensor is
less than MTCD.
In such a case, an immediate vertical pull-up maneuver allows a
safe recovery. The area of concern is displayed in solid red
pattern on the ND.
(Ref. Fig. 020)
This alert is reset when the warning sensor is moved away from
the terrain at a distance greater than the MTCD as defined when
the alert has been initiated, with a 2 second confirmation.
NOTE : In Visual Met Condition (VMC) conditions, the alert can be

____
considered cautionary.

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T2CAS-TAWS - Caution Scenario
Figure 019

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T2CAS-TAWS - Warning Scenario
Figure 020

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(h) Avoid Terrain Warning
The Avoid Terrain warning is provided whenever the current
aircraft flight path is hazardous due to the presence of high
terrain which may not be cleared by a vertical pull-up maneuver
given the present capability of the aircraft. Thus it requires an
immediate and appropriate maneuver to be initiated by the crew in
order to avoid a collision with the terrain.
This situation can occur when operating in a steep mountainous
environment with an unsafe flight path, generally in view of a
landing on an airport, with the aircraft operating so close to
surrounding reliefs that execution of the standard vertical
recovery maneuver will not clear the terrain.
The procedure consists first in applying the standard vertical
recovery maneuver(as for previous case) and then applying an
additional lateral maneuver as judged necessary. Direction is
left at pilot appreciation.
The corresponding generated alert is the Avoid Terrain . The

aural warning is always preceded by Terrain Ahead Pull up or
Terrain Terrain Pull Up Pull Up (FAA audio option) heard at
least once. The area of concern is displayed in solid red-black
cross-hatched pattern on ND
the Avoid terrain alert is generated if:
- either the short-term sensor front-ahead extremity collides
with the terrain with a vertical margin less than MTCD or with
terrain. This occurs in the case of a very steep terrain
environment.
(Ref. Fig. 021)
NOTE : In this particular case, Terrain Ahead can be heard

____
despite a vertical maneuver is already not sufficient.
- or the warning sensor has penetrated too deeply inside terrain

plus MTCD (there are at least 10 points inside the profile
=1800m of sensor). This may occur in case of late crew reaction
to Pull-Up warning.
(Ref. Fig. 022)
This alert is reset when initiation condition no more exists,
with a 2-second confirmation.
(i) Nominal takeoff detection, runway convergence detection

The CPA alerts are inhibited when nominal takeoff conditions
are detected or when runway convergence is detected in approach
to avoid nuisance CPA alerts in phases of A/C operation close to
a runway.

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T2CAS-TAWS - Case of Very Steep Terrain Environment or Turn into High Terrain
Figure 021

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T2CAS-TAWS - Case of Late Crew Reaction to Terrain Ahead Pull Up
Figure 022

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Takeoff is considered nominalif the following conditions are
met:
- Aircraft is in takeoff phase
- AND airport data are available in the GCAM database
- AND TAWS V/S is not negative for more than 2 seconds
- AND Horizontal distance to the runway threshold is less than
1.9 NM
- AND A/C height relative to runway threshold is less than 400
ft.
When such conditions are met, CPA alerts are inhibited (note that
Modes 1 and 2 are also inhibited as CPA is operative).
Runway Convergence detection is such that, if the aircraft is

performing a premature descent or if the approach fligh path is
not safe, the CPA alerts are not inhibited and the crew is timely
alerted. Therefore this not only ensures TSO premature descent
alerting function but also provides a predictive mode protection
until the A/C is above and within 90 ft. of the destination
runway.
Runway convergence is detected while:

- Aircraft is in cruise/approach phase
- And airport data are available in GCAM database
- AND gears are down,
- AND horizontal distance to the runway threshold is less than
5000 m
- AND A/C horizontal position and altitude are within inhibition
area as shown in figures.
(Ref. Fig. 023, 024)
NOTE : Lateral position inhibition envelope accommodates to

____
circle-to-land procedures and overshoots in final.
NOTE : Altitude inhibition envelope accommodates to long flares

____
in final.
- AND A/C true track and TAWS Vertical Speed (VS) are in
inhibition envelopes as shown in figures
(Ref. Fig. 025, 026)
NOTE : TAWS VS envelope provides suitable protection in case of

____
excessive Vz in approach (in compliance with TSO c151b
requirements for FLTA). This enables to safely inhibit
Mode 1 while CPA is activated thus minimizing Mode 1
nuisance alert risk.
NOTE : Track envelope accommodates circle to land procedure.

____

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T2CAS-TAWS - Horizontal Inhibition Area
Figure 023

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T2CAS-TAWS - Altitude Inhibition Envelope
Figure 024

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T2CAS-TAWS - Vertical Speed Inhibition Envelope
Figure 025

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T2CAS-TAWS - Track Inhibition Envelope
Figure 026

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At the end of the approach if the runway convergence is detected,
the CPA alert remains inhibited while the A/C remains within 90
ft. runway elevation and above the runway,
NOTE : On the ground, no CPA alert can be generated.

____
(2) Computation of Terrain Hazard Display (THD)
(a) General
This operational function enhances situational awareness by
providing an image of terrain-related hazardous situations in
front of the aircraft on existing cockpit displays.
The generated image is composed of:
- a background display containing several slices of terrain
which represent relative altitudes between terrain elevations
and predicted aircraft altitudes (terrain hazard mode)
- a display of areas of terrain, when CPA alerts are generated,
that are in conflict with the aircraft predicted avoidance
maneuver.
The generated image is centered on the true display orientation.
The following parameters are used for this function (...):
(Input information from the acquisition function)
* True Track angle
* True Heading (display orientation)
* Flight Path Angle
* Latitude and longitude
* Navigation accuracy
* Range (FO / CPT)
* TAWS DB
* Various information as output from CPA
(b) Terrain background computation

The following figure shows display coloration NOT in alerting
condition. Alerting area computation is explained in next
section.
The terrain background coloration is computed by comparing
terrain elevation to a reference altitude.
The reference altitude is the current A/C altitude while in level
flight or during a climb.
In descent, in order to provide some anticipated situation
awareness, the reference altitude is projected 30-second long FPA
then extended horizontally as shown in figure.
(Ref. Fig. 027)
The coloration is consistent to first TAWS installation color

scheme.
- Terrain above reference altitude - MTCD : Red and yellow

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T2CAS-TAWS - Background Computation
Figure 027

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- Terrain below reference altitude - MTCD : Green
The terrain within 400 ft. of the nearest terrain is not shown
(at maximum distance of 15 NM from nearest runway).
(c) Alerting area computation

When threatening terrain is detected by the CPA function, a
corresponding area superimposed on terrain background is
displayed according to the following logic:
(Ref. Fig. 028)
An area conflicting with warning sensor is either flagged as
Pull Up area (solid red) or as an Avoid Terrain area
(red-black cross-hatched area).
When an alert is detected, the alerting area is computed and
displayed 90⁰ on each side of the track.
Refer to Para. G. for ND HMI.
(3) TAWS database

The TAWS database is composed of two parts:
(a) Worldwide coverage terrain database (WGS-84, Ref MSL)

The worldwide terrain elevation database has a resolution as
required by TSO C151b:
- 3 minutes in enroute area
3.0 NM resolution
- 30 seconds in terminal area
(Within 22 NM of airport)
0.5 NM resolution
- 15 seconds in final area for mountainous airport area
(Within 6 NM of airport, if elevation rise of 2000 ft. or more)
0.25 NM resolution
The local terrain processing extracts and formats local

topographic terrain data from the TAWS database to be used by the
terrain threat detection and display processing functions. This
terrain database divides the earth surface into grid sets
referenced horizontally on the geographic (latitude/longitude)
system of the WGS-84. Elements of the grid sets record the
highest terrain altitude (above MSL) in that element respective
area. Grid sets vary in resolution depending on geographic
location. Higher resolution grids are used around airports. Lower
resolution grids are used outside airport areas where aircraft
enroute altitude makes hazardous conditions unlikely and for
which detailed terrain features are not important to the flight
crew. Elements where terrain data are not available are marked as
invalid. These unknown data are displayed in magenta medium
density on the ND whatever the altitude.

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T2CAS-TAWS - Conflicting Area Computation
Figure 028

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(b) Airport database
The airport database include the following data:
- Airport runways longer than 3500 ft. worldwide
- Airport runways longer than 2000 ft. locally.
Data for the nearest runway are extracted and processed to be
used by the terrain threat detection and display processing
functions. Data are extracted from the same airport database used
by the terrain clearance floor functions. This database contains
data on all hard-surface runways with published coordinates. The
contents of the database are processed into nearest airport
reference point or/and RWY threshold position, and nearest runway
elevation for use by the TAWS. These data are updated when the
terrain threat detection and display processing functions are
performed.
The TAWS database has its own P/N and can be uploaded only
through application of a Vendor Service Bulletin. The database
P/N is visible in the GPWS LRU IDENT maintenance menu (Refer to
Para. BITE test).
NOTE : The T2CAS-TAWS OMS prompt remains named GPWC as no

____
modification has been introduced on the CMC.
The T2CAS has been designed to handle the potential for

corruption of the TAWS database file as an uploadable entity or
when already resident in the T2CAS computer. If a corrupt TAWS DB
is attempted to be uploaded, the upload will be rejected. If the
TAWS database becomes corrupted after its uploading, a power on
cycle will detect the memory region containing this CRC and cause
the computer to fail.
(4) Aircraft Performance Database (APD)

Performance tables provide conservative climb rates taking into
account the following parameters:
- Aircraft weight
- Altitude
- Static Air Temperature (SAT)
- Landing gear and slat flap configuration
- Engine out conditions.
The climb capability is computed permanently and uses CPA sensor
calculation, modelizing the profile of a potential escape maneuver.
Climb performance tables sources originate from approved data for

integration in the TAWS APD (the part of aircraft aggregate ASBD and
ACD database), process used is similar to the FMS performance
database generation process and is developed under DO200A level 2

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requirements. APD covers all certified Airbus aircraft (Refer to
Para. 2. H.).
The APD is linked to T2CAS-TAWS operational software and its version

is traced by means of LRU P/N. A performance database change leads to
a T2CAS P/N change.
The T2CAS has been designed to handle the potential for corruption of
the APD file as an uploadable entity or when already resident in the
T2CAS computer. If a corrupted APD is attempted to be uploaded, the
upload will be rejected. If the APD becomes corrupted after its
uploading, a power on cycle will detect the memory region containing
this CRC and cause the computer to fail.
The applicable configuration is activated via hardware pin

programming. The proper application of pin-programming is checked
thanks to parity calculation at each power up thus reducing the risk
of an improper performance model to be used.
The activated performance model can be checked on page 1 of CURRENT
STATUS in GPWS maintenance menu (Refer to Para. BITE test).
E. Reactive modes
(1) Mode 1: Excessive rate of descent with respect to terrain.

This mode, derived from DO-161A, provides a reactive short-term
warning and additionally a reactive medium-term caution when the
current flight path is detected with an excessive rate of descent
with respect to terrain and provided that the CPA function is not
activated, the following parameters are used for this mode:
- Radio altitude (filtered)
- TAWS vertical speed
- GPWS inhibit.
Mode 1 is active if CPA is inactive and the phase of flight is
takeoff or cruise approach.
As soon as one parameter used by Mode 1 is invalid, then the mode is

deactivated.
When all input parameters used by Mode 1 become valid again, the Mode
1 is re-activated immediately.
A Sink Rate (Mode 1) caution is generated when the point defined by
the radio altitude and the TAWS vertical speed is within the envelop
C1, as described in following figures, for at least 1 second.
This alert is reset as soon as the point is detected outside envelope
C1.
A Pull up (Mode 1) warning is generated when the point defined by
the radio altitude and the TAWS vertical speed is within the envelop
W1, as described in following figures, for at least 0.5 second.

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W1.
NOTE : The steep approach feature is not used.

____
(Ref. Fig. 029)
(2) Mode 2: Excessive closure rate to terrain

Mode 2 is provided to warn the crew of excessive closure rate with
the terrain. This mode is derived from DO-161A specifications for
Mode 2. The following parameters are used for this mode :
- Computed airspeed
- Landing flaps discrete
- Landing gears discrete
- GPWS inhibit.
Mode 2 is active if CPA is inactive and the phase of flight is
takeoff or cruise approach.

de-activated. When all input parameters used by Mode 2 become valid
again, Mode 2 is re-activated immediately.
A Terrain Terrain (Mode 2) caution is generated,
when the point defined by the radio altitude and the terrain closure
rate remains at least 1 second :
- Within the envelope 2A if flaps are not in landing configuration
- Within the envelope 2B in all other cases.
The Terrain Terrain (Mode 2) caution alert is reset as soon as

the point is detected outside envelope 2A or 2B.
A transition from Terrain Terrain (Mode 2) caution towards Pull

up (Mode 2) warning is engaged if both following conditions are
met:
- the Terrain Terrain (Mode 2) caution alert has already been
generated for 2 seconds
- the landing gears are not in landing configuration.

2A or 2B.
The Mode 2 envelopes are described in the figure.

(Ref. Fig. 030)
For a terrain closure rate greater than 6000 ft/min, the max value
for radio altitude upper limit is computed according to the computed
airspeed value, thus providing additional alerting envelope (high
speed extension for Mode 2A, hatched area on the figure above).

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T2CAS-TAWS - Mode 1 Basic Envelopes
Figure 029

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T2CAS-TAWS - Mode 2 Basic Envelopes
Figure 030

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(3) Mode 3 : Excessive altitude loss after takeoff
Mode 3 is provided to warn the crew of potential hazardous loss of
height after takeoff. This alert is derived from DO-161A
specifications for Mode 3.
- Altitude
- TAWS vertical speed
- GPWS inhibit.
Mode 3 is active in takeoff phase of flight.

de-activated.
When all input parameters used by Mode 3 become valid again, Mode 3
is re-activated immediately.
A Dont Sink (Mode 3) caution is generated when the point defined
by the radio altitude and altitude loss is within the Mode 3 envelope
for at least 1 second as described in the figure.
(Ref. Fig. 031)
This alert is reset:
- either if the point is detected outside Mode 3 envelope,
- or if the TAWS vertical speed is positive for more than 1 second
while the point is still within the envelope.
After being reset while the point is still within the envelope, the
Dont Sink (Mode 3) caution is generated if the TAWS vertical speed
becomes negative for more than 1 second.
The altitude loss is defined as the difference between the maximum

TAWS altitude reached during the takeoff and the current altitude.
The current altitude is given by the TAWS altitude when valid.
(4) Mode 4: Incorrect aircraft configuration with regard to terrain

Mode 4 is provided to warn the crew of potential hazardous aircraft
height when not in a correct landing configuration.
This mode is subdivided in two submodes:
- Mode 4A: Abnormal landing gear configuration, active as long as
landing gear is up.
- Mode 4B: Abnormal landing flaps configuration, active only if the
landing gear is down.
- Computed airspeed
- Landing flaps discrete (FLP MODE inhibit PB, Flap full and Landing
configuration Full selected or Flap position 3 and Landing
configuration 3 selected)

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T2CAS-TAWS - Mode 3 Excessive Altitude Loss after Takeoff
Figure 031

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- GPWS inhibit.
Mode 4 is active in approach phase of flight.

de-activated.
When all input parameters used by Mode 4 becomes valid again, the
Mode 4 is re-activated immediately.
(a) Abnormal landing gear configuration (Mode 4A)

This alert is generated when the gears are not in landing
configuration and when the point defined by the radio altitude
and computed airspeed is within the Mode 4A envelope as shown in
the figure.
(Ref. Fig. 032)
The corresponding generated alert is the Too Low Gear (mode
4) or a Too Low Terrain (Mode 4) caution. This alert is
generated as long as the initiation condition exists.
(b) Abnormal landing flaps configuration (Mode 4B)

This alert is generated when the gears are in landing
configuration and flaps not in landing configuration, and when
the point defined by the radio altitude and computed airspeed is
within the Mode 4B envelope as shown in the figure.
(Ref. Fig. 032)
The corresponding generated alerts are Too Low Flaps (Mode 4)
or Too Low Terrain (Mode 4) cautions. These alerts are
generated as long as the initiation condition exists.
Mode 4 (4A and 4B) is inhibited in approach phase if both flaps
and gear are in landing configuration.
Once inhibited in approach phase below 245 ft., Mode 4 (4A and
4B) stops being inhibited if the Radio altitude is greater than
245 ft.
(5) Mode 5 Excessive glide path deviation

Mode 5 is provided to warn the crew that the aircraft is dangerously
below the glide path during a precision approach (ILS or ILS-like
approach). This alert is derived from DO-161A specifications for Mode
5. The following parameters are used for this mode:
- Glideslope deviation
- Selected runway heading
- Track angle
- Localizer deviation
- ILS back course
- GPWS inhibit

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T2CAS-TAWS - Mode 4 Incorrect Aircraft Configuration with Regard to Terrain
Figure 032

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- Glideslope cancel discrete for temporary inhibition (PULL UP/GPWS
PB)
- Glideslope inhibit (G/S mode inhibit Pushbutton Switch (PB).
Mode 5 is active in the approach phase of flight.
As soon as one parameter used by Mode 5, except for the selected

runway heading and the ILS back course, is invalid, then the Mode 5
is de-activated.
When all input parameters used by Mode 5, except for the selected
runway heading and the ILS back course, become valid again, the mode
5 is re-activated immediately.
A Glideslope (Mode 5) caution is generated when:

- Glideslope deviation < 0
- the point defined by the radio altitude and the absolute value of
the glideslope (G/S) deviation is within Mode 5A or 5B envelopes as
described in figure.
(Ref. Fig. 033)
This alert is generated as long as the initiation condition exists.
A nominal volume level of the aural message is provided within

envelope 5B and a 6 dB reduced one within envelope 5A.
This alert is inhibited if one of the following conditions is met:

- the angle between the selected runway heading (if valid) and the
Track Angle is greater than 90 deg.
- the gear is up
- the localizer deviation is outside +/-3 dots
- the ILS back-course is valid and set.
An alert is cancelled by the G/S Cancel input. G/S Cancel

indicator indicates that an alert cancellation has been requested and
remains active as long as the radio altitude height is between 30 and
1000 ft.
This function is de-activated on crew request, by the G/S Inhibit

input.
This function remains de-activated as long as the G/S Inhibit input
is set.
The pause between two Glide Slope messages depends on the radio
altitude and the glide deviation.

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T2CAS-TAWS - Mode 5 Excessive Glide Path Deviation
Figure 033

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F. Pushbutton Switches, GPWS Control Panel and ECAM Messages
(Ref. Fig. 034)
(1) GPWS/FLAP MODE pushbutton switch (7WZ)

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 Engine/Warning
Display (EWD).
(2) GPWS/G/S MODE pushbutton switch (11WZ)

This pushbutton switch, when pressed (in) (white OFF legend on),
inhibits the glide slope mode.
(3) GPWS/SYS pushbutton switch (9WZ)
(a) When the SYS pushbutton switch is pressed (OFF legend on), all
visual and audio ground proximity alerts (Modes 1 to 5) are
inhibited and no T2CAS-TAWS self-test is possible (1).
(b) The SYS pushbutton switch provides a FAULT warning indicating

that a failure in Modes 1 to 5 has been detected by the Enhanced
GPWC. When the FAULT legend comes on, the following messages are
displayed:
1
_ on the EWD, if they are not inhibited by the Flight Warning
Computer (FWC):
NAV - GPWS FAULT (amber)
-GPWS ........OFF (cyan)
2
_ in the INOP SYS item, on the STATUS page of the SD:
GPWS (amber).
A fault message is sent to the Central Maintenance Computar
(CMC).
NOTE : (1)
____
In this situation, above ECAM messages are also
displayed in order to warn for a potential pushbutton
fault.
(4) GPWS/TERR pushbutton switch (31WZ)
(a) When the TERR pushbutton switch is pressed (OFF legend on), the
CPA and THD (predictive) functions are inhibited (visual display
and audio inhibition).
It generates the TERR OFF message (green in cruise or amber
otherwise) in the memo area of the EWD (2).

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T2CAS-TAWS - Controls
Figure 034

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(b) The TERR pushbutton switch provides a FAULT warning indicating
that a failure of TAD and/or TCF functions has been detected by
the Enhanced GPWC. When the FAULT legend comes on, the following
messages are displayed:
1
_ on the EWD, if they are not inhibited by the FWC:
NAV - GPWS TERR DET FAULT (amber),
-GPWS TERR ............OFF (cyan).
2
_ in the INOP SYS item, on the STATUS page of the SD:
GPWS TERR (amber).
A fault message is sent to the CMC.
In such a case Modes 1 and 2 are reactivated.
NOTE : (2)
____
In this situation on older FWC standards, the TERR OFF
memo is not present and the above ECAM messages are
displayed in order to warn the crew for potential
pushbutton fault.
(5) GPWS/LDG FLP 3 pushbutton switch (13WZ)

This pushbutton switch is pressed (white ON legend on) when a landing
in flap configuration 3 is intended.
(6) PULL UP/GPWS (CAPT and F/O) pushbutton switches (4WZ1) and (4WZ2)
These pushbutton switches have two functions when pressed (in):
- they cancel the glide slope alert, or
- they initiate the self-test sequence if the aircraft is on ground.
(7) TERR ON ND (CAPT and F/O) pushbutton switches (30WZ1) and (30WZ2)
These pushbutton switches allow the crew to select or deselect
terrain display on ND.
The ON legends indicate that terrain data is displayed on ND
(following manual or automatic pop-up selection).
The following diagram provides the selection logic associated with
these TERR ON ND pushbutton switches.
(Ref. Fig. 035)
(8) Other indication (ECAM only)

When an inputs required for CPA/THD operation is considered invalid
or unavailable (not a fault), the following memo is displayed on
ECAM:
TERR STBY (green)
(Ref. Fig. 036)

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T2CAS-TAWS - WXR/TAWS Display Switching
Figure 035

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T2CAS-TAWS - Messages Displayed on Upper and Lower ECAM DU
Figure 036

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R **ON A/C 901-901,
R Post SB 31-1300 For A/C 901-901,
R (Ref. Fig. 036A)
R **ON A/C 901-901,
In such a case, Modes 1 and 2 are re-activated.
G. EFIS (DMC/ND) Indications

The terrain display on NDs, is displayed when the TERR on ND pusbutton
switches are pressed and is depicted as variable density dot patterns in
green, yellow or red. The density and color change according to how close
the terrain is relative to aircraft altitude. Alert area are depicted in
solid yellow, red or red-black crosshatched area on the ND.
Refer to Para. 4. D.(2) (THD) for coloration computation.
The following subsection shows EIS2 display cases as an example. The EIS1
display case is equivalent (only the display mask is changes).
(1) Background terrain display on NDs

In such a case, the TERR cyan indication is displayed in the bottom
right corner in lieu of the Tilt indication.
(Ref. Fig. 037)
(2) Terrain alerts

When a predictive mode (CPA) alert is triggered:
- An image of the terrain is automatically displayed on both NDs
(Pop-Up activation), with threatening terrain appropriately
depicted. This automatic activation is managed by the T2CAS-TAWS
through switching relays via the TAWS pop-up output discretes
(Refer to Para. 2. C.).
When a predictive caution alert is heard, the TERR AHEAD or TERRAIN
(FAA audio selected) amber indication is displayed in the bottom
right corner in lieu of Tilt indication. Terrain cells of concern
displayed in solid yellow area on terrain display.
(Ref. Fig. 038)
When a Pull Up predictive warning alert is heard, the TERR AHEAD or
TERRAIN (FAA audio selected) red indication is displayed in the
bottom right corner in lieu of Tilt indication.
The terrain cells of concern are displayed in solid red area on the
terrain display
(Ref. Fig. 039)

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R T2CAS-TAWS - Messages Displayed on Upper and Lower ECAM DU
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T2CAS-TAWS - Terrain Background Display
Figure 037

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T2CAS-TAWS - Caution Indications
Figure 038

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T2CAS-TAWS - Terrain Ahead Pull Up Indications
Figure 039

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When an Avoid Terrain predictive warning alert is heard, the TERR
AHEAD or TERRAIN (FAA audio selected) red indication is displayed
in the bottom right corner in lieu of Tilt indication.
An Avoid Terrain aural warning is always preceded at least once
by Terrain Ahead Pull Up or Terrain Terrain Pull Up Pull Up
(FAA audio selected).
The terrain cells of concern are displayed in red/black
crosshatched area on the terrain display.
(Ref. Fig. 040)
(3) Other ND Messages

If an alert is on-going:
- TERR : REDUCE RANGE (red) message is displayed on the center part
of the NDs if the selected range is 160 NM or 320 NM.
- TERR : CHANGE MODE (red) message is displayed on the center part of
the NDs if the selected mode is PLAN or ENG (the terrain image can
only be displayed with ROSE-NAV, ROSE-ILS, ROSE-VOR or ARC mode
selected).
The range used by the Enhanced GPWS to compute the terrain image is
compared in the Display Management Computer (DMC) to the range
selected by the CAPT and the F/O, selected from their EFIS control
panel (10, 20, 40, 80, 160, 320 NM selector switch). In case of range
discrepancy, the Terrain image is removed and the following message
is displayed : ND: TERR RNG (red) located in the right lower corner
of the ND.
H. FWS/PWS/T2CAS-TAWS Installation - Priority Management

The same philosophy as for other TAWS installation is used. Various
alerts can be generated to warn the crew about external threat (such as
windshear phenomenon) or threats relative to the aircraft condition (such
as low energy warning). These alerts consist of aural messages broadcast
through the loudspeakers associated - when applicable - with visual
information displayed on the NDs and/or the PFDs. An alert priority
management is performed:
- by the DMCs for alert display on NDs and/or PFDs
- by specific discrete wiring which links inhibition outputs to
inhibition inputs (FWC, WXR, GPWC and TCAS computers) for audio
prioritization
- by TAWS through dedicated discrete for WXR and terrain display priority
management.
The alert priority levels, which have been defined in compliance with FAA
Exemption 5256 (PWS), JAA CRI S29 (PWS) and AC-20 131A (TCAS), are, from
the highest to the lowest one:
- STALL
- RWS
- PWS

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T2CAS-TAWS - Avoid Terrain Indications
Figure 040

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- GPWS (TAWS)
- TCAS/low energy warning (same level)
- Auto callout.
Internally, the T2CAS-TAWS implements the following TAWS alert

prioritization (compliant with TSO C151B):
- Mode 1 warning (Pull Up)
- Mode 2 warning (Pull Up)
- CPA warning (Terrain Ahead Pull Up or Terrain Terrain Pull Up Pull
Up (FAA audio) or Avoid Terrain)
- Mode 2 caution (Terrain Terrain)
- CPA caution (Terrain Ahead or Caution Terrain (FAA audio))
- Mode 4 high speed caution (Too Low Terrain)
- Mode 4 gear configuration caution (Too low Gear)
- Mode 4 flap configuration caution (Too Low Flap)
- Mode 1 caution (Sinkrate)
- Mode 3 caution (Dont Sink)
- Mode 5 caution (Glide/slope)
5. _________
BITE Test
A. Self-Test
On the ground only, the T2CAS-TAWS provides self-test capability,
providing an indication of the ability of the system to perform its
intended functions.
The T2CAS-TAWS self-test can be initiated via the MCDU on the ground
(recommended procedure) or by means of the PULL UP/GPWS pushbutton
switches. When momentarily pressing the PULL UP/GPWS pushbutton switches,
the self-test is annunciated, via the same audio system as the TAWS
alerts.
Pre-requisites:
- Close circuit breakers: 104SG, 2WZ, and all circuit breakers related to
circuits CA, CV, CW, FP, GA, HQ, LP, RT, SA, SQ, WT, WV and WW
- Select Arc mode on sides 1 and 2 for display
- Set FMS1 in Navigation high accuracy.
When the self-test starts, the system provides the following aural
message through the loudspeaker:
TERRAIN AWARENESS TEST START
The TAWS test pattern is displayed on both NDs

(Ref. Fig. 041)
with ON legend of TERR on ND pushbutton switches on. The following
legends come on for 1.5 seconds, go off for 1.5 seconds, come on again
for approximately 1.0 second and then go off:

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T2CAS-TAWS - Self-Test Pattern
Figure 041

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FAULT legend of GPWS/TERR pusbutton switch
FAULT legend of GPWS/SYS pusbutton switch
GPWS legend (caution) of PULL UP/GPWS pushbutton switch
PULL UP legend (warning) of PULL UP/GPWS pusbutton switch.
If the self-test passes, the system provides the following aural message
through the loudspeakers:
TERRAIN AWARENESS SYSTEM PASS
TERRAIN AWERENESS TEST COMPLETE
NOTE : If an input from an external LRU is invalid or a pin programming

____
error is detected, the system provides the following aural message
through loudspeakers:
TERRAIN AWARENESS LRU PASS
REQUIRED EXTERNAL INPUT FAIL
TERRAIN AWARENESS SYSTEM FAIL
If the SSM from an input from an external LRU is NCD or functional test,
the system provides the following aural message through loudspeakers:
TERRAIN AWARENESS LRU PASS
REQUIRED EXTERNAL INPUT UNAVAILABLE
TERRAIN AWARENESS SYSTEM UNAVAILABLE
If the test is performed through the MCDU, self-test validation pages are
displayed (refer to Para. 5. B. (5))
When the self-test is finished, the ON ND legend remains on with cyan
TERR indication on bottom right corner of the ND (either terrain
background is displayed, or the display is blank depending on the A/C
location). Press on both ON ND pushbutton switches and check that the ON
ND lamp is switched off and that the TERR indication disappears on both
NDs (terrain background no more displayed).
B. CFDS
(1) Introduction
and identifies the faults related to the T2CAS TAWS (namely GPWC in
maintenance menus, ref. note). The BITE of the T2CAS-TAWS is
The BITE:
- continuously transmits the T2CAS-TAWS status and its identification
message to the CFDIU
- memorizes the faults which have occurred during the last 63 flight
segments
- monitors data inputs from the various peripherals (FMGC1, RA1
transceiver, ILS1 receiver, ADIRU1, SFCC1, LGCIU1, ECAM control
panel, WXR1/2 and CFDIU
- transmits to the CFDIU the result of the tests performed

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- can communicate with the CFDIU through the interactive menu.
As for the T2CAS-TCAS part, the BITE can operate in two modes:
- normal mode (faults detected by the TAWS are sent to the CFDIU)
- interactive mode (on ground, to get access to TAWS internal fault
logs and unit status information).
NOTE : No modification has been introduced on the CFDS, therefore the

____
T2CAS-TAWS OMS interface can be accessed through the GPWC
prompt.

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(2) Fault listing
The system is able to detect the following internal and external
faults:
(a) Internal faults summary
-------------------------------------------------------------------------------
| Reported Internal Faults |
|-----------------------------------------------------------------------------|
| MESSAGE | CLASS | ATA |
|-----------------------------------------------------------------------------|
| GPWC(100SG) | 1 | 34-43-34 |
| GPWC(100SG) | 3 | 34-43-34 |
| POWER SUPPLY INTERRUPT | 1 | 24-00-00 |
| CAPT/FO GPWS GS PB SW(4WZ1/2)/GPWC(100SG) | 1 | 34-48-08 |
| WRG:PIN PROG/GPWC(100SG) | 1 | 34-48-34 |
| ECP (2WN)/GPWC(100SG) | 1 | 31-56-12 |
| GPWS SYS PB SW(9WZ)/GPWC(100SG) | 1 | 34-48-08 |
| GPWS TERR PB SW(31WZ)/GPWC(100SG) | 1 | 34-48-08 |
| GPWC (1WZ)/FWC1/2(1WW1/2)/WXR1/2(1SQ1/2) | 1 | 34-43-34 |
| CAPT TERR ON ND PB SW(30WZ1)/GPWC(100SG) | 1 | 34-48-08 |
| FO TERR ON ND PB SW(30WZ2)/GPWC(100SG) | 1 | 34-48-08 |
| WRG: AUDIO/GPWC(100SG) | 3 | 34-43-34 (1) |
| DMC1/2/3(1WT1/2/3)/GPWC(100SG) | 3 | 31-63-34 (1) |
| GPWS SYS PB SW LAMP(9WZ)/GPWC(100SG) | 3 | 34-48-08 (1) |
| GPWS TERR PB SW LAMP(31WZ)/GPWC(100SG) | 3 | 34-48-08 (1) |
| GPWS PULL UP GPWS PB SW LAMP(4WZ1/2)/GPWC(100SG) | 3 | 34-48-08 (1) |
-------------------------------------------------------------------------------
NOTE : (1)
____
Only occurs if NO is answered on self-test validation
pages, remain logged until YES is answered on self test
validation pages.

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(b) External faults summary
-------------------------------------------------------------------------------
| Reported External Faults |
|-----------------------------------------------------------------------------|
|-----------------------------------------------------------------------------|
R | SFCC1(21CV)/GPWS FLP MODE SW(7WZ)/GPWC(100SG) | 1 | 21-51-34 |
| LGCIU1(5GA1)/GPWC(100SG) | 1 | 32-31-71 |
| LGCUI1(5GA1)/CFDIU(1TW)/GPWC(100SG) | 3 | 32-31-71 |
| SFCC1 (21CV)/GPWC(100SG) | 1 | 21-51-34 |
| CFDIU(1TM)/GPWC(100SG) | 3 | 45-13-34 |
| RA1(1SA1)/GPWC(100SG) | 1 | 34-42-33 |
| ADIRU1(1FP1)/GPWC(100SG) | 1 | 34-12-34 |
| ADIRU1(1FP1)/GPWC(100SG) | 3 | 34-12-34 |
| ILS1(40RT1)/GPWC(100SG) | 1 | 34-36-31 |
| ILS1(40RT1)/GPWC(100SG) | 3 | 34-36-31 |
| FMGEC1(1CA1)/GPWC(100SG) | 1 | 22-83-34 |
| FMGEC1(1CA1)/GPWC(100SG) | 3 | 22-83-34 |
| FCU(3CA) BUS CP-L/GPWC(100SG) | 1 | 22-81-12 |
| FCU(3CA) BUS CP-R/GPWC(100SG) | 1 | 22-81-12 |
| WXR1(1SQ1) BUS HAZARD/GPWC(100SG) | 1 | 34-41-33 (1) |
| WXR1(1SQ1) RANGE /GPWC(100SG) | 1 | 34-41-33 (1) |
| WXR2(1SQ2) BUS HAZARD/GPWC(100SG) | 1 | 34-41-33 (1) |
| WXR2(1SQ2) RANGE /GPWC(100SG) | 1 | 34-41-33 (1) |
| WXR CONTROL PANEL(3SQ)/GPWC(100SG) | 1 1 34-41-12 (1) |
------------------------------------------------------------------------------
NOTE : (1)
____
Only if PWS is configured
(3) Normal mode

During normal mode, the BITE cyclically monitors the status of the
T2CAS-TAWS.
In case of fault detection:
- It transmits its information to the CFDIU during the given flight.
The BITE stores the information in the internal fault memories to
accessed in menu mode. (Refer to previous section for fault that can
be transmitted).

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(4) Interactive mode
(Ref. Fig. 042)
To gain access to the BITE, it is necessary to use one MCDU (Ref. ATA
22-82-00).
configuration can be printed on the printer (Ref. ATA 31-35-00).
NOTE : No modification has been introduced on the CMS, therefore the

____
T2CAS-TCAS OMS interface can be accessed through the TCAS
prompt and T2CAS-TAWS through the GPWC prompt.
(a) System reports and test function

This mode enables communication between the CFDIU, the MCDU and
the T2CAS-TAWS BITE.
The GPWC interactive mode is composed of:

LAST LEG REPORT
PREVIOUS LEGS REPORT
LRU IDENTIFICATION
GROUND SCANNING
TROUBLE SHOOTING DATA
CLASS 3 FAULTS
GROUND REPORT
CURRENT STATUS
TEST
(b) LAST LEG REPORT

This report contains the computer internal and external Class 1
failures recorded during the last flight. The following figure
shows the sequence of menus to display these messages.
(Ref. Fig. 043)
(c) CLASS 3 FAULT

This report contains the last leg external Class 3 failures
recorded during the last flight. The following figure shows the
sequence of menus to display these messages.
(Ref. Fig. 043)
(d) PREVIOUS LEGS REPORT

The messages are identical to those shown in the paragraph (b)
but concern the last 63 last flights if failures have occurred
during these flights.
(Ref. Fig. 043)

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T2CAS-TAWS - Maintenance Test Procedure
Figure 042

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T2CAS-TAWS - Maintenance Test Procedure - Sub-Menu Function 1/3
Figure 043

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(e) LRU IDENTIFICATION
This menu displays the LRU P/N and the TAWS DB P/N. Aggregate
ASDB and ACD P/N as well as LRU S/N are provided for information
(T2CAS-TAWS software configuration file)
(Ref. Fig. 043)
(f) GROUND SCANNING

This function enables consultation of the T2CAS-TAWS failure
records as defined by the component manufacturer. The T2CAS
peripheral monitoring and internal cyclic tests are used in order
to detect transient failures.
(Ref. Fig. 044)
(g) GROUND REPORT

This function is used to present Class 1, 2 or 3 internal
failures when they are detected on ground. These failures differ
from those displayed on the LAST LEG REPORT page. The figure
shows examples of internal failures recorded on ground by the
T2CAS-TAWS system.
(Ref. Fig. 044)
(h) TROUBLE SHOOTING DATA

This function allows to analyse the snapshot of the recorded
fault to detect any software bug. Two types of data are
displayed:
- correlation parameters which are the date and UTC hour
displayed in clear English
- snapshot data delivered in hexadecimal code or in clear
messages.
(Ref. Fig. 045)
(i) CURRENT STATUS

This function is used to present the value or the status of the
hardware pin-programming and several discretes. Activated options
are reported explicitly from pages 1 to 6 whereas pin connections
are reporting from pages 7 to 9.
(Ref. Fig. 045)
(5) T2CAS-TAWS functional test

(Ref. Fig. 046, 047)
A T2CAS-TAWS built-in functional test can be initiated by pressing
the line key adjacent to the TEST indication on the GPWS maintenance
sub-menu. Detailed sequence is provided in Para. 6. A.
The test ends with the display of the following message on the MCDU:
Then test validation pages are displayed.

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Figure 044

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Figure 045

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T2CAS-TAWS - Functionnal Test 1/2
Figure 046

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T2CAS-TAWS - Functionnal Test 2/2
Figure 047

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Remarks:
This short test permits to check rapidly, on ground, the
functionality of the T2CAS-TAWS and particularly the proper
functioning of the ND via the DMC.
In addition it enables to check correct operation of the synthesized
voice message system.
C. Software configuration follow-up

The entire software of the T2CAS-TAWS can be loaded from the Compact
Flash interface located on the front side of the LRU (refer ATA
34-43-00/01)
The LRU IDENTIFICATION menu displays the downloaded software version
reference.
CRC checks are performed for each downloaded part of the code preventing
corrupted software to be used by the T2CAS-TAWS.
Also, TAWS database should be regularly upgraded. This can also be done
through the Compact Flash interface here above mentioned. The LRU
IDENTIFICATON menu displays the TAWS Database P/N. The same CRCs are
applied to the downloaded database.

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COMPUTER - T2CAS (100SG) - REMOVAL/INSTALLATION
_______________________________________________
TASK 34-43-34-000-004
Removal of the T2CAS Computer (100SG)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-43-34-991-003 Fig. 401
3. __________
Job Set-up
Subtask 34-43-34-865-059
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

R

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Subtask 34-43-34-010-053
B. Get Access
(1) Put the ACCESS PLATFORM 2M (6 FT) in position at the access door 824
in zone 128
4. Procedure
_________
(Ref. Fig. 401/TASK 34-43-34-991-003)
Subtask 34-43-34-020-053
A. Removal of the T2CAS Computer
(3) Pull the T2CAS computer (1) on its rack (3) to disconnect the
(4) Remove the T2CAS computer (1) from its rack (3).
(5) Put CAP - BLANKING on the disconnected electrical connectors (2).

R

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T2CAS Computer
Figure 401/TASK 34-43-34-991-003

R

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TASK 34-43-34-400-004
Installation of the T2CAS Computer (100SG)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

Page
34-43-00-610-004 Uploading of the TAWS Database
34-43-34-991-003 Fig. 401
3. __________
Job Set-up
Subtask 34-43-34-860-054
(1) Make sure that the ACCESS PLATFORM 2M (6 FT) is in position at the
access door 824 in zone 128.

R

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Subtask 34-43-34-865-060
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
(Ref. Fig. 401/TASK 34-43-34-991-003)
Subtask 34-43-34-420-053
A. Installation of the TCAS Computer
condition.
(5) Install the T2CAS computer (1) on its rack (3) to connect the
Subtask 34-43-34-865-061
breaker(s):
104SG
Subtask 34-43-34-740-052
C. Do the Test
NOTE : We recommend you to make sure that the version-of-terrain database

____
loaded in the T2CAS is the latest one available.
You can do a check of the TAWS database Part Number on the MCDU,
on the LRU IDENTIFICATION page (access from the SYSTEM REPORT/TEST
NAV: RADIO NAV page 3/3 (Ref. TASK 31-32-00-860-010)).

R

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(1) If this database is not the last one updated then do the Uploading of
the TAWS Database (Ref. TASK 34-43-00-610-004).
(2) Do the BITE test of the T2CAS (Ref. TASK 34-43-00-740-004).
5. Close-up
________
Subtask 34-43-34-860-055
items.
Subtask 34-43-34-410-052
B. Close Access

R

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COMPUTER - TCAS (1SG) - REMOVAL/INSTALLATION
____________________________________________
TASK 34-43-34-000-001
Removal of the TCAS Computer (1SG)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-43-34-991-001 Fig. 401
3. __________
Job Set-up
Subtask 34-43-34-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

R

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Subtask 34-43-34-010-050
B. Get Access
128
4. Procedure
_________
Subtask 34-43-34-020-050
A. Removal of the TCAS Computer

(Ref. Fig. 401/TASK 34-43-34-991-001)
(3) Pull the TCAS computer (1) on its rack (3) to disconnect the
(4) Remove the TCAS computer (1) from its rack (3).

R

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TCAS Computer
Figure 401/TASK 34-43-34-991-001

R

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TASK 34-43-34-400-001
Installation of the TCAS Computer (1SG)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

34-43-34-991-001 Fig. 401
3. __________
Job Set-up
Subtask 34-43-34-860-050
824 in zone 128.

R

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Subtask 34-43-34-865-051
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 34-43-34-420-050

(Ref. Fig. 401/TASK 34-43-34-991-001)
condition.
(5) Install the TCAS computer (1) on its rack (3) to connect the
Subtask 34-43-34-865-052
breaker(s):
4SG
Subtask 34-43-34-740-050
C. Do the BITE test of the TCAS (Ref. TASK 34-43-00-740-001).

R

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5. Close-up
________
Subtask 34-43-34-860-051
items.
Subtask 34-43-34-410-050
B. Close Access

R

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**ON A/C 901-901,
Post SB 34-1389 For A/C 901-901,
COMPUTER - TCAS (1SG) - REMOVAL/INSTALLATION

____________________________________________
TASK 34-43-34-000-005
Removal of the TCAS Computer (1SG)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-43-34-991-004 Fig. 401
3. __________
Job Set-up
Subtask 34-43-34-865-065
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
C/B NOT APPLICABLE

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Subtask 34-43-34-010-054
B. Get Access
in zone 128
4. Procedure
_________
Subtask 34-43-34-020-054
A. Removal of the TCAS Computer

(Ref. Fig. 401/TASK 34-43-34-991-004)
(3) Pull the TCAS computer (1) on its rack (3) to disconnect the
(4) Remove the TCAS computer (1) from its rack (3).

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TCAS Computer
Figure 401/TASK 34-43-34-991-004

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TASK 34-43-34-400-005
Installation of the TCAS Computer (1SG)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

34-43-34-991-004 Fig. 401
3. __________
Job Set-up
Subtask 34-43-34-860-056

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Subtask 34-43-34-865-066
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
C/B NOT APPLICABLE
4. Procedure
_________
Subtask 34-43-34-420-054

(Ref. Fig. 401/TASK 34-43-34-991-004)
condition.
(5) Install the TCAS computer (1) on its rack (3) to connect the
Subtask 34-43-34-865-067
breaker(s):
C/B NOT APPLICABLE
Subtask 34-43-34-740-053
C. Do the BITE test of the TCAS (Ref. TASK 34-43-00-740-006).

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5. Close-up
________
Subtask 34-43-34-860-057
items.
Subtask 34-43-34-410-053
B. Close Access

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GROUND PROXIMITY WARNING SYSTEM (GPWS) - DESCRIPTION AND OPERATION
__________________________________________________________________
1. _______
General
(Ref. Fig. 001)
The Ground Proximity Warning System (GPWS) generates aural and visual
warnings if the aircraft adopts a potentially hazardous condition with
respect to:
Mode 1 - Excessive rate of descent
Mode 2 - Excessive closure rate with terrain
Mode 3 - Descent after takeoff and minimum terrain clearance
Mode 4 - Unsafe terrain clearance
Mode 5 - Descent below glide slope.
The system is operative between 30 ft. and 2450 ft. radio altitude.
Four pushbutton switches on the overhead panel enable the flight crew to
inhibit an abnormal flap condition signal, all GPWS warning signals and a
glide slope warning signal.
A GPWS/G/S pushbutton switch located on the main instrument panel (Captain
and F/O) is also used to initiate the GPWC self-test when the aircraft is
above 1000 ft. or below 30 ft. radio altitude.
The Ground Proximity Warning Computer (GPWC) is installed in the avionics
compartment.
Aural warnings are broadcast from the cockpit loud speakers.
The FAULT legend of the SYS pushbutton switch, located on the overhead panel
21VU, comes on to indicate system fault.
(Ref. Fig. 001)
2. Component
__________________
Location
(Ref. Fig. 001)
R -------------------------------------------------------------------------------
R FIN | FUNCTIONAL DESIGNATION | PANEL|ZONE|ACCESS | ATA
R | | | | DOOR | REF.
R -------------------------------------------------------------------------------
R 1WZ GPWC 88VU 128 824 34-48-34
R 4WZ P/BSW-GPWS/G/S 500VU 212 34-48-00
R 5WZ P/BSW-GPWS/G/S 301VU 211 34-48-00
R 7WZ P/BSW-GPWS/FLAP MODE 21VU 211 34-48-00
R 9WZ P/BSW-GPWS/SYS 21VU 211 34-48-00
R 11WZ P/BSW-GPWS/G/S MODE 21VU 211 34-48-00
R 13WZ P/BSW-GPWS/LDG FLAP 3 21VU 211 34-48-00
3. __________________
System Description
A. General
The GPWS monitors data inputs from the navigation sensors. This
information is used to provide suitable aural warnings to alert the crew
of insufficient terrain clearance or excessive descent rate.

R

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R GPWS - Component Location
Figure 001

R

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B. Warnings
Warnings are generated by the Ground Proximity Warning Computer (GPWC)
which is installed on the shelf 88VU, in the aft electronics rack 80VU.
C. Digital Data Inputs
**ON A/C 001-012, 014-019,
(Ref. Fig. 002)
R **ON A/C 001-012, 014-099,
Post SB 34-1026 For A/C 001-012,014-019,

Post SB 34-1042 For A/C 001-012,014-019,
(Ref. Fig. 002A)
R **ON A/C 001-012, 014-099,
The GPWC receives serial digital data inputs from the following:
- radio altimeter transceiver 1 (radio altitude)
- Air Data/Inertial Reference Unit 1 (ADIRU)
- ADR portion (barometric altitude, barometric altitude rate, computed
airspeed)
- IR portion (latitude, longitude, magnetic heading)
- ILS receiver 1 (glide slope deviation, localizer deviation, selected
runway heading)
- Flight Management and Guidance Computer (FMGC) (latitude, longitude,
track).
D. Discrete Data Inputs

(Ref. Fig. 003)
Discrete data inputs are received from the following:
- Slat Flap Control Computer 1 (SFCC) (3 and FULL flap position)
- Flight Warning Computer 1 and 2 (FWC) (stall warning inhibition)
- main landing gear
- ECAM control panel (audio suppression)
- FLAP MODE pushbutton switch which, when pressed (in) (white OFF legend
on), overrides a flap abnormal condition input
- SYS pushbutton switch which, when pressed (in) (white OFF legend on),
overrides all the GPWS warnings
- G/S MODE pushbutton switch which, when pressed (in) (white OFF legend
on), overrides the glide slope mode

R

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GPWC - Inputs (Buses)
Figure 002

EFF :

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GPWS - Inputs (Buses)
Figure 002A

R

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GPWC - Inputs (Discretes)
Figure 003

R

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- GPWS/G/S pushbutton switch which, when pressed (in), enables the GPWC
to perform test.
E. Warning Outputs
**ON A/C 001-012, 014-019,
(Ref. Fig. 004)
R **ON A/C 001-012, 014-099,
Post SB 34-1026 For A/C 001-012,014-019,

Post SB 34-1042 For A/C 001-012,014-019,
(Ref. Fig. 004A)
R **ON A/C 001-012, 014-099,
- two discrete outputs from the GPWC control the GPWS/G/S pushbutton
switches located on Captain and First Officer main instrument panels.
Each pushbutton switch is a momentary contact pushbutton switch with an
illuminated split legend cap. The upper legend identified GPWS,
controlled by the first output, comes on red when a ground proximity
warning is generated by the GPWC for modes 1 to 4.
The lower legend identified G/S, controlled by the second output, comes
on amber when a glide slope (Mode 5) advisory alert is generated by the
GPWC.
The pushbutton switch provides a facility to cancel a glide slope
warning, if in progress, or to initiate a GPWS self-test.
- both discrete outputs are also used to inhibit automatic call out when
the GPWS or G/S warnings are in progress.
- both discrete outputs are also used for the Digital Flight Data
Recorder (DFDR).
-------------------------------------------------------------------------------
NAME ELECTRICAL LEVEL TO SIGNAL STATUS
-------------------------------------------------------------------------------
FAULT LEGEND GND/OC SYS P/BSW/SDACs GND = VALID
G/S VISUAL ALERT GND/OCFWCsGND = VALID
GPWS LEGEND GND/OCFWCsGND = VALID
-------------------------------------------------------------------------------
F. Monitor Output
The monitor output from the GPWC controls the FAULT legend of the SYS
pushbutton switch .

R

EFF :

001-012, 014-099, 34-48-00

Page 7
Config-1 May 01/06

IAC
GPWS - Outputs
Figure 004

EFF :

001-012, 014-019, 34-48-00

Page 8
Config-1 May 01/02

IAC
GPWS - Outputs
Figure 004A

R

EFF :

001-012, 014-099, 34-48-00

Page 9
Config-1 May 01/06

IAC
**ON A/C 001-012, 014-019,
G. Bus Output
The bus output could be used by the Aircraft Integrated Data System
(AIDS) Data Management Unit (DMU).
R **ON A/C 001-012, 014-099,
Post SB 34-1026 For A/C 001-012,014-019,

Post SB 34-1042 For A/C 001-012,014-019,
G. Bus Output
The bus output could be used by the aircraft integrated data system
(AIDS) (data management unit (DMU) and by the Centralized Fault-Display
Interface - Unit (CFDIU) for test causes.
R **ON A/C 001-012, 014-099,
H. Audio Output
The audio output is used by the cockpit loud speakers for aural warning
messages.
4. ____________
Power Supply
**ON A/C 001-012, 014-019,
(Ref. Fig. 004)
R **ON A/C 001-012, 014-099,
Post SB 34-1026 For A/C 001-012,014-019,

Post SB 34-1042 For A/C 001-012,014-019,
(Ref. Fig. 004A)
R **ON A/C 001-012, 014-099,
The GPWC power supply circuits receive 115VAC, 400 Hz, single phase (20 W
max.) supply from the aircraft AC power and converts this supply to the
following DC levels:
plus or minus 15VDC from linear regulators with current limiting
+ 5VDC from a compensated switching regulator with current limiting
- 30VDC from a voltage doubler, fed by the 15VDC regulated supply.

R

EFF :

001-012, 014-099, 34-48-00

Page 10
Config-1 May 01/06

IAC
5. _____________________
**ON A/C 001-012, 014-019,
A. GPWC (1WZ)
(Ref. Fig. 005)
(1) Description
(a) The GPWC comprises an ARINC 600-2MCU case, housing interfacing,

computing and warning output circuits.
(b) The face of the GPWC contains a STATUS/HISTORY test switch and
associated 8-character, alpha-numeric BITE display. If the
STATUS/ HISTORY switch is momentarily set to PRESENT STATUS, the
BITE display provides a sequential readout of system operational
status. If the STATUS/HISTORY switch is momentarily set to FLIGHT
HISTORY, the BITE display provides a sequential readout of system
faults stored from the previous 10 flights.
(c) The back of the GPWC contains an ARINC 600, shell size connector
to provide electrical connections to the aircraft wiring via
mount.
Contact grouping is as follows :
- Top contact set - ATE interface
- Bottom contact set - Power supply and bonding.
(2) Operation
(Ref. Fig. 006)
(a) Input/output circuits

Four ARINC 429 receivers are incorporated in the input/output
circuits. Each receiver converts specified ARINC 429 format
serial digital data to 32-bit parallel words for storage in a
Random Access Memory (RAM).
Data is accessed from RAM and checked for updating by the
processor/ voice/memory circuit.
Discrete inputs to the GPWC are detected by ground sensing
buffers and converted to a digital word.
An ARINC 429 transmitter provides a GPWS output data word in
ARINC 429 format (label 270 octal) for the Data Management Unit
in the Aircraft Integrated Data System.
Discrete outputs for the FAULT legend of the SYS pushbutton
switch are provided by over-voltage and reverse-voltage protected
lamp drivers.

R

EFF :

001-012, 014-099, 34-48-00

Page 11
Config-1 May 01/06

IAC
GPWC
Figure 005

R

EFF :

001-012, 014-099, 34-48-00

Page 12
Config-1 May 01/06

IAC
GPWC - Block Diagram
Figure 006

R

EFF :

001-012, 014-019, 34-48-00

Page 13/14
Config-1 May 01/06

IAC
(b) Processor/voice/memory
The processor/voice/memory consists of a 16-bit microprocessor
(with associated timing and buffer circuits), program and voice
memories, and a variable-slope delta modem (to convert serial
data to analog speech). The 16-bit microprocessor is driven by a
4 MHz clock and is monitored by a watchdog timer. The watchdog
timer resets the processor in the event of an incomplete program
iteration.
The aural warning messages reside in eight 32 K-bit Read Only
Memories (ROMs). The vocabulary for the messages can be defined
by an alternate audio alert select discrete input.
When a message is required for broadcast, the associated bits are
converted from parallel to serial format and shifted into the
variable-slope delta modem. The audio output is filtered,
amplifed and isolated to provide a suitable signal for the
cockpit loud speakers.
Data storage and scratchpad memory is achieved using four 2K-bit
RAMs.
Fault history data is stored in an Electronically Alterable ROM
(EAROM) which is also used to store present flight
characteristics data for use after momentary power losses. The
program memory resides in four 32K-bit Electronically
Reprogrammable ROMs (EPROMs). The EPROMs are ultra-violet light
erasable.
**ON A/C 020-099,
A. GPWC (1WZ)
(1) Description
(Ref. Fig. 005)
(a) The GPWC comprises an ARINC 600-2MCU case, housing interfacing,

computing and warning output circuits.
(b) The face of the GPWC contains a STATUS/HISTORY test switch and
associated 8-character, alpha-numeric BITE display. If the
STATUS/HISTORY switch is momentarily set to PRESENT STATUS, the
BITE display provides a sequential readout of system operational
status. If the STATUS/HISTORY switch is momentarily set to FLIGHT
HISTORY, the BITE display provides a sequential readout of system
faults stored from the previous 10 flights.
(c) The back of the GPWC contains an ARINC 600, shell size connector
to provide electrical connections to the aircraft wiring via
mount.
Contact grouping is as follows:
- Top contact set - ATE interface + system interconnections
- Bottom contact set - Power supply and bonding.

R

EFF :

001-012, 014-099, 34-48-00

Page 15
Config-1 May 01/06

IAC
INTENTIONALLY BLANK

34-48-00

Page 16
Config-1 May 01/06
R
IAC
R (2) Operation
R
R (Ref. Fig. 006A)
R (a) Input/output circuits

R The input/output circuits contain six ARINC 429 receivers. Each
R receiver converts specified ARINC 429 format serial digital data
R to 32-bit parallel words for storage in a Random Access Memory
R (RAM).
R Data is accessed from RAM and checked for updating by the
R processor/voice/memory circuit.
R Discrete inputs to the GPWC are detected by ground sensing
R buffers and converted to a digital word.
R An ARINC 429 transmitter provides the GPWS output data words in
R ARINC 429 format (label 270 octal) for the Data Management Unit
R (DMU) and the maintenance labels for the CFDIU.
R Discrete outputs for the FAULT legend of the SYS pushbutton
R switch are provided by over-voltage and reverse-voltage protected
R lamp drivers.
R (b) Processor/voice/memory
R The processor/voice/memory consists of a 16-bit microprocessor
R (with associated timing and buffer circuits), program and voice
R memories, delta modulator, serial data stream generator, serial
R communication port, interrupt controllers and various associated
R logic. The 16-bit microprocessor is driven by a 4 MHz clock and
R is monitored by a watchdog timer. The watchdog timer resets the
R processor in the event of an incomplete program iteration.
R The aural warning messages reside in two 64 Kbytes X 8 Erasable
R Programmable Read Only Memories (EPROMs). The vocabulary for the
R messages can be defined by an alternate audio alert select
R discrete input.
R When a message is required for broadcast, the associated bits are
R converted from parallel to serial format and shifted into the
R delta modulator. The audio output is filtered, amplified and
R isolated to provide a suitable signal for the cockpit loud
R speakers.
R Data storage in the scratchpad memory is achieved using two 8
R Kbytes RAMs.
R Fault history data is stored in an Electrically Erasable
R Programmable ROM (EEPROM) which is also used to store present
R flight characteristics data for use after momentary power losses.
R The program memory resides in 64 Kbytes EPROMs. The EPROMs are
R ultra-violet light erasable.

EFF :

020-099, 34-48-00

Page 17
Config-1 Nov 01/04

IAC
GPWC - Block Diagram
Figure 006A

R

EFF :

001-012, 014-099, 34-48-00

Page 18
Config-1 May 01/06

IAC
R **ON A/C 001-012, 014-019,
R Post SB 34-1042 For A/C 001-012,014-019,
R A. GPWC (1WZ)
R (1) Description
R
R (Ref. Fig. 005)
R (a) The GPWC comprises an ARINC 600-2MCU case, housing interfacing,

R computing and warning output circuits.
R (b) The face of the GPWC contains a STATUS/HISTORY test switch and
R associated 8-character, alpha-numeric BITE display. If the
R STATUS/HISTORY switch is momentarily set to PRESENT STATUS, the
R BITE display provides a sequential readout of system operational
R status. If the STATUS/HISTORY switch is momentarily set to FLIGHT
R HISTORY, the BITE display provides a sequential readout of system
R faults stored from the previous 10 flights.
R (c) The back of the GPWC contains an ARINC 600, shell size connector
R to provide electrical connections to the aircraft wiring via
R mount.
R Contact grouping is as follows:
R - Top contact set - ATE interface + system interconnections
R - Center contact set - System interconnections
R - Bottom contact set - Power supply and bonding.

EFF :

001-012, 014-019, 34-48-00

Page 19
Config-1 Nov 01/04

IAC
R (2) Operation
R
R **ON A/C 001-012, 014-019,
R Post SB 34-1026 For A/C 001-012,014-019,

R Post SB 34-1042 For A/C 001-012,014-019,
R (Ref. Fig. 006A)
R **ON A/C 001-012, 014-019,
R Post SB 34-1042 For A/C 001-012,014-019,
R (a) Input/output circuits

R The input/output circuits contain six ARINC 429 receivers. Each
R receiver converts specified ARINC 429 format serial digital data
R to 32-bit parallel words for storage in a Random Access Memory
R (RAM).
R Data is accessed from RAM and checked for updating by the
R processor/voice/memory circuit.
R Discrete inputs to the GPWC are detected by ground sensing
R buffers and converted to a digital word.
R An ARINC 429 transmitter provides the GPWS output data words in
R ARINC 429 format (label 270 octal) for the Data Management Unit
R (DMU) and the maintenance labels for the CFDIU.
R Discrete outputs for the FAULT legend of the SYS pushbutton
R switch are provided by over-voltage and reverse-voltage protected
R lamp drivers.
R (b) Processor/voice/memory
R The processor/voice/memory consists of a 16-bit microprocessor
R (with associated timing and buffer circuits), program and voice
R memories, delta modulator, serial data stream generator, serial
R communication port, interrupt controllers and various associated
R logic. The 16-bit microprocessor is driven by a 4 MHz clock and
R is monitored by a watchdog timer. The watchdog timer resets the
R processor in the event of an incomplete program iteration.
R The aural warning messages reside in two 64 Kbytes X 8 Erasable
R Programmable Read Only Memories (EPROMs). The vocabulary for the
R messages can be defined by a voice pin-program selection.
R When a message is required for broadcast, the associated bits are
R converted from parallel to serial format and shifted into the
R delta modulator. The audio output is filtered, amplified and
R isolated to provide a suitable signal for the cockpit loud
R speakers.

EFF :

001-012, 014-019, 34-48-00

Page 20
Config-1 Nov 01/04

IAC
R Data storage in the scratchpad memory is achieved using two 8
R Kbytes RAMs.
R Fault history data is stored in an Electrically Erasable
R Programmable ROM (EEPROM) which is also used to store present
R flight characteristics data for use after momentary power losses.
R The program memory resides in 64 Kbytes EPROMs. The EPROMs are
R ultra-violet light erasable.
R
**ON A/C 001-012, 014-019,
(3) Digital outputs

- EQ.SYS.LAB.SDI: (SDAC,FWC,DRC___) output label for which the
in milliseconds
- CODE :
HYB: mixed code

EFF :

001-012, 014-019, 34-48-00

Page 21
Config-1 Nov 01/04

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 1.270.00 |GPWS DSCRT| | | | 11 | 50 |DIS | | |
| |WORD 1 | | | | | | | | |
| | | | | | | | | | |
| |SINK RATE |bit status 1| | | 11 | | | | |
| |TO HIGH | | | | | | | | |
| | | | | | | | | | |
| |WHOOP |bit status 1| | | 12 | | | | |
| |WHOOP | | | | | | | | |
| |PULL UP | | | | | | | | |
| | | | | | | | | | |
| |TERRAIN |bit status 1| | | 13 | | | | |
| | | | | | | | | | |
| |DONTT |bit status 1| | | 14 | | | | |
| |SINK | | | | | | | | |
| | | | | | | | | | |
| |TOO LOW |bit status 1| | | 15 | | | | |
| |GEAR | | | | | | | | |
| | | | | | | | | | |
| |FLAP | | | | | | | | |
| | | | | | | | | | |
| |TERRAIN | | | | | | | | |
| |(mode 4) | | | | | | | | |
| | | | | | | | | | |
| |GLIDESLOPE|bit status 1| | | 18 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 19 | | | | |
| | | | | | | | | | |
| |TERRAIN - |bit status 1| | | 20 | | | | |
| |PULL UP | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | | 21 | | | | |
| | | | | | | | | | |
| |TERRAIN | | | | | | | | |
| |(mode 3) | | | | | | | | |
| | | | | | | | | | |

EFF :

001-012, 014-019, 34-48-00

Page 22
Config-1 May 01/02

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |SPARE | | | | 23 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 24 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 25 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 26 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 27 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 28 | | | | |
| | | | | | | | | | |
| |GPWS FAIL:|bit status 1| | | 29 | | | | |
| |EXT. FAIL | | | | | | | | |
|--------------|----------|------------|----|----|----|----|----|-----|-------|
| 1.356.00 |MAINT MSG | | | | | | | | |
| |WORD | | | | | | | | |
-------------------------------------------------------------------------------
**ON A/C 020-099,
(3) Digital outputs

- EQ.SYS.LAB.SDI: (SDAC,FWC,DRC___) output label for which the
in milliseconds
- CODE :

EFF :

ALL 34-48-00

Page 23
Config-1 May 01/02

IAC
HYB: mixed code
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 1.270.00 |GPWS DSCRT| | | | | 50 |DIS | | |
| |WORD 1 | | | | | | | | |
| | | | | | | | | | |
| |SINK RATE |bit status 1| | | 11 | | | | |
| | | | | | | | | | |
| |WHOOP |bit status 1| | | 12 | | | | |
| |WHOOP | | | | | | | | |
| |PULL UP | | | | | | | | |
| | | | | | | | | | |
| | | | | | | | | | |
| |DONT |bit status 1| | | 14 | | | | |
| |SINK | | | | | | | | |
| | | | | | | | | | |
| |GEAR | | | | | | | | |
| | | | | | | | | | |
| |FLAP | | | | | | | | |
| | | | | | | | | | |
| |TERRAIN | | | | | | | | |
| |(mode 4) | | | | | | | | |
| | | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 19 | | | | |
| | | | | | | | | | |
| |TERRAIN - |bit status 1| | | 20 | | | | |

EFF :

020-099, 34-48-00

Page 24
Config-1 May 01/02

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |PULL UP | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | | 21 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 22 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 23 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 24 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 25 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 26 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 27 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 28 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 29 | | | | |
| | | | | | | | | | |
| 125 |UNIVERSAL | | | | | |BCD | | |
| |TIME | | | | | | | | |
| |CORRELA- | | | | | | | | |
| |TION | | | | | | | | |
| | | | | | | | | | |
| 227 |BITE | | | | | |BNR | | |
| |COMMAND | | | | | | | | |
| |WORD | | | | | | | | |
| | | | | | | | | | |
| 260 |DATE | | | | | |BCD | | |
| | | | | | | | | | |
| 356 |CFDIU | | | | | |BNR | | |
| |MAINT WORD| | | | | | | | |
-------------------------------------------------------------------------------

EFF :

020-099, 34-48-00

Page 25
Config-1 May 01/02

IAC
R **ON A/C 001-012, 014-019,
R Post SB 34-1042 For A/C 001-012,014-019,
R (3) Digital outputs

R This table contains all the output parameters in the digital form.
R They are sorted as per the numerical order of their output label.
R The following table gives:
R - EQ.SYS.LAB.SDI: (SDAC,FWC,DRC___) output label for which the
R parameter is available
R - PARAMETER DEFINITION: parameter name
R - WORD RANGE OPER RANGE RESOLUTION ACCURACY: measurement range.
R Maximum value transmitted. When the digital value changes, the
R change step is equal to the accuracy
R - UNIT: unit in which the digital value is transmitted
R - SIG BIT: indicates whether a sign bit is available
R - BITS: number of bits used by the parameter in the label
R - XMSN/INTV: output transmission interval. The refresh rate is given
R in milliseconds
R - CODE :
R BNR: binary data word
R BCD: binary coded decimal data word
R ISO: data word coded in ISO5 code
R DIS: discrete data word
R HEX: hexadecimal coded
R HYB: mixed code
R - ALPHA CODE: indicates the parameter mnemonic code
R - SOURCE ORIGIN: parameter source computer or system.
R -------------------------------------------------------------------------------
R | PARAMETER LIST PARAMETER CHARACTERISTICS (NUMERIC) |
R -------------------------------------------------------------------------------
R |EQ.SYS.LAB.SDI|PARAMETER | WORD RANGE |UNIT|SIG |BITS|XMSN|CODE|ALPHA|SOURCE |
R | |DEFINITION| OPER RANGE | |BIT | |INTV| |CODE |ORIGIN |
R | |(*=REMARK)| RESOLUTION | | | | | | |BUS No.|
R | |(X=NOTE) | ACCURACY | | | | | | |ATA REF|
R | | | | | | | | | |CONV |
R -------------------------------------------------------------------------------
R | 1.270.00 |GPWS DSCRT| | | | |100 |DIS | | |
R | |WORD 1 | | | | |to | | | |
R | | | | | | |200 | | | |
R | |SINK RATE |bit status 1| | | 11 | | | | |
R | | | | | | | | | | |
R | |WHOOP |bit status 1| | | 12 | | | | |
R | |WHOOP | | | | | | | | |
R | |PULL UP | | | | | | | | |
R | | | | | | | | | | |

EFF :

001-012, 014-019, 34-48-00

Page 26
Config-1 May 01/02

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
R | |TERRAIN |bit status 1| | | 13 | | | | |
R | | | | | | | | | | |
R | |DONT |bit status 1| | | 14 | | | | |
R | |SINK | | | | | | | | |
R | | | | | | | | | | |
R | |TOO LOW |bit status 1| | | 15 | | | | |
R | |GEAR | | | | | | | | |
R | | | | | | | | | | |
R | |FLAP | | | | | | | | |
R | | | | | | | | | | |
R | |TERRAIN | | | | | | | | |
R | |(mode 4) | | | | | | | | |
R | | | | | | | | | | |
R | |GLIDESLOPE|bit status 1| | | 18 | | | | |
R | | | | | | | | | | |
R | |NOT USED | | | | 19 | | | | |
R | | | | | | | | | | |
R | |TERRAIN - |bit status 1| | | 20 | | | | |
R | |PULL UP | | | | | | | | |
R | | | | | | | | | | |
R | |SPARE | | | | 21 | | | | |
R | | | | | | | | | | |
R | |SPARE | | | | 22 | | | | |
R | | | | | | | | | | |
R | |SPARE | | | | 23 | | | | |
R | | | | | | | | | | |
R | |SPARE | | | | 24 | | | | |
R | | | | | | | | | | |
R | |SPARE | | | | 25 | | | | |
R | | | | | | | | | | |
R | |SPARE | | | | 26 | | | | |
R | | | | | | | | | | |
R | |SPARE | | | | 27 | | | | |
R | | | | | | | | | | |
R | |SPARE | | | | 28 | | | | |
R | | | | | | | | | | |

EFF :

001-012, 014-019, 34-48-00

Page 27
Config-1 May 01/02

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |SPARE | | | | 29 | | | | |
| | | | | | | | | | |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| 1.356.00 |CFDIU | | | | | |BNR | | |
| |MAINT WORD| | | | | | | | |
-------------------------------------------------------------------------------
R **ON A/C 001-012, 014-099,
B. Pushbutton Switches
(Ref. Fig. 001)
The pushbutton switches are located on the overhead panel 21VU.
(1) LDG FLAP 3 pushbutton switch 13WZ

To avoid nuisance warnings during approach, the GPWC needs to know at
which flap position the crew intends to land.
The LDG FLAP 3 pushbutton switch (item 4), when pressed (in) (white
ON legend on), indicates to the GPWC that the pilot intends to land
in flap 3 position, inhibits the GPWC warnings TOO LOW FLAPS.
When released (out), the pushbutton switch indicates to the GPWS that
the pilot intends to land in flap FULL position.
The GPWS FLAP message is permamently displayed in green on the MEMO
of the ECAM display unit if no warning is in progress.
(2) FLAP MODE pushbutton switch 7WZ

The pushbutton switch (item 3), when pressed (in) (white OFF legend
on), overrides flap abnormal condition input.
(3) SYS pushbutton switch 9WZ

on), inhibits all the GPWS warnings.
(4) G/S MODE pushbutton switch 11WZ

on), inhibits the glide slope mode.

R

EFF :

001-012, 014-099, 34-48-00

Page 28
Config-1 May 01/06

IAC
C. SYS Pushbutton Switch 9WZ
(Ref. Fig. 001)
(1) The SYS pushbutton switch, located on the overhead panel 24VU,
provides a FAULT warning indicating that a system fault has been
detected by the GPWC.
(2) When the FAULT legend comes on, all the ground proximity warnings are
inhibited and no GPWC self-test is possible.
(3) When the FAULT legend comes on, messages are displayed on the upper
ECAM display unit (if they are not inhibited by the FWC):
NAV:
- GPWS FAULT (amber) associated with action requested
- GPWS OFF (cyan).
A fault message is sent to the CFDIU.
A GPWS message (amber) is also displayed on the STATUS page on the
lower ECAM display unit.
6. Operation
_________
A. General
(1) Warning modes

The serial digital data and discrete data inputs are interfaced and
used in different combinations to monitor aircraft vertical
performance. The following functions are monitored:
**ON A/C 001-012, 014-019,
(Ref. Fig. 007)
R **ON A/C 001-012, 014-099,
Post SB 34-1042 For A/C 001-012,014-019,
(Ref. Fig. 007A)
R **ON A/C 001-012, 014-099,

R

EFF :

001-012, 014-099, 34-48-00

Page 29
Config-1 May 01/06

IAC
Excessive Rate of Descent
Figure 007

EFF :

001-012, 014-019, 34-48-00

Page 30
Config-1 May 01/02

IAC
Excessive Rate of Descent
Figure 007A

R

EFF :

001-012, 014-099, 34-48-00

Page 31
Config-1 May 01/06

IAC
**ON A/C 001-012, 014-019,
(Ref. Fig. 008)
R **ON A/C 001-012, 014-099,
Post SB 34-1042 For A/C 001-012,014-019,
(Ref. Fig. 008A)
R **ON A/C 001-012, 014-099,
**ON A/C 001-012, 014-019,
(Ref. Fig. 009)
R **ON A/C 001-012, 014-099,
Post SB 34-1042 For A/C 001-012,014-019,
(Ref. Fig. 009A)
R **ON A/C 001-012, 014-099,
**ON A/C 001-012, 014-019,
(Ref. Fig. 010)
R **ON A/C 001-012, 014-099,
Post SB 34-1042 For A/C 001-012,014-019,
(Ref. Fig. 010A)
R **ON A/C 001-012, 014-099,
Mode 5 - Descent below glide slope

R

EFF :

001-012, 014-099, 34-48-00

Page 32
Config-1 May 01/06

IAC
Terrain Closure Rate - Mode
Figure 008

EFF :

001-012, 014-019, 34-48-00

Page 33
Config-1 May 01/02

IAC
Terrain Cloture Rate - Mode
Figure 008A

R

EFF :

001-012, 014-099, 34-48-00

Page 34
Config-1 May 01/06

IAC
Descent After Takeoff
Figure 009

EFF :

001-012, 014-019, 34-48-00

Page 35
Config-1 May 01/02

IAC
Descent After Takeoff
Figure 009A

R

EFF :

001-012, 014-099, 34-48-00

Page 36
Config-1 May 01/06

IAC
Unsafe Terrain Clearance
Figure 010

EFF :

001-012, 014-019, 34-48-00

Page 37
Config-1 May 01/02

IAC
Unsafe Terrain Clearance
Figure 010A

R

EFF :

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Page 38
Config-1 May 01/06

IAC
**ON A/C 001-012, 014-019,
(Ref. Fig. 011)
R **ON A/C 001-012, 014-099,
Post SB 34-1042 For A/C 001-012,014-019,
(Ref. Fig. 011A)
R **ON A/C 001-012, 014-099,
(2) Warning messages
**ON A/C 001-012, 014-019,
(Ref. Fig. 008)
R **ON A/C 001-012, 014-099,
Post SB 34-1042 For A/C 001-012,014-019,
(Ref. Fig. 008A)
**ON A/C 001-012, 014-019,
(Ref. Fig. 009)
R **ON A/C 001-012, 014-099,
Post SB 34-1042 For A/C 001-012,014-019,
(Ref. Fig. 009A)
**ON A/C 001-012, 014-019,
(Ref. Fig. 010)

R

EFF :

001-012, 014-099, 34-48-00

Page 39
Config-1 May 01/06

IAC
Descent Below Glide Slope
Figure 011

EFF :

001-012, 014-019, 34-48-00

Page 40
Config-1 May 01/02

IAC
Descent Below Glide Slope
Figure 011A

R

EFF :

001-012, 014-099, 34-48-00

Page 41
Config-1 May 01/06

IAC
R **ON A/C 001-012, 014-099,
Post SB 34-1042 For A/C 001-012,014-019,
(Ref. Fig. 010A)
**ON A/C 001-012, 014-019,
(Ref. Fig. 011)
R **ON A/C 001-012, 014-099,
Post SB 34-1042 For A/C 001-012,014-019,
(Ref. Fig. 011A)
R **ON A/C 001-012, 014-099,
Each mode computes and compares aircraft behaviour with a

corresponding warning envelope. If the warning envelope is
penetrated, visual and aural warnings are generated. The aural
message is broadcast through the cockpit loud speakers.
The messages are as follows:
MODE AURAL WARNING VISUAL WARNING
1 SINK RATE GPWS
1 WHOOP WHOOP PULL UP GPWS
2 TERRAIN GPWS
2 WHOOP WHOOP PULL UP GPWS
3 DONT SINK GPWS
3 TERRAIN GPWS
4 TOO LOW TERRAIN GPWS
4 TOO LOW GEAR GPWS
4 TOO LOW FLAPS GPWS
5 GLIDE SLOPE G/S
Each of these warnings inhibits the automatic call out.
NOTE : During mode 2, the TERRAIN warning is broadcast for 1.4

____
seconds and then, unless the warning envelope is departed,
changes to WHOOP WHOOP PULL UP. This latter warning will be
continuously broadcast until the aircraft departs from the
original warning envelope, then the TERRAIN warning is
broadcast again until the aircraft has climbed through a
further 300 ft. of radio altitude.

R

EFF :

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IAC
(3) Inhibitions
Warnings may be cancelled by:
(a) Pressing the EMER CANC key on the ECAM control panel (aural
warning only).
(b) Pressing the GPWS/G/S pushbutton switch on the main instrument

panel for mode 5 (glide slope) visual and aural warning. This
inhibition is temporary and the mode will be automatically
reactivated for a new envelope penetration.
(c) Pressing the G/S MODE pushbutton switch on the overhead panel for
mode 5 (glide slope) visual and aural warning (permanent
inhibition).
(d) Pressing the SYS pushbutton switch on the overhead panel for
inhibition of all the modes (visual and aural warnings).
(e) The GPWC is automatically inhibited if a stall warning is in

progress.
(4) Faults which prevent normal GPWC operation are stored in the BITE
memory and may be read on the BITE display by operating the STATUS/
HISTORY switch located on the GPWC face below the BITE display.
**ON A/C 001-012, 014-019,
B. Detailed Operation - Modes 1 through 5

This section describes the five warning modes of the GPWC and describes
the operation of each of the modes. Voice messages are illustrated for
the basic vocabulary, i.e., no audio select program pins connected.
(1) Mode 1 - Excessive rate of descent

(Ref. Fig. 007)
(a) Mode 1 provides the pilot with an alert/warning for high descent
rates into terrain. The pilot also receives a timely alert for
rapidly building sink rates near the runway when landing. The
figure shows the outer and inner boundaries whose penetrations
trigger the alert/warnings.
(b) The outer boundary is a straight line having an equation of:

H warn (ft.) = - 572 ft. - 0.6035 X (Barometric rate (FPM) +
Bias).

R

EFF :

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IAC
NOTE : Barometric rate is considered negative during descent.
____
Formulas provide design goals only.
(c) Penetration of this outer boundary will activate the annunciator

lights and produce the voice warning SINK RATE. This will
continue until the boundary penetration is corrected.
(d) Further penetration of the first boundary will reach the inner
boundary where the voice warning will change from SINK RATE to
WHOOP WHOOP PULL UP. This inner boundary is composed of two
straight lines. The equation describing the lower line is:
H warn (ft) = - 1620 ft. - 1.1133 X (Barometric Rate (FPM) +
bias).
The equation describing the upper line is:
H warn (ft) = - 400 ft. - 0.400 X (Barometric Rate (FPM) ) Bias).
(e) Both boundaries are cut off at the top by a radio altitude of
2450 ft.. The lower is cut off at 10 ft.. A delay equivalent to
0.8 seconds is included in the upper function to minimize
warnings caused by momentary boundary penetration.
(2) Mode 2 - Excessive closure rate with terrain

(Ref. Fig. 008)
(a) Mode 2 provides a warning based on radio altitude between the

aircraft and ground and on how rapidly the radio altitude is
decreasing.
Barometric altitude of aircraft is not important in initiating
this warning.
(b) The No. 2 barometric rate is complemented in the filter to

provide lead information. Increasing the barometric descent rate
will tend to speed up the warning occurence. Reducing the
barometric descent rate or initiating a climb will tend to delay
the warning occurence or reduce the time the warning is on.
(c) This mode has two areas of application that are generally
referred to as mode 2A and mode 2B. Mode 2A is applied when the
landing flaps are not down. Mode 2B requires that landing flaps
be down. The figure shows the warning boundary for mode 2A
(landing flaps up). Closure rate is the computed change in radio
altitude between the aircraft and the ground. It is considered
positive when altitude is decreasing.
The sloped line has an equation of :
H warn (ft.) = - 1579 ft. + 0.7895 X Closure Rate (FPM).

EFF :

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IAC
(d) The normal upper limit of the boundary is horizontal at 1650 ft.
radio altitude due to a computer maximum closure rate limit of
4090 FPM. As the airspeed increases from 190 Kts up to 250 Kts,
the maximum rate limit is linearly increased to 5103 FPM. This
allows the upper boundary to also linearly increase up to 2450
ft.
Other maximum rate limits are used at certain airports to reduce
the warning sensitivity and minimize nuisance warnings.
(e) Upon penetrating the boundary, either on the slope or from the
top, the annunciator lights come on and the voice message is
TERRAIN.
If the boundary penetration lasts beyond two TERRAIN messages,
approximately 1.4 seconds, then the warning switches to WHOOP
WHOOP/ PULL UP repeated continuously until the boundary is
departed. If the landing gear is up at this time, the altitude
gain feature is automatically activated. First the barometric
altitude at this instant is sampled and stored. The annunciator
lights remain on and the voice message is TERRAIN. After three
hundred feet of barometric altitude has been gained from the
stored value, all annunciator lights and voice stop. If another
boundary penetration occurs during this altitude gain time, and
it lasts long enough to restart the PULL UP warning, 1.4 seconds,
then the whole process begins again with a new reference altitude
for the 300 ft. after boundary separation.
In this manner the aircraft is directed up and over the terrain
to a safer altitude.
(f) Lowering the flaps to the landing position automatically switches

the program to mode 2B. This boundary is the same as the mode 2A
boundary except the upper limit has been lowered to 789 ft. at a
maximum closure rate of 3000 FPM. The lower part of the boundary
is controlled as a function of radio altitude and No. 2
barometric rate (vertical speed) rather than a minimum rate
limit.
(g) As the closure rate term is inherently noisy, especially over

irregular terrain, rate limiting and filtering must be used to
obtain an accurate closure rate value for computation. The
computer uses five different sets of rate limits and filter
constants to allow maximum sensitivity during cruise while
providing progressive desensitizing during the landing phase.

EFF :

001-012, 014-019, 34-48-00

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IAC
(h) At cruise speeds above 250 Kts, the rate limits are +2000 FPM
minimum, +5103 FPM maximum, and the filter constant is 1.5
seconds. This is condition of maximum sensitivity where no
closure rate at all should normally be encountered due to
altitudes above the maximum range of the radio altimeter.
(i) For cruise speeds between 190 Kts and 150 Kts with landing gear
and flaps up, the rate limits are lowered to +2000 FPM minimum,
+4090 FPM maximum, and the filter constant is increased to 3
seconds.
Below 150 Kts, the filter constant is further increased to 10
seconds.
Both changes reduce the sensitivity of mode 2. Between 190 Kts
and 250 Kts, the maximum rate limit and filter constant vary
linearly between the values shown.
(j) When the aircraft prepares to land and the landing gear is
extended above 190 Kts, the rate limits remain the same as for
gear up but the filter constant is increased by a factor of 1.67
compared to the gear up case. Between 190 Kts and 150 Kts with
the landing gear extended, the filter constant varies linearly
between 5 and 10 seconds.
(k) Lowering the landing flaps in addition to the gear reduces the
rate limits to +910 FPM minimum, +3000 FPM maximum, and increases
the filter constant to 10 seconds. The final change occurs when
the landing flaps are down and the aircraft is below the curve.
Then the rate limits are lowered to a minimum value of -590 FPM
minimum, +1500 FPM maximum. The filter constant remains at 10
seconds.
(l) A filter value of 0.15 seconds is used whenever the radio

altimeter data are invalid. This allows erroneous data to be
quickly replaced by valid data when the computer recovers. Filter
constants in the context used herein refer to dynamic, real time
processing, equivalent to analog R-C time constants, and are not
fixed time delays.
(3) Mode 3 - Descent after takeoff and minimum terrain clearance

(Ref. Fig. 009, 010)
(a) Mode 3 provides a warning based on filtered barometric altitude

and radio altitude. This warning is only provided during takeoff
whenever the aircraft descends to a predetermined amount of
barometric altitude before reaching 667 ft. radio altitude.
An expanded upper limit of 1333 ft. radio altitude is used at
higher airspeeds to prevent premature switching from mode 3 to a

EFF :

001-012, 014-019, 34-48-00

Page 46
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IAC
possible mode 4 warning on climbout. Mode 4 warning will occur
above 210 Kts at 667 ft. radio altitude. By delaying the
switching from mode 3 to mode 4 to 1333 ft. radio altitude at
these higher airspeeds, a mode 4 nuisance warning is avoided.
(b) The allowable barometric descent varies as a function of radio

altitude and time, and is given by the equation:
Baro descent at warning (ft) = 5.4 ft. + 0.092
X Radio altitude (ft) + Radio Altitude (ft) X time (sec)
X 1.34 x 10 to the power of -3
(c) Time is used in the warning equation to provide more nuisance

warning protection during shallow angle climbouts. For example,
at 400 ft. radio altitude, the altitude loss required before
warning, increases at the rate of 0.54 ft. per second.
(d) Once a descent begins, as determined by the polarity of the

Number 1 barometric rate signal, the GPWC will store the existing
value of barometric altitude. Subsequent samples of barometric
and radio altitude, and time are examined for warning condition.
(e) The original stored value of barometric altitude where the

descent began, is retained until the barometric altitude exceeds
the stored value. When the polarity of the No. 1 barometric rate
signal indicates climb rather than descent, the warning logic is
cut off to indicate recovery is being initiated. A subsequent
return to descent enables the warning logic and is computed based
on the last stored descent altitude.
(f) A delay equivalent to 0.8 seconds is added to the warning outputs

to prevent nuisance warnings caused by air turbulence during gear
retraction.
(g) Functional description, minimum terrain clearance - Mode 3 also

provides a warning based on minimum radio altitude clearance
during takeoff until mode 4 is activated. This warning is based
on a minimum terrain clearance, or floor, that increases with
radio altitude during takeoff. A value equal to 75 percent of the
current radio altitude is accumulated in a long term (15 seconds)
filter that is only allowed to increase in value. If the radio
altitude should later decrease, the filter will store its maximum
attained value. Further decrease of radio altitude below the
stored filter value with gear or flaps up will result in the TOO
LOW TERRAIN warning.

EFF :

001-012, 014-019, 34-48-00

Page 47
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IAC
(h) A simplified example will illustrate this operation. First assume
radio altitude increases rapidly from zero to 400 ft. The filter
will begin changing to 75 percent of 400 ft., or 300 ft.
In 20 seconds, the filter will have charged up to 221 ft. Now if
the radio altitude decreases so that 75 percent is below 221 ft.,
i.e. 295 ft. or less, the filter remains at a value of 221 ft.
Further reductions in radio altitude below 221 ft. will result in
the TOO LOW warning.
(i) This warning is provided to prevent a collision, during takeoff

climb, into terrain that produces insufficient closure rate for a
mode 2 warning. After takeoff, and mode changeover from mode 3 to
mode 4, then mode 4 provides this protection.
(j) The filter is activated at 150 ft. radio altitude on takeoff, and
continues until mode 3 switches to mode 4, or until the radio
altitude decreases below 30 ft.
(k) In the GPWC, either mode 3 or mode 4 is active at any one time.
The above minimum terrain clearance filter is used to control the
switching from mode 3 back to mode 4. After takeoff, mode 4 will
normally be enabled when the filter value exceeds 500 ft. This
will occur at or above 667 ft. radio altitude, depending on the
time allowed to charge the filter. When using a fixed radio
altitude level to switch modes, without filtering as in previous
models of GPWC, it is sometimes possible to switch modes
prematurely and get a nuisance mode 4 warning. Two examples will
illustrate the problem using a 700 ft. radio altitude for mode
switching.
1
_ Passing over a river valley, or other large terrain depression
during takeoff, may temporarily indicate above 700 ft. radio
altitude and allow switching to mode 4. If the radio altitude
then decreases below 500 ft., a mode 4 warning will occur.
2
_ Emphasizing a speed increase over climb gradient during
takeoff can allow the airspeed to exceed 214 Kts before
reaching 700 ft. radio altitude. Switching to mode 4 at 700
ft. then produces a TOO LOW TERRAIN warning.
(l) By using the minimum terrain clearance filter and the mode 4
airspeed curve, both of these potential problems are eliminated.
The 15 second time constant of the filter will ignore the effects
of the river valley example. Comparing the filter value against
the mode 4 airspeed curve, and delaying the switch to mode 4 if
the filter value is below the airspeed curve until the filter

EFF :

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Page 48
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IAC
value reaches 1000 ft. provides a minimum 25 percent margin above
the mode 4 warning boundary for the speed example.
(m) The minimum terrain clearance circuitry provides the mode 3

minimum terrain clearance filter, TOO LOW warning logic, and mode
3 to mode 4 switching. The filter input is controlled by a
comparator that checks the value of 75 percent of radio altitude
against the filter output.
If the filter output is greater than 75 percent of radio
altitude, then its output is connected to its input to store this
maximum value as the minimum terrain clearance. A following
comparator checks the filter output against radio altitude to
generate the TOO LOW message command.
(n) The filter output is also compared against the airspeed, to

generate the greater than mode 4 term for switching out of mode 3
to mode 4.
If the filter output is less than the airspeed term, mode
switching will occur at a filter value of 1000 ft.
(o) The filter is enabled, i.e. not zeroed, when in takeoff mode
(mode 3), and master valid, and radio altitude above 150 ft.
initially or 20 ft. below that (30 ft.) minimum.
(4) Mode 4 - Unsafe terrain clearance

(Ref. Fig. 010)
(a) Mode 4 generates three types of voice warnings based on radio

altitude, filtered airspeed, and aircraft configuration. The
standard upper boundary is at 500 ft. radio altitude. If the
aircraft penetrates this boundary with the landing gear still up,
the voice message will be TOO LOW GEAR. At 190 Kts airspeed, the
upper boundary increases linearly with airspeed to a maximum of
1000 ft. radio altitude at 250 Kts or more. Penetrating this
boundary produces a repetitive TOO LOW TERRAIN message. Other
maximums are used at certain airports to minimize nuisance
warnings.
(b) When the landing gear is lowered, the upper boundary decreases to
245 ft. To maintain the same airspeed expansion function up to
1000 ft. nominal at 250 Kts, the lower level corner is at 159
Kts.
Penetration below 159 Kts results in TOO LOW FLAPS messages,
while above 159 Kts the message is TOO LOW TERRAIN.
(c) The equation for the sloped portion of the warning curve is:
H warn (ft.) = - 1083 ft. + 8.333 X Airspeed (Kts)

EFF :

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IAC
(5) Mode 5 - Descent below glide slope
(a) Mode 5 provides two levels of warning when the aircraft flight
path descends below the glide slope beam on front course ILS
approaches.
(Ref. Fig. 011)
The upper limit of 1000 ft. nominal allows capture of the beam
before enabling this mode. Other upper limits are used at certain
airports to increase warning envelope. Deviation boundaries are
shown in dots where one dot equals 0.0875 DDM. The first warning
occurs whenever the aircraft is more than 1.3 dots below the beam
and is called a soft glide slope warning because the volume level
of the GLIDE SLOPE warning is approximately one half (- 6 db)
that of the other warnings.
A second warning boundary occurs below 300 ft. radio altitude and
below 2 dots deviation and is called loud glide slope because the
volume level is increased to that of the other warnings.
(b) Both boundaries allow additional deviation below 150 ft. of radio
altitude to allow for normal beam variations near the threshold.
(c) The repetition rate of the GLIDE SLOPE messages is also varied as
a function of radio altitude and glide slope deviation, being
slow at 1000 ft. and 1.3 dots and speeding up as altitude is
lowered or deviation is increased. Actual time between glide
slope messages is controlled by the equation :
Radio Alt (ft.)
Time = ---------------------- X 0.0067
G/S Deviation (Dots)
(d) The GLIDE SLOPE warning can be manually cancelled by the crew.
This can be done any time below 1000 ft. nominal radio altitude.
Cancel can be reset by ascending above 1000 ft. nominal, or
descending below 30 ft. Cancel can also be reset by reselecting
the ILS frequency in certain installations.
(e) The change from constant deviation to a slope below 150 ft. radio
altitude is shown along with the constant separation 0.7 dots
between the two boundaries. A delay of approximately one second
is inserted between the warning output and the enabling logic
during a warning condition. The delay shall also turn off the
warning output when two successive samples show a loss of
enabling logic. The repetition rate of the glide slope message
will be controlled by radio altitude and glide slope deviation so
that the time between glide slope words is proportional to the
ratio of radio altitude over glide slope deviation. Actual

EFF :

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message duration is 0.58 seconds. At the beginning of a warning
one GLIDE SLOPE message must be issued immediately.
(f) The gear down logic requirement for mode 5 is deleted at certain
airports.
(g) The glide slope cancel latch will be set by a momentary cancel
command that lasts for at least two successive processor cycles.
Reset of the latch is accomplished by:
1
_ Climb above 1000 ft. radio altitude.
2
_ Descent below 30 ft. radio altitude.
3
_ Change of valid ILS select data.
(h) The reset condition must last for at least two successive
processor cycles. A reset condition will inhibit the set command.
(i) The state of the cancel latch must be retained during loss of
computer power.
C. Envelope Modulation
(1) Background - During the past 13 years experience with GPWS, normal
approaches to certain airports were found to be incompatible with the
normal warning envelopes and signal filters then in use. Changes to
the envelopes and filters have been made during this time in an
attempt to accomodate these few airports, without compromising the
overall GPWC effectiveness for all the other normal airport
approaches.
All of the noticeable cases have been due to nuisance warnings at
these airports. The majority of nuisance warnings involves mode 2
closure rate due to terrain under the approach path or rising terrain
just before the runway threshold. Others involve mode 4 terrain
clearance warnings during initial approach. A few result in mode 1
warnings during steeper approaches.
A different type of case is inadequate warning protection during ILS
approaches when the upper limit of mode 5 is 1000 ft. radio altitude.
These airports are located at a significantly higher altitude than
the surrounding terrain. In some instances, the airport is over 1000
ft. above the surrounding terrain, thus requiring the aircraft to be
below the runway elevation before a mode 5 warning is possible.
Until recently there has been no reasonable way to accomodate these
few special cases without compromising the GPWC at all other
airports.

EFF :

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What is needed is the ability to recognize when the aircraft is
approaching one of these airports and then adjust the warning
criteria to suit the particular approach.
The availability of accurate, low drift, latitude and longitude
information from the latest generation inertial navigation equipment
now makes individual airport recognition possible. After recognizing
the approach to one of these airports, it is also important to verify
the aircraft is approaching at a reasonable altitude before
desensitizing any warning criteria. If the aircraft approach is
already low, further warning reduction is not desirable.
(2) Functional description - A reasonable approach altitude is verified

in one of two ways.
- for ILS approaches, the glide slope and localizer deviations are
used to verify a normal approach
- when ILS information is not available, terrain and altitude
matching is used to verify a normal approach.
The following input data are used for airport recognition:
- latitude position from the FMGC or the ADIRU
- longitude position from the FMGC or the ADIRU
- glide slope deviation from the ILS
- localizer deviation from the ILS
- aircraft magnetic track angle from the FMGC or the ADIRU
- runway course from the ILS
- corrected barometric altitude from the ADIRU
- QNH or QFE mode of baro altitude correction via program pin. QNH
mode is baro altitude correction to sea level. QFE mode is selected
with a program pin for baro altitude correction to the airport
field elevation.
- radio altitude.
Latitude and longitude data are continuously monitored for the
airport locations. Additional data processing for envelope modulation
are not required until the aircraft approaches one of the airports.
Then the other data inputs are checked for a normal approach before
any warning envelopes are modulated.
The FMGC is the preferred source for latitude and longitude data
because these data have been corrected for the normal drift of the
ADIRU basic latitude and longitude data. If the FMGC data are
invalid, or missing, then the GPWC will automatically switch back to
the ADIRU data.
(3) Types of envelope modulation - There are currently four types of

envelope modulation required for the airport approaches causing
problems for the GPWC.
- bias the mode 1 warning boundaries for SINK RATE and PULL UP to the
right to allow greater barometric descent rate before a warning is
generated.

EFF :

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(Ref. Fig. 007)
- lower the maximum closure rate limit for mode 2A and mode 2B.
This limits the maximum radio altitude, or the mimimum terrain
clearance, before a warning is generated.
(Ref. Fig. 008)
- lower the maximum airspeed expansion for mode 4 to provide lower
minimum terrain clearance.
(Ref. Fig. 010)
- expand the maximum mode 5 radio altitude level where a warning can
begin. This will allow earlier GLIDE SLOPE warnings at higher radio
altitudes. The gear down requirement is also removed during warning
expansion, to allow gear up warnings.
The maximum radio altitude for mode 6 minimum alert is expanded at
the same time to the same mode 5 maximum, as well as removal of the
gear down requirement.
(Ref. Fig. 011)
R **ON A/C 001-012, 014-019,
R Post SB 34-1042 For A/C 001-012,014-019,
R (Ref. Fig. 011A)
R **ON A/C 001-012, 014-019,
(4) Airports requiring modulation - The following airport approaches and

departures have been identified for envelope modulation of one or
more GPWC warning modes as outlined above.
- Alicante, Spain - ILS approach to runway 11. Terrain at 16.13N
miles from runway.
Limit mode 2A to 3520 FPM maximum to prevent nuisance warnings for
terrain clearances greater than 1200 ft. radio altitude.
- Cuenca, Ecuador - ILS DME approach to runway 23.
Terrain at 4.77N miles from runway.
- Geneva, Switzerland - ILS approach to runway 5.
Terrain at 10.81N miles from runway.
- Hong Kong, B.C.C. - Instrument Guidance System approach to runway
13.
Terrain under final approach.
Shift mode 1 Sinkrate envelope 500 FPM to the right and pull-up
envelope 200 FPM to the right to eliminate nuisance warnings.
- Hot Springs, Virginia - ILS approach to runway 24.

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Runway elevation 900 to 1700 ft. above approach terrain.
Expand modes 5 and 6 to 2000 ft. maximum radio altitude. Remove
- Kogoshima, Japan - ILS approach to runway 34. Runway elevation 200
to 900 ft. above approach terrain.
Expand modes 5 and 6 to 1500 ft. maximum radio altitude and remove
- Leeds Bradford, U.K. - Visual backcourse approach to runway 15
using localizer and airport surveillance radar. Terrain at 1.95N
miles from runway.
Limit mode 2A and 2B to 2380 FPM maximum to prevent nuisance
warnings for terrain clearances greater than 300 ft. radio
altitude.
- Lisbon, Portugal - ILS approach to runway 21. Terrain at 6.45N
miles from runway.
- Malaga, Spain - ILS approach to runway 14. Terrain at 8.0N miles
from runway.
- Ontario, Calif. - VOR approach to runway 26R. Jurupa Mountains at
7.55N miles from runway.
- Paine Field, Washington - ILS approach to runway 16. Runway
elevation 565 ft. above water approach.
Expand modes 5 and 6 to 1500 ft. maximum radio altitude and remove
- Quito, Ecuador - ILS approach to runway 35. Terrain at 4.70N miles
from runway.
Limit Mode 2A and 2B to 2760 FPM maximum to prevent nuisance
warnings for terrain clearances greater than 600 feet radio
altitude.
- Quito, Ecuador - Departure from runway 17. Terrain at 4.70N miles
from runway.
Limit modes 2A and 2B to 2760 FPM maximum to prevent nuisance
altitude.
Limit mode expansion to 600 ft. maximum above 202 Kts.
- Reno, Nevada - Backcourse (B) approach to runway 34 using localizer
and distance measuring (DME). Steamboat Hills at 6.61N miles from
runway.
Limit Mode 2A to 3200 FPM maximum to prevent nuisance warnings for
Also limit mode 4 expansion to 950 ft. maximum above 244 Kts.
- San Diego, Calif. - Localizer back course approach to runway 27.

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Terrain under final approach.
Shift mode 1 envelopes same as Hong Kong.
- Seoul, Korea - VOR DME approach to runway 32. Terrain at 10.28N
miles from runway.
- Zurich, Switzerland 1 - Initial ILS/LOC approach to runway 14.
Terrain peak at 9.83N miles from runway.
Limit mode 2A expansion to 4280 FPM maximum to prevent nuisance
altitude.
- Zurich, Switzerland 2 - ILS approach runway 14. Terrain peak near
outer marker at 4.9N miles from runway .
Limit mode 2A and mode 2B to 2760 FPM maximum to prevent nuisance
altitude.
It should be noted that if any input required for modulation is
invalid, then modulation will not occur and normal GPWC operation
will resume.

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R **ON A/C 001-012, 014-099,
Post SB 34-1042 For A/C 001-012,014-019,

This section describes the five warning modes of the GPWC and describes
the operation of each of the modes. The voice messages are illustrated
for the basic vocabulary, i.e., no audio select program pins connected.

(Ref. Fig. 007A)
(a) The mode 1 provides the pilot with an alert/warning for the high
descent rates into terrain. The pilot also receives a timely
alert for rapidly building sink rates near the runway when
landing. The figure shows the outer and inner boundaries whose
penetrations trigger the alert/warnings.
(b) The outer boundary is a straight line which has an equation of:
H warn (ft.) = - 572 ft. - 0.6035 X Altitude rate.
NOTE : The descent rate is considered negative during the

____
descent. The formulas provide design goals only.
(c) The penetration of this outer boundary will activate the GPWS
legends and produce the voice warning SINK RATE. This will
continue until the boundary penetration is corrected.
(d) Further penetration of the first boundary will reach the inner
boundary where the voice warning will change from SINK RATE to
WHOOP WHOOP PULL UP. This inner boundary is composed of two
straight lines. The equation which describes the lower line is:
H warn (ft) = - 1620 ft. - 1.1133 X Altitude rate.
The equation which describes the upper line is:
H warn (ft) = - 400 ft. - 0.400 X Altitude rate.
(e) Both boundaries are cut off at the top by a radio altitude of
2450 ft. The lower is cut off at 10 ft. A delay equivalent to 0.8
seconds is included in the upper function to minimize the
warnings caused by the momentary boundary penetration.

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(Ref. Fig. 008A)
(a) The mode 2 provides a warning based on the radio altitude between
the aircraft and the ground and on how rapidly the radio altitude
decreases.
The barometric altitude of the aircraft is not important for the
initiation of this warning.
(b) The altitude rate is complemented in the filter to provide lead

information. The increase of the altitude descent rate will tend
to speed up the warning occurrence. The reduction of the altitude
descent rate or the initiation of a climb will tend to delay the
warning occurrence or reduce the time the warning is on.
referred to as mode 2A and mode 2B. The mode 2A is applied when
the landing flaps are not down and the aircraft is not in the
glide slope beam. The mode 2B requires that the landing flaps be
down or that the aircraft be in the glide slope beam within +/- 2
dots of deviation during an ILS approach. The figure shows the
warning boundary for the mode 2A (landing flaps up). The closure
rate is the computed change in the radio altitude between the
aircraft and the ground. It is considered positive when the
altitude decreases.
The lower sloped line has an equation of :
H warn (ft.) = - 1579 ft. + 0.7895 X Closure Rate (FPM).
The upper sloped line has an equation of:
H warn (ft) = 522 ft + 0.1968 X closure rate (FPM).
radio altitude due to a computed maximum closure rate limit of
ft.
The upper boundary is limited at certain airports to reduce the
warning sensitivity and minimize the nuisance warnings.
(e) Upon penetration of the boundary, either on the slope or from the
top, the GPWS legends come on and the voice message is TERRAIN.
If the boundary penetration lasts beyond two TERRAIN messages,
approximately 1.4 seconds, then the warning switches to WHOOP
WHOOP/ PULL UP repeated continuously until the boundary is

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departed. The altitude gain feature is automatically activated.
First the altitude at this instant is sampled and stored. The
GPWS legends remain on and the voice message is TERRAIN. After
three hundred feet of altitude are gained from the stored value,
the GPWS legends and voice stop. If another boundary penetration
occurs during this altitude gain time, and it lasts long enough
to restart the PULL UP warning, 1.4 seconds, then the whole
process begins again with a new reference altitude for the 300
ft. after boundary separation.

the GPWS to Mode 2B. The static boundary for Mode 2B is the same
as the Mode 2A boundary except the upper limit has been lowered
to 789 ft. at a maximum closure rate of 3000 FPM. The lower part
of the Mode 2B boundary is controlled as a function of radio
altitude and altitude rate when flaps are in full landing
configuration.
(g) Mode 2B is also selected when the aircraft is performing an ILS

approach and the glide slope deviation is less than +/- 2 dots.
However, the warning envelope is slightly different from the
flaps down case in that the lower boundary is controlled only as
a function of radio altitude, having a constant lower cutoff of
30 ft. above ground level. When the flaps are selected to landing
configuration in the ILS glide slope beam, the lower boundary is
activated.
(h) When the envelope boundary conditions for Mode 2B are violated,
the GPWS legends come on, and the voice message is repeated until
the boundary is exited. If the gear or the flaps are up, then the
message will be TERRAIN TERRAIN followed by WHOOP WHOOP PULL UP
if the condition persists. If both gear and flaps are in the
landing configuration, the message will be TERRAIN.
(3) Mode 3 - Insufficient climb performance after takeoff

(Ref. Fig. 009A, 010A)
(a) Mode 3 provides a warning for excessive altitude loss after

takeoff.
Mode 3 is based primarily on radio altitude, altitude (IR
inertial altitude, internally computed inertial altitude, or
barometric altitude), and altitude rate (IVS, internally computed
inertial altitude rate, or barometric altitude rate).

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(b) Inertially compensated air data signals are used when possible.
IVS is used when valid data is available and barometric altitude
rate is used only when valid IVS is not available and the
internal computed inertial data is not valid. The Mode 3 warning
envelopes are inhibited close to the ground.
(c) The descent required for a warning varies as a function of flight

profile and time. Once a descent begins during the takeoff phase
of flight, as determined by the polarity of the altitude rate
signal and takeoff/approach mode logic, the GPWC will store the
existing value of altitude. Subsequent samples of altitude,
altitude rate, and radio altitude are examined for warning
conditions. The original stored value of altitude indicating
where the descent began is retained until the aircraft ascends
above the stored altitude value. When the polarity of the
altitude rate signal indicates ascent rather than descent, the
warning is cut off to indicate recovery is being initiated. A
subsequent return to descent prior to regaining the altitude lost
enables the warning. The altitude loss required to resume the
message and legend activation is based on the initially stored
altitude value. In this manner, the possibility of stair stepping
down without Mode 3 warning indication is eliminated.
(d) Mode 3 is biased or desensitized under certain conditions. In the

Mode 3 operation, as more radio altitude and time are accumulated
after departure, the warning envelope is effectively moved to the
right, allowing more altitude loss. This is accomplished using an
integrated function of radio altitude to control the Mode 3 bias
or washout. Greater radio altitude and increasing time will
gradually desensitize the warning criteria. For example, at 400
ft. radio altitude, the altitude loss required for a warning
increases at the rate of 0.4 feet per second.
(e) A delay equivalent to 0.8 second is added to the warning output

to prevent the possibility of nuisance warnings caused by static
pressure disturbances during gear retraction.

(Ref. Fig. 010A)
(a) The mode 4 generates three types of voice warnings based on the
radio altitude, computed airspeed, and aircraft configuration.
The standard upper boundary is at 500 ft. radio altitude. If the
aircraft penetrates this boundary with the landing gear still up,
the voice message will be TOO LOW GEAR. Above 190 Kts airspeed,
the upper boundary increases linearly with airspeed to a maximum
of 1000 ft. radio altitude at 250 Kts or more. Penetrating this

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boundary produces a repetitive TOO LOW TERRAIN message. Other
maximums are used at certain airports to minimize the nuisance
warnings.
The mode 4 maximum altitude is lowered from 1000 to 800 ft. of
radio altitude when an overflight is detected. An overflight can
be detected by sensing the sudden change in radio altitude. The
800 ft. limit is maintained for 60 seconds after an overflight to
insure that a nuisance warning is not issued.
(b) When the landing gear or flaps are lowered, the upper boundary
decreases to 245 ft. To maintain the same airspeed expansion
function up to 1000 ft. nominal at 250 Kts, the lower level
corner is at 159 Kts.
Penetration below 159 Kts results in TOO LOW GEAR messages with
gear up or TOO LOW FLAPS message with gear down and flaps not in
landing configuration, while above 159 Kts the message is TOO LOW
TERRAIN.
(c) The equation for the sloped portion of the warning curve is:
H warn (ft.) = - 1083 ft. + 8.333 X Computed Airspeed (Kts)

(Ref. Fig. 011A)
(a) The mode 5 provides two levels of warning when the aircraft
flight path descends below the glide slope beam on front course
ILS approaches.
The upper limit of 1000 ft. nominal allows the capture of the
beam before enabling this mode. Other upper limits are used at
certain airports to increase the warning envelope. The deviation
boundaries are shown in dots below the beam where one dot equals
0.0875 DDM. The first warning occurs whenever the aircraft is
more than 1.3 dots below the beam. It is called a soft glide
slope warning because the volume level of the GLIDE SLOPE warning
is approximately one half (- 6 db) that of the other warnings.
below 2 dots deviation. It is called loud glide slope because the
volume level is increased to that of the other warnings.

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(c) The repetition rate of the GLIDE SLOPE messages also varies as a
function of radio altitude and glide slope deviation. It is slow
at 1000 ft. and 1.3 dots and speeds up as altitude is lowered or
deviation is increased. Actual time between glide slope messages
is controlled by the equation:
Radio Alt (ft.)

Time = ---------------------- X 0.0067
G/S Deviation (Dots)
descending below 30 ft. Cancel can also be reset by reselecting
the ILS frequency in certain installations.
altitude is shown along with the constant separation 0.7 dots
between the two boundaries. A delay of approximately 0.8 seconds
during a warning condition. The delay shall also turn off the
warning output when two successive samples show a loss of the
enabling logic. The repetition rate of the glide slope message is
controlled by the radio altitude and the glide slope deviation as
shown in the equation above.
(f) The gear-down logic requirement for mode 5 is deleted at certain

airports.
(g) The glide-slope cancel latch will be set by a momentary cancel

command that lasts for at least two successive processor cycles.
Reset of the latch is accomplished by:
1
_ Climb above 1000 ft. radio altitude.
2
_ Descent below 30 ft. radio altitude.
3
_ Change of valid ILS select data.
(h) The reset condition must last for at least two successive
processor cycles. A reset condition will inhibit the set command.
(i) The state of the cancel latch must be retained during loss of
computer power.

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(1) Background
During the past 20 years, experience with GPWS have shown that normal
approaches to certain airports can be incompatible with the normal
warning envelopes and signal filtering.
A number of enhancements to the envelopes and filters have been
developed during this time in an attempt to accommodate these few
airports, without compromising the overall GPWS effectiveness for all
the other normal airport approaches. However, there remain a
limited number of cases which are still not satisfactory despite
these efforts.
All of the noticeable cases have been due to nuisance warnings for
approaches and departures at particular airports. The majority of
nuisance warnings involves mode 2 closure rate due to terrain under
the approach path or rising terrain just before the runway threshold.
Others involve mode 4 terrain clearance warnings during initial
approach. A few mode 1 warnings are the results of steeper than
normal approaches over terrain which slopes down to the runway at
some airports.
A different type of case is the inadequate warning protection during
ILS approaches when the upper limit of mode 5 is 1000 ft. radio
altitude. There are airports located at a significantly higher
altitude than the surrounding terrain. In some instances this
difference is over 1000 ft., thus requiring the aircraft to be below
the runway elevation before a mode 5 warning is possible during most
of the approach.
few special cases without compromising the GPWC at all other
airports.
the approach to or departure from one of these airports, it is also
important to verify the aircraft is at a reasonable altitude before
desensitizing any warning criteria. If the aircraft is already low,
further warning reduction is not desirable.
(2) Functional description - A reasonable altitude is verified in one of

two ways.
- for the ILS approaches, the glide slope deviation is used to verify
a normal approach,
- when the ILS information is not available, terrain and altitude
matching is used to verify a normal approach.

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- latitude position from the FMGC or the ADIRU
- longitude position from the FMGC or the ADIRU
- glide slope deviation from the ILS
- localizer deviation from the ILS
- aircraft magnetic track angle from the FMGC or the ADIRU
- runway course from the ILS
- corrected barometric altitude from the ADIRU
field elevation.
- radio altitude.
is not required until the aircraft approaches one of the airports.
Then the other data inputs are checked for a normal approach before
any warning envelopes are modulated.
because these data were corrected for the normal drift of the ADIRU
basic latitude and longitude data. If the FMGC data are invalid, or
missing, then the GPWC will automatically switch back to the ADIRU
data.

envelope modulation required for the airport approaches causing
problems for the GPWC.
- bias the mode 1 warning boundaries for SINK RATE and PULL UP to the
right to allow greater altitude descent rate before a warning is
generated.
(Ref. Fig. 007A)
- lower the maximum upper limit for mode 2A and mode 2B.
This limits the maximum radio altitude, or the minimum terrain
clearance required to generate a warning.
(Ref. Fig. 008A)
- lower the maximum upper limit for mode 4 to allow less minimum
terrain clearance before a warning is generated.
(Ref. Fig. 010A)
- expand the maximum mode 5 radio altitude level where a warning can
begin. This will allow GLIDE SLOPE warnings for higher radio
altitudes. The gear down requirement is also removed during warning
expansion, to allow gear up warnings.
(4) List of envelope modulation airports

The following list represents the status of airports with Envelope
Modulations. The majority of the identified areas require Mode 2A
envelope modulations.

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(a) EUROPE
ALICANTE SPAIN ILS RWY 11
GENEVA SWITZERLAND ILS RWY 05
NURNBERG GERMANY R.V. TO ILS OR NDB RWY 28
TENERIFE CANARY IS. ILS RWY 30
(b) NORTH AMERICA

NORTH BAY ONTARIO I.A. TO VOR DME YYB
ONTARIO CA VOR RWY 26R
RENO NV LOC DME B/C-B
SAN DIEGO CA LOC DME B/C RWY 27
(c) SOUTH AMERICA

CUENCA EQUADOR ILS/DME RWY 23
QUITO EQUADOR DEP RWY 17/ILS RWY 35
(d) FAR EAST

HONG KONG (A) B.C.C. IGS/NDB RWY 13
KAGOSHIMA JAPAN ILS RWY 34
SEOUL S. KOREA I.A. VOR DME RWY 32
(e) PACIFIC
AGANA NAS (A) GUAM IS. ILS RWY 6L
AGANA NAS (B+C) GUAM IS. ILS RWY 6L
HIROSHIMA JAPAN I.A. NDB LOC RWY 4
TAIPEI TAIWAN ILS-1 RWY 10
R **ON A/C 001-012, 014-099,
D. Warning Generation and Inhibition
**ON A/C 001-012, 014-019,
(Ref. Fig. 012)
R **ON A/C 001-012, 014-099,
Post SB 34-1042 For A/C 001-012,014-019,
(Ref. Fig. 012A)

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GPWC - Generation and Inhibition
Figure 012

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GPWC - Generation and Inhibition
Figure 012A

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R **ON A/C 001-012, 014-099,
Warning triggers from modes 1 thru 5 computations are applied to the

voice warning circuits. The outputs from these are processed by an
isolation transformer and audio amplifier to provide an 8-ohm impedance
output at Captain and First Officer loud speakers. Should triggers from
two or more modes be present, the highest priority trigger is accepted
and the associated aural warning is produced as defined by the audio
program discrete. Aural warnings and their priority rate are as follows :
PRIORITY TRIGGER WARNING MODE
1 No warn - -
2 Pull-up WHOOP WHOOP, PULL UP 1, 2
3 Terrain TERRAIN 2
4 Too low TOO LOW 3
5 Too low terrain TOO LOW TERRAIN 4
6 Too low gear TOO LOW GEAR 4
7 Too low flaps TOO LOW FLAPS 4
8 N/A N/A N/A
9 Sink rate SINK RATE 1
10 Dont sink gear DONT SINK GEAR 3
11 Dont sink DONT SINK 3
12 Glide slope GLIDE SLOPE 5
The voice warning circuits also contain logic elements which ensure that:
- only one message at a time is output.
- higher priority messages interrupt lower priority messages.
- a triggered message is completed even when warning condition ceases.
- a 0.75 s pause exists between warning messages.
The voice warning circuits are inhibited by the priority 1 input (no
warn). The priority 1 input is present if the internally generated master
valid signal is lost or the momentary audio suppress discrete is present.
Should the master valid signal be recovered or the momentary audio
suppress discrete be removed, the priority 1 input is cancelled and the
previous warning will return (providing the associated warning envelope
is still penetrated).
Mode 5 GLIDE SLOPE warnings can only be cancelled by pressing the G/S
MODE pushbutton switch on the overhead panel 21VU.
E. GPWC Maintenance Output

(Ref. Fig. 013)
A maintenance output signal (label 270 octal) is provided by the ARINC
429 transmitter. The transmitter converts the microprocessor parallel
data to standard serial data for the DMU of the AIDS.

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GPWC - Warning Mode and Maintenance Word Format
Figure 013

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7. ____
Test
The GPWC interruptive self-test facility provides the following test modes:
- airborne self-test
- ground self-test
- ground vocabulary test
- status/history test.
A. Airborne Self-test
(1) The airborne self-test is enabled when the following conditions are
met:
- radio altitude input is greater than 1000 ft. and valid and
airspeed is greater than 90 Kts
- the GPWS/G/S pushbutton switch has been pressed.
(2) With no system faults present, the GPWC generates the following
warning sequence:
(a) A single soft GLIDE SLOPE aural warning is broadcast.
(b) A single WHOOP WHOOP PULL UP aural warning is broadcast.
B. Ground Self-Test
(1) 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 by pressing
and holding the GPWS/G/S pushbutton switch for 0.5 seconds.
NOTE : Holding the switch pressed either continuously or during the

____
PULL UP sequence of the ground test will initiate the
vocabulary test.
(2) Upon initiation of the test, providing there are no faults 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:
- processor instruction set
- program memory contents
- voice memory contents.
The internal clock must not exceed four seconds.

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**ON A/C 001-012, 014-019,
C. Ground Vocabulary Test

The ground vocabulary test is initiated by pressing the GPWS/G/S
pushbutton switch continuously or during the PULL UP portion of the
ground test.
The test requires a radio altitude input of less than 30 ft. and a
landing gear downlocked input.
NOTE : Fault to observe the above procedure will initiate the ground
____
self-test.
The test sequence is as follows:
(1) Verify that the system status is correct for ground test (radio
altitude < 30 ft., landing gear downlocked).
(2) Carry out internal tests as detailed in ground self-test.
(3) Carry out GPWC ground self-test output sequence.
(4) Generate all aural warnings in the following sequence :

ORDER TRIGGER WARNING
1 Sink rate SINK RATE
2 Pull up WHOOP WHOOP PULL UP
3 Terrain TERRAIN
5 Dont sink gear DONT SINK GEAR
6 Dont sink DONT SINK
7 Too low TOO LOW
8 Too low gear TOO LOW GEAR
9 Too low flaps TOO LOW FLAPS
10 Too low terrain TOO LOW TERRAIN
11 Glide slope GLIDE SLOPE
12 Minimums MINIMUMS
D. Status History Test

(Ref. Fig. 014)
(1) The test is controlled by the STATUS/HISTORY switch on the GPWC and
the results are depicted on an 8-character BITE display also located
on the face of the GPWC. The STATUS test is initiated by momentarily
selecting PRESENT STATUS, and the HISTORY test by momentarily
selecting FLIGHT HISTORY with the STATUS/HISTORY switch.

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Status/History Test Readouts
Figure 014

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The STATUS test will depict the state of the latest flight
information and the HISTORY test will depict the relevant information
pertaining to the last ten flights. Both tests commence with ALL
SEGMENTS TEST and terminate with END TEST messages.
Computer faults are indicated by the message GPWC FAILED or FLT HIST
INVALID. All other fault messages indicate an incorrect input
condition.
(2) The desired information is read from memory and converted to

alphanumeric data for presentation on the BITE display. Messages are
presented using the following 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
(3) Examples of the STATUS test vocabulary are:

GPWS OF GEAR INVALID GPWC FAILED

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(4) Examples of the HISTORY test vocabulary are:
RADIO BARORATE ILS DATA
ALTIMETR INVALID INACTIVE
INACTIVE FLIGHT-2 FLIGHT-3
FLIGHT-1 FLIGHT-4
FLAPS PREVIOUS
INVALID TEN
FLIGHT-8 FLIGHTS
OK
(5) No aural warnings are broadcast during either test.
(6) In the event of a long history test message readout, the test can be
terminated by setting the STATUS/HISTORY switch to the PRESENT STATUS
position 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.
(7) Neither the flight history nor the present status test sequences will
activate the cockpit voice outputs.
E. Fault Messages
The following fault messages, together with their possible causes, may be
displayed during present status or flight history tests:
-------------------------------------------------------------------------------
| MESSAGE | POSSIBLE CAUSE |
|-------------|---------------------------------------------------------------|
| NO DISPLAY | (a)Loss of GPWC power, 115VAC, 400 Hz. |
| | (b)Internal GPWC fault. |
| | |
| GPWS OK | (a)All inputs valid. |
| | |
| GPWC FAILED | (a)Internal GPWC fault. |
| | |
| RADIO | (a)Loss of all data on radio altimeter bus inputs for 110 ms |
| ALTIMETR | minimum. |
| INACTIVE | (b)Open circuit or short to ground on one input wire for |
| | 110 ms minimum. |
| | |
| RADIO | (a)Loss of binary (BNR) label 164 (bus active). |
| ALTIMETR | (b)Even parity data. |
| INVALID | (c)Fault warning code (Bits 30 and 31 = 0). |
| | (d)No Computed Data (NCD) code below 2500 ft. (Bit 30 = 1, |
| | Bit 31 = 0). Any above for 160 ms minimum. |
| | |
| FMC DATA | (a)Similar to radio altimeter inactive for FMGC data bus: |

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-------------------------------------------------------------------------------
|-------------|---------------------------------------------------------------|
| INACTIVE | no data, open or short circuit. |
| | |
| AIR DATA | (a)Similar to radio altimeter inactive for air data bus: |
| INACTIVE | no data, open or short circuit. |
| | |
| BARORATE | (a)Loss of BNR label 212 (bus active). |
| INVALID | (b)Even parity data. |
| | (c)Fault warning code (Bits 30 and 31 = 0) except for |
| | seven seconds maximum during air data functional test. |
| | |
| ALTITUDE | (a)Similar to Barorate invalid except for BNR label 203. |
| INVALID | |
| | |
| CORRECTED | (a)Similar to Barorate invalid except for BNR label 204. |
| ALTITUDE | |
| INVALID | |
| | |
| AIRSPEED | (a)Loss of BNR label 206 (bus active). |
| | seven seconds maximum during air data functional test. |
| | Any above for 393 ms minimum. |
| | NOTE : NCD state (Bit 30 = 1, Bit 31 = 0 |
| | Normal - no message). |
| | |
| ILS DATA | (a)Similar to radio altimeter inactive for ILS bus; no |
| INACTIVE | data, open or short circuit, except for 106 ms minimum. |
| | |
| GLIDE SLOPE | (a)Loss of BNR label 174 (bus active). |
| | four seconds maximum during ILS functional test. |
| | (d)NCD (Bit 30 = 1, Bit 31 = 0 - normal no message). |
| | |
| LOCALIZR | (a)Similar to glide slope invalid except for BNR label 173. |
| INVALID | |
| | |
| RUNWAY | (a)Loss of BCD label 017 (bus active). |
| COURSE | (b)NCD - Any value (Bit 30 =1, Bit 31 = 0). Either above |
| INVALID | for 1044 ms minimum. |
| | |
| IRS DATA | (a)Similar to radio altimeter for IRS bus : no data, open |
| INACTIVE | or short circuit. |

EFF :

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-------------------------------------------------------------------------------
|-------------|---------------------------------------------------------------|
| | |
| MAGNETIC | (a)Loss of BCD label 014 (bus active) for 1573 ms minimum. |
| HEADING | (b)NCD (Bit 30 = 1, Bit 31 = 0) - normal no message. |
| INVALID | |
| | |
| LATITUDE | (a)Loss of BNR label 310 (bus active). |
| | (c)Fault warning code (Bits 30 and 31 = 0). |
| | (d)NCD state (Bit 30 = 1, Bit 31 = 0) |
| | Normal - no message. |
| | |
| LONGITUD | (a)Similar to latitude invalid except for BNR label 311. |
| INVALID | |
| | |
| GLIDE SLOPE | (a)Continuous cancel for greater than 15 s with aircraft |
| CANCEL | on the ground. |
| INVALID | |
| | |
| AUDIO | (a)Continuous cancel for greater than 10 s. GPWS FAULT |
| CANCEL | lamp comes on if aircraft is on the ground. |
| INVALID | |
| | |
| EXTERNAL | (a)All modes inhibit activated by stall warning. Present |
| GPWC | status only, no flight history. Includes GPWC to OFF. |
| INHIBIT | |
| | |
| GEAR | (a)Gear discrete down above 65 ft. radio altitude and above |
| INVALID | 350 Kts airspeed for greater than 696 ms. |
| | NOTE : Above fault in flight will inhibit self-test and |
| | turn on FAULT legend of P/BSW 9WZ when aircraft |
| | lands. Reactivation of normal self-test and FAULT |
| | legend of SYS P/BSW 9WZ light off will occur |
| | after flight history is read out or aircraft |
| | takes off on new flight. |
| | (b)Gear discrete up below 10 ft. radio altitude for greater |
| | than 696 ms. Present status only, no flight history. |
| | |
| FLAPS | (a)Landing flap discrete down above 65 ft. radio altitude |
| INVALID | and above 350 Kts airspeed for greater than 696 ms. |
| | Includes override on. |
| | (b)Landing flap discrete up between 100 and 50 ft. on |
| | approach resulting in flap warning. |
| | NOTE : Same as gear invalid. |

EFF :

001-012, 014-019, 34-48-00

Page 75
Config-1 May 01/02

IAC
-------------------------------------------------------------------------------
|-------------|---------------------------------------------------------------|
| | |
| AUDIO | (a)More than one vocabulary select program pin activated at |
| SELECT | the same time. |
| INVALID | |
| | |
| FLT HIST | (a)Flight history data invalid. Data do not match checksum. |
| INVALID | GPWC at fault. |
-------------------------------------------------------------------------------
The following faults can only occur during functional testing of the GPWC
at a repair facility using the GPWS test set.
-------------------------------------------------------------------------------
|-------------|---------------------------------------------------------------|
| IN TEST | (a)Internally controlled test sequence is in progress. |
| | |
| PROCESSR | (a)A fault has been detected in the processor circuit |
| ASSEMBLY | board assembly during sequential testing (APT). |
| FAILED | |
| | |
| INPUT | (a)A fault has been detected in the input output circuit |
| OUTPUT | board assembly during sequential testing (ATP). |
| ASSEMBLY | |
| FAILED | |
-------------------------------------------------------------------------------
(1) Not Applicable
**ON A/C 020-099,
C. 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.
NOTE : Fault to observe the above procedure will initiate the ground self
____
test.
The test sequence is as follows:
(1) Verify that the system status is correct for the ground test (radio
altitude < 5 ft., computed airspeed below 60 kts).

EFF :

ALL 34-48-00

Page 76
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IAC
(2) Carry out the internal tests as detailed in the ground self-test.
(3) Carry out the output sequence of the ground self-test of the GPWC.
(4) Generate all aural warnings in this sequence:
ORDER TRIGGER WARNING

1 Sink rate SINK RATE
3 Terrain TERRAIN
5 Dont sink DONT SINK
7 Too low gear TOO LOW GEAR
8 Too low flaps TOO LOW FLAPS
10 Glide slope GLIDE SLOPE
11 Minimums MINIMUMS MINIMUMS
D. Status History Test

(Ref. Fig. 014)
(1) The test is controlled by the STATUS/HISTORY switch on the GPWC. The
results are depicted 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 HISTORY
test is initiated if you momentarily select FLIGHT HISTORY with the
STATUS/HISTORY switch.
The STATUS test will depict the status of the latest flight
information. 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 faults are indicated by the message GPWC FAILED or FLT
HIST INVALID. All other fault messages indicate an incorrect input
condition.
(2) 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:

EFF :

020-099, 34-48-00

Page 77
Config-1 May 01/02

IAC
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
(3) Examples of the STATUS test vocabulary are:
GPWS OF GEAR INVALID GPWC FAILED

EFF :

020-099, 34-48-00

Page 78
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IAC
(4) Examples of the HISTORY test vocabulary are:
RADIO BARORATE ILS DATA

ALTIMETR INVALID INACTIVE
INACTIVE FLIGHT-2 FLIGHT-3
FLIGHT-1 FLIGHT-4
FLAPS PREVIOUS
INVALID TEN
FLIGHT-8 FLIGHTS
- OK
(5) No aural warnings are broadcast during either test.
(6) 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.
(7) The sequences of the flight history test and those of the present
status test will not activate the cockpit voice outputs.
E. CFDS Interface

and identifies faults related to the GPWS. The BITE of the GPWC is
The BITE:
- transmits permanently GPWS status and its identification message to
the CFDIU
- memorizes the faults which occurred during the last 63 flight
segments
- monitors data inputs from the various peripherals (FMGC, RA
transceiver, ILS receiver, ADIRU, SFCC, LGCIU, ECAM control panel
and CFDIU)
- transmits to the CFDIU the result of the tests performed
- the normal mode
- the menu mode.
(a) Normal mode

During the normal mode, the BITE monitors cyclically the status
of the GPWS. It transmits its information to the CFDIU during the
concerned flight.

EFF :

020-099, 34-48-00

Page 79
Config-1 May 01/02

IAC
the fault memories.
(b) Menu mode

This mode enables communication between the CFDIU and the GPWC
The GPWS menu mode is composed of:
- LAST LEG REPORT
- GROUND SCANNING
- CLASS 3 FAULTS
- TEST
- GROUND REPORT.
(Ref. Fig. 015, 016, 017)
R **ON A/C 001-012, 014-019,
R Post SB 34-1042 For A/C 001-012,014-019,
R C. Ground Vocabulary Test

R The ground vocabulary test is initiated if you press the GPWS/G/S
R pushbutton switch continuously or during the PULL UP portion of the
R ground test.
R NOTE : Fault to observe the above procedure will initiate the ground self
____
R test.
R The test sequence is as follows:
R (1) Verify that the system status is correct for the ground test (radio
R altitude < 5 ft., computed airspeed below 60 kts).
R (2) Carry out the internal tests as detailed in the ground self-test.
R (3) Carry out the output sequence of the ground self-test of the GPWC.
R (4) Generate all aural warnings in this sequence:

R

EFF :

ALL 34-48-00

Page 80
Config-1 May 01/02

IAC
Maintenance Test Procedure - Sub-Menu Function 1/3
Figure 015

R

EFF :

001-012, 014-099, 34-48-00

Page 81
Config-1 May 01/06

IAC
Figure 016

R

EFF :

001-012, 014-099, 34-48-00

Page 82
Config-1 May 01/06

IAC
Figure 017

R

EFF :

001-012, 014-099, 34-48-00

Page 83
Config-1 May 01/06

IAC
R ORDER TRIGGER WARNING
R 1 Sink rate SINK RATE
R 2 Pull up WHOOP WHOOP PULL UP
R 3 Terrain TERRAIN
R 4 Pull up WHOOP WHOOP PULL UP
R 5 Dont sink DONT SINK
R 6 Too low terrain TOO LOW TERRAIN
R 7 Too low gear TOO LOW GEAR
R 8 Too low flaps TOO LOW FLAPS
R 9 Too low terrain TOO LOW TERRAIN
R 10 Glide slope GLIDE SLOPE
R 11 Minimums MINIMUMS MINIMUMS
R D. Status History Test

R (Ref. Fig. 014)
R (1) The test is controlled by the STATUS/HISTORY switch on the GPWC. The
R results are depicted on an 8-character BITE display also located on
R the face of the GPWC. The STATUS test is initiated if you momentarily
R select PRESENT STATUS with the STATUS/HISTORY switch. The HISTORY
R test is initiated if you momentarily select FLIGHT HISTORY with the
R STATUS/HISTORY switch.
R The STATUS test will depict the status of the latest flight
R information. The HISTORY test will depict the information related to
R the last ten flights. Both tests commence with ALL SEGMENTS TEST and
R terminate with END TEST messages.
R The computer faults are indicated by the message GPWC FAILED or FLT
R HIST INVALID. All other fault messages indicate an incorrect input
R condition.
R (2) The desired information is read from memory and converted to

R alphanumeric data for presentation on the BITE display. Messages are
R presented by means of this vocabulary:
R

EFF :

001-012, 014-019, 34-48-00

Page 84
Config-1 May 01/02

IAC
R IN TEST INVALID LAMPTEST
R END TEST INACTIVE AUDIO
R GPWS OK INHIBIT SELECT
R GPWC PREVIOUS FLIGHT-0
R RADIO TEN FLIGHT-1
R ALTIMETR FLIGHTS FLIGHT-2
R BARORATE OK FLIGHT-3
R AIRSPEED FAILED FLIGHT-4
R ALTITUDE AIR DATA FLIGHT-5
R GLIDE ILS DATA FLIGHT-6
R SLOPE IRS DATA FLIGHT-7
R CANCEL EXTERNAL FLIGHT-8
R COURSE FLT HIST FLIGHT-9
R GEAR INPUT CORRECTD
R RUNWAY PROCESSR LOCALIZR
R HEADING OUTPUT LATITUDE
R FLAPS ASSEMBLY LONGITUD
R (3) Examples of the STATUS test vocabulary are:

R
R GPWS OK GEAR INVALID GPWC FAILED

EFF :

001-012, 014-019, 34-48-00

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IAC
R (4) Examples of the HISTORY test vocabulary are:
R
R RADIO BARORATE ILS DATA
R ALTIMETR INVALID INACTIVE
R INACTIVE FLIGHT-2 FLIGHT-3
R FLIGHT-1 FLIGHT-4
R FLAPS PREVIOUS
R INVALID TEN
R FLIGHT-8 FLIGHTS
R - OK
R (5) No aural warnings are broadcast during either test.
R (6) If the history test message you read is too long, you can stop the
R test. To do this, you must set the STATUS/HISTORY switch to PRESENT
R STATUS until the BITE display is blank. The display will then show
R CANCEL followed by END TEST. This operation will have no adverse
R effect on the data held in the flight history memory.
R (7) The sequences of the flight history test and those of the present
R status test will not activate the cockpit voice outputs.
R E. CFDS Interface
R (1) BITE description

R The BITE facilitates maintenance on in-service aircraft. It detects
R and identifies faults related to the GPWS. The BITE of the GPWC is
R connected to the CFDIU.
R The BITE:
R - transmits permanently GPWS status and its identification message to
R the CFDIU
R - memorizes the faults which occurred during the last 63 flight
R segments
R - monitors data inputs from the various peripherals (FMGC, RA
R transceiver, ILS receiver, ADIRU, SFCC, LGCIU, ECAM control panel
R and CFDIU)
R - transmits to the CFDIU the result of the tests performed
R - can communicate with the CFDIU through the menus.
R The BITE can operate in two modes:
R - the normal mode
R - the menu mode.
R (a) Normal mode

R During the normal mode, the BITE monitors cyclically the status
R of the GPWS. It transmits its information to the CFDIU during the
R concerned flight.

EFF :

001-012, 014-019, 34-48-00

Page 86
Config-1 May 01/02

IAC
the fault memories.
(b) Menu mode

This mode enables communication between the CFDIU and the GPWC
The GPWS menu mode is composed of:
- LAST LEG REPORT
- GROUND SCANNING
- CLASS 3 FAULTS
- TEST
- GROUND REPORT.
(Ref. Fig. 015, 016, 017)
R **ON A/C 001-012, 014-099,
F. Power-up Tests Initialization and Cockpit Repercussions


- Duration: 20 s.
- none

- Tests pass:
- none
- Tests failed:
- GPWS panel:
FAULT legend of SYS P/BSW on
- MASTER CAUT light on and single chime
- ECAM warning:
NAV GPWS FAULT

R

EFF :

001-012, 014-099, 34-48-00

Page 87
Config-1 May 01/06

IAC
- ECAM STATUS:
GPWS INOP

R

EFF :

001-012, 014-099, 34-48-00

Page 88
Config-1 May 01/06

IAC
R **ON A/C 001-012, 014-099, 101-199, 902-999,
Post SB 34-1189 For A/C 001-012,014-099,
ENHANCED GROUND PROXIMITY WARNING SYSTEM (GPWS) - DESCRIPTION AND OPERATION

___________________________________________________________________________
1. General
_______
R **ON A/C 101-199, 902-999,
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.
parameters as inputs, applying alerting algorithms, and providing the flight
crew with aural alert messages and visual annunciations and displays in the
event that the boundaries of any alerting envelope are exceeded.
The Enhanced GPWC, will be able to use preferably GPS position when
available on board and to activate peaks and/or obstacle functions with
EFIS/EIS1/EIS2 display.
Two architectures will be available to receive GPS data. The first one using
the ADIRS connection as GPS data are transmitted via the IRS bus, and the
second one will be a direct connection between Enhanced GPWS and GPS sensor
(MMR or GPSSU) if ADIRS is not able to transmit GPS data.
NOTE : Enhanced GPWS will then use preferably GPS and corrected IRS latitude
____
and longitude data as valid position source, if these position are
downgraded, then FMS position will be used.
Enhanced features have been added to existing basic Ground Proximity Warning
Modes 1 to 5 which are the backbone of the system. The primary design
objective has been to maintain the integrity of these modes independent of
the other functions. For example, loss of the Terrain Awareness Display
(TAD) function does not affect the operation of the basic GPWS modes. Also,
loss of basic GPWS modes does not affect TAD function.
The following illustration provides an overall system block diagram.
(Ref. Fig. 001)

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 1
Config-2 May 01/07

IAC
Enhanced GPWS - Enhanced Ground Proximity Warning System
Figure 001

R

EFF :

101-199, 902-999, 34-48-00

Page 2
Config-2 May 01/07

IAC
**ON A/C 001-012, 014-099,
(Ref. Fig. 001A)

to the terrain.
Modes 1 to 5 which are the backbone of the system.
R **ON A/C 101-199, 902-999,
Several main alerting functional areas are integrated into the Enhanced
GPWC, which is a single Line Replaceable Unit (LRU). Except for basic GPWS,
each function is pin selectable.
The functional areas are:
- basic Ground Proximity Warning System (GPWS) (Modes 1 to 5),
- Terrain Clearance Floor function (TCF),
- Terrain Awareness and Display (TAD) function.
- peaks function,
- obstacle function.
**ON A/C 001-012, 014-099,
R **ON A/C 001-012, 014-099, 101-199, 902-999,
A. Basic GPWS Modes

The basic GPWS modes generate aural and visual warnings if the aircraft
Mode 1 - Excessive rate of descent.
Mode 2 - Excessive closure rate with terrain.
Mode 3 - Descent after takeoff and minimum terrain clearance.

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 3
Config-2 May 01/07

IAC
R Figure 001A

EFF :

001-012, 014-099, 34-48-00

Page 4
Config-2 Feb 01/07

IAC
Mode 4 - Unsafe terrain clearance.
B. Enhanced Features
The Enhanced GPWC includes enhanced features which complete the basic
GPWS modes.
(1) Terrain Clearance Floor (TCF) function

The Terrain Clearance Floor (TCF) function adds an additional element
of protection to the basic GPWS modes. It creates an increasing
terrain clearance envelope around the intended airport runway
directly related to the distance from the runway. TCF alerts are
based on current aircraft location, nearest runway center point
position and radio altitude. TCF is active during takeoff, cruise and
final approach. This alert mode complements existing Mode 4
protection by providing an alert based on insufficient terrain
clearance even when in landing configuration. TCF function generates
aural and visual alert.
(2) Terrain Awareness alerting and Display (TAD) function

A major new feature of the Enhanced GPWS is the incorporation of the
terrain awareness alerting and display functions. These functions use
aircraft geographic position, aircraft altitude and a terrain data
base to predict potential conflicts between the aircraft flight path
and the terrain, and to provide graphic displays of the conflicting
terrain, as illustrated by the block diagram.
(Ref. Fig. 002)
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.
**ON A/C 101-199, 902-999,
(3) Geometric altitude

The geometric altitude is a computed aircraft altitude designed to
help ensure optimal operation of the EGPWS TAD function through all
phases of flight and atmospheric conditions. Geometric altitude uses
an improved pressure altitude calculation, GPS altitude, radio
altitude, and terrain and runway elevation data to reduce or
eliminate errors potentially induced in corrected barometric altitude
by temperature extremes, non standard altitude conditions and,
altimeters miss-sets.

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 5
Config-2 Feb 01/08
R
IAC
Enhanced GPWS - Terrain Awareness Functions
Figure 002

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 6
Config-2 May 01/07

IAC
R (4) GPS position
When available on board, EGPWS will use preferably GPS, then IRS
latitude and longitude data as valid position source and, if these
positions are downgraded, then FMS position will be used.
When EGPWS is pin programmed to use GPS position, then geometric
altitude is also activated.
**ON A/C 001-012, 014-099, 101-199, 902-999,
2. __________________
Component Location
**ON A/C 101-199, 902-999,
(Ref. Fig. 003, 004)
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
1WZ GPWC 88VU 128 824 34-48-34
4WZ P/BSW-PULL UP/GPWS 500VU 212 831 34-48-00
7WZ P/BSW-GPWS/FLAP MODE 21VU 211 831 34-48-00
11WZ P/BSW-GPWS/G/S MODE 21VU 211 831 34-48-00
13WZ P/BSW-GPWS/LDG FLAP 3 21VU 211 831 34-48-00
32WZ RELAY-TERRAIN/WEATHER RADAR 1 DATA 187VU 127 824 34-48-00
SWITCHING, F/O
SWITCHING, CAPT
34WZ RELAY-WEATHER RADAR 2 DATA CUTOFF, 188VU 128 824 34-48-00
F/O
CAPT

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 7
Config-2 Aug 01/07

IAC
Enhanced GPWS - Component Location 1/2
Figure 003

R

EFF :

101-199, 902-999, 34-48-00

Page 8
Config-2 May 01/07

IAC
R Figure 003A

EFF :

001-012, 014-099, 34-48-00

Page 9
Config-2 Feb 01/07

IAC
Figure 004

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 10
Config-2 May 01/07

IAC
**ON A/C 001-012, 014-099,
(Ref. Fig. 003A, 004)
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
1WZ GPWC 88VU 128 824 34-48-34
4WZ P/BSW-GPWS/G/S 500VU 212 831 34-48-00
5WZ P/BSW-GPWS/G/S 301VU 211 831 34-48-00
SWITCHING, F/O
SWITCHING, CAPT
F/O
CAPT
R **ON A/C 001-012, 014-099, 101-199, 902-999,
3. __________________
System Description
A. General
The Enhanced GPWS monitors data inputs from the navigation sensors. This
information is used to provide suitable aural and visual warnings to
alert the crew of a hazardous situation with respect to the terrain.
B. Warnings
Warnings are generated by the Enhanced GPWC which is installed on the
shelf 88VU, in the aft electronics rack 80VU.

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 11
Config-2 May 01/07

IAC
R **ON A/C 101-199, 902-999,

(Ref. Fig. 005)
The Enhanced GPWC receives serial digital data inputs from:
- radio altimeter transceiver 1 (radio altitude),
- Air Data/Inertial Reference Unit 1 (ADIRU),
* ADR portion (SAT, barometric altitude, barometric altitude rate,
computed airspeed),
* IR portion (latitude, longitude, magnetic heading, GPS parameters if
ADIRU is in hybrid configuration),
- Multi-Mode Receiver 1 (MMR) (glide slope deviation, localizer
deviation, selected runway heading and GPS parameters if ADIRU is in
autonomous configuration),
track, navigation modes),
- Centralized Fault Display Interface Unit (CFDIU) (command word, date,
flight number, UTC),
- Flight Control Unit (FCU) 1 and 2 (CAPT and F/O ranges),
- Weather Radar 1 and 2 (hazard busses).
**ON A/C 001-012, 014-099,

(Ref. Fig. 005A)
- ADR portion (barometric altitude, barometric altitude rate, computed
airspeed),
- IR portion (latitude, longitude, magnetic heading),
- ILS receiver 1 (glide slope deviation, localizer deviation, selected
runway heading),

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 12
Config-2 May 01/07

IAC
Enhanced GPWC - Inputs and Outputs (Buses)
Figure 005

R

EFF :

101-199, 902-999, 34-48-00

Page 13
Config-2 May 01/07

IAC
R Figure 005A

EFF :

001-012, 014-099, 34-48-00

Page 14
Config-2 Feb 01/07

IAC
R **ON A/C 101-199, 902-999,

(Ref. Fig. 006)
- Slat Flap Control Computer 1 (SFCC) (3 and FULL flap position),
- Flight Warning Computer 1 and 2 (FWC) (all audio inhibition),
retracted or extended),
- ECAM control panel (audio suppression),
legend on), overrides a flap abnormal condition input,
on), inhibits Modes 1 to 5 warnings,
- GPWS/G/S MODE pushbutton switch which, when pressed (in) (white OFF
legend on), overrides the glide slope mode,
- PULL UP/GPWS pushbutton switch which, when pressed (in), enables the
Enhanced GPWC to perform test,
on), inhibits TAD and TCF functions,
- TERR ON ND (CAPT or F/O) pushbutton switches allow the crew to select
or deselect terrain display on NDs,
- Weather Radar control unit,
- Weather Radar with Predictive Windshear System (WR/PWS), inhibition of
Enhanced GPWS aural and/or visual alerts each time there are PWS aural
and/or visual alerts.
**ON A/C 001-012, 014-099,

(Ref. Fig. 006A)
- GPWS/G/S pushbutton switch which, when pressed (in), enables the

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 15
Config-2 May 01/07

IAC
Enhanced GPWC - Inputs (Discretes)
Figure 006

R

EFF :

101-199, 902-999, 34-48-00

Page 16
Config-2 May 01/07

IAC
R Figure 006A

EFF :

001-012, 014-099, 34-48-00

Page 17
Config-2 Feb 01/07

IAC
- Weather Radar control unit.
R **ON A/C 101-199, 902-999,
E. Warning Outputs
(Ref. Fig. 007)
- two discrete outputs from the Enhanced GPWC control the PULL UP/GPWS
pushbutton switches located on Captain and First Officer main
instrument panels.
Each pushbutton switch is a momentary-action pushbutton switch with an
illuminated split legend cap. The upper legend identified PULL UP,
controlled by the first output, comes on red when a ground proximity
warning message including PULL UP is generated by the Enhanced GPWC.
The lower legend identified GPWS, controlled by the second output,
comes on amber when a glide slope (Mode 5) caution alert is generated
by the Enhanced GPWC.
warning, if in progress, or to initiate an Enhanced GPWS self-test.
- both discrete outputs are also used to inhibit TCAS and automatic call
out when the PULL UP or GPWS warnings are in progress.
Recorder (DFDR).
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
GPWS ALERT GND/OC FWCs GND = VALID
PULL UP LEGEND GND/OC FWCs GND = VALID
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
E. Warning Outputs
(Ref. Fig. 007A)
- two discrete outputs from the Enhanced GPWC control the GPWS/G/S
instrument panels.
illuminated split legend cap.

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 18
Config-2 May 01/07

IAC
Enhanced GPWC - Outputs
Figure 007

R

EFF :

101-199, 902-999, 34-48-00

Page 19
Config-2 May 01/07

IAC
R Figure 007A

EFF :

001-012, 014-099, 34-48-00

Page 20
Config-2 Feb 01/07

IAC
The upper legend identified GPWS, controlled by the first output, comes
on red when a ground proximity warning is generated by the Enhanced
GPWC for Modes 1 to 4 or TAD and TCF warnings.
The lower legend identified G/S, controlled by the second output, comes
on amber when a glide slope (Mode 5) caution alert is generated by the
Enhanced GPWC.
warning, if in progress, or to initiate an Enhanced GPWS self-test.
- both discrete outputs are also used to inhibit automatic call out when
the GPWS or G/S warnings are in progress.
Recorder (DFDR).
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
G/S VISUAL ALERT GND/OC FWCs GND = VALID
GPWS LEGEND GND/OC FWCs GND = VALID
-------------------------------------------------------------------------------
R **ON A/C 101-199, 902-999,
F. Monitor Outputs
- GPWS monitor output controls the FAULT legend of the SYS pushbutton
switch and indicates a failure of Modes 1 to 5,
- TERR monitor output controls the FAULT legend of the TERR pushbutton
switch and indicates a failure of TAD and TCF functions.
- TERR NOT AVAIL output allows FWC to generate a TERR STBY ECAM memo.
This output is triggered when EGPWS is valid but the TAD/TCF function
cannot be temporarily computed.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
GPWS MONITOR OUTPUT GND/OC BOARD-ANN LT GND=FAULT
TEST and INTFC
SDAC1
SDAC2
TERR MONITOR OUTPUT GND/OC BOARD-ANN LT GND=FAULT
TEST and INTFC
SDAC1
SDAC2
TERR NOT AVAIL MONITOR OUTPUT GND/OC SDAC1 GND=FAULT
SDAC2

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 21
Config-2 May 01/07

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
G. Bus Output
The bus output is used by the Aircraft Integrated Data System (AIDS),
Data Management Unit (DMU), Weather Radar Auto-Tilt function and by the
Centralized Fault Display Interface Unit (CFDIU) for test causes.
**ON A/C 001-012, 014-099,
F. Monitor Outputs
There are two monitor outputs:
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
TEST and INTFC
SDAC1
SDAC2
TEST and INTFC
SDAC1
SDAC2
-------------------------------------------------------------------------------
G. Bus Output
Data Management Unit (DMU) and by the Centralized Fault Display Interface
Unit (CFDIU) for test causes.
R **ON A/C 001-012, 014-099, 101-199, 902-999,
H. Audio Output
messages.
4. ____________
Power Supply

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 22
Config-2 May 01/07

IAC
**ON A/C 101-199, 902-999,
(Ref. Fig. 007)

The Enhanced GPWC power supply circuits receive 115VAC, 400 Hz, single phase
(22 W max.) and 28VDC supply from the aircraft AC power.
|----------------------------------------------------------------------------|
| Voltage | C/B FIN | Designation |
|------------------|---------------------|-----------------------------------|
| 28VDC | 2WZ | 101PP BUS 1 |
| | | |
| 115VAC | 3WZ | 103XP BUS1 |
|----------------------------------------------------------------------------|

R

EFF :

101-199, 902-999, 34-48-00

Page 23
Config-2 Aug 01/07

IAC
**ON A/C 001-012, 014-099,
(Ref. Fig. 007A)

(22 W max.) supply from the aircraft AC power.

R

EFF :

001-012, 014-099, 34-48-00

Page 24
Config-2 Aug 01/07

IAC
**ON A/C 001-012, 014-099, 101-199, 902-999,
Post SB 34-1190 For A/C 001-012,014-099,
5. Interface
_________
**ON A/C 101-199, 902-999,
A. Digital Outputs
This table contains all the output parameters in digital form.
- EQ.SYS.LAB.SDI: output label for which the parameter is available,
- PARAMETER DEFINITION: parameter name,
- WORD RANGE/OPER RANGE/RESOLUTION ACCURACY: measurement range. Maximum
equal to the accuracy,
- UNIT: unit in which the digital value is transmitted,
- SIG BIT: indicates whether a sign bit is available,
- BITS: number of bits used by the parameter in the label,
milliseconds,
- CODE:
HYB: mixed code
- ALPHA CODE: indicates the parameter mnemonic code,

R

EFF :

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Page 25
Config-2 Aug 01/07

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 1.270.00 |ENH. GPWS |(1=voice on)| | | | 50 |DIS | | |
| |ALER DSCRT| | | | | to | | | |
| |WORD 1 | | | | |100 | | | |
| | | | | | | | | | |
| |SINKRATE- |bit status 1| | 11 | | | | | |
| |PAUSE- | | | | | | | | |
| |SINKRATE | | | | | | | | |
| | | | | | | | | | |
| |PULL UP |bit status 1| | 12 | | | | | |
| | | | | | | | | | |
| |TERRAIN |bit status 1| | 13 | | | | | |
| | | | | | | | | | |
| |DONT SINK|bit status 1| | 14 | | | | | |
| |-PAUSE- | | | | | | | | |
| |DONT SINK| | | | | | | | |
| | | | | | | | | | |
| |TOO LOW |bit status 1| | 15 | | | | | |
| |GEAR | | | | | | | | |
| | | | | | | | | | |
| |FLAPS | | | | | | | | |
| | | | | | | | | | |
| |TERRAIN | | | | | | | | |
| | | | | | | | | | |
| |GLIDESLOPE|bit status 1| | 18 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 19 | | | | | |
| | | | | | | | | | |
| |NOT USED |bit status 1| | 20 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 21 | | | | | |
| | | | | | | | | | |
| |TERRAIN or|bit status 1| | 22 | | | | | |
| |OBSTACLE | | | | | | | | |
| |AHEAD PULL| | | | | | | | |
| |UP | | | | | | | | |
| | | | | | | | | | |

EFF :

101-199, 902-999, 34-48-00

Page 26
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |NOT USED | | | 23 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 24 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 25 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 26 | | | | | |
| | | | | | | | | | |
| |AHEAD | | | | | | | | |
| | | | | | | | | | |
| |OBSTACLE |bit status 1| | 28 | | | | | |
| |AHEAD | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 29 | | | | | |
| | | | | | | | | | |
| 1.274.00 |ENH. GPWS |(1= on) | | | | 50 |DIS | | |
| |ALER DSCRT| | | | | to | | | |
| |WORD 2 | | | | |100 | | | |
| | | | | | | | | | |
| |DOUTL 1 |bit status 1| | 11 | | | | | |
| |G/S CANCEL| | | | | | | | |
| | | | | | | | | | |
| |DOUTL 2 |bit status 1| | 12 | | | | | |
| |GPWS ALERT| | | | | | | | |
| | | | | | | | | | |
| |DOUTL 3 |bit status 1| | 13 | | | | | |
| |GPWS | | | | | | | | |
| |WARNING | | | | | | | | |
| | | | | | | | | | |
| |GPWS INOP |bit status 1| | 14 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 15 | | | | | |
| | | | | | | | | | |
| |DOUTL 6 |bit status 1| | 16 | | | | | |
| |AUDIO ON | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 17 | | | | | |

EFF :

101-199, 902-999, 34-48-00

Page 27
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |NOT USED | | | 18 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 19 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 20 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 21 | | | | | |
| | | | | | | | | | |
| |OBSTACLE | | | | | | | | |
| |AWARENESS | | | | | | | | |
| |WARNING | | | | | | | | |
| | | | | | | | | | |
| |OBSTACLE | | | | | | | | |
| |AWARENESS | | | | | | | | |
| |CAUTION | | | | | | | | |
| | | | | | | | | | |
| |AWARENESS | | | | | | | | |
| |INOP | | | | | | | | |
| | | | | | | | | | |
| |EXTERNAL |bit status 1| | 25 | | | | | |
| |FAULT | | | | | | | | |
| | | | | | | | | | |
| |COMPUTER |bit status 1| | 26 | | | | | |
| |FAIL | | | | | | | | |
| | | | | | | | | | |
| |AWARENESS | | | | | | | | |
| |NOT AVAIL.| | | | | | | | |
| | | | | | | | | | |
| |DOUTL 8 |bit status 1| | 28 | | | | | |
| |TERRAIN | | | | | | | | |
| |DISPLAY | | | | | | | | |
| |DSCRT 1 | | | | | | | | |
| | | | | | | | | | |

EFF :

101-199, 902-999, 34-48-00

Page 28
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |DOUTL 9 |bit status 1| | 29 | | | | | |
| |TERRAIN | | | | | | | | |
| |DISPLAY | | | | | | | | |
| |DSCRT 2 | | | | | | | | |
| | | | | | | | | | |
| 1.271.00 |ENH. GPWS |(1= warn. | | | |100 |DIS | | |
| |LOGIC DSCR|in progress)| | | | to | | | |
| | | | | | |200 | | | |
| | | | | | | | | | |
| |NOT USED | | | 11 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 12 | | | | | |
| | | | | | | | | | |
| |CLEARANCE | | | | | | | | |
| |FLOOR ALER| | | | | | | | |
| | | | | | | | | | |
| |ENV.MOD IN|bit status 1| | 14 | | | | | |
| |PROGRESS | | | | | | | | |
| | | | | | | | | | |
| |ENV.MOD |bit status 1| | 15 | | | | | |
| |SNAPSHOT | | | | | | | | |
| |LATCH SET | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 16 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 17 | | | | | |
| | | | | | | | | | |
| |TAKE OFF |bit status 1| | 18 | | | | | |
| |MODE | | | | | | | | |
| | | | | | | | | | |
| |MODE 1 |bit status 1| | 19 | | | | | |
| |SINKRATE | | | | | | | | |
| | | | | | | | | | |
| |MODE 1 |bit status 1| | 20 | | | | | |
| |PULL UP | | | | | | | | |
| | | | | | | | | | |
| |MODE 2 |bit status 1| | 21 | | | | | |

EFF :

101-199, 902-999, 34-48-00

Page 29
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |TERRAIN | | | | | | | | |
| | | | | | | | | | |
| |MODE 2 |bit status 1| | 22 | | | | | |
| |PULL UP | | | | | | | | |
| | | | | | | | | | |
| |MODE 3 |bit status 1| | 23 | | | | | |
| |VISUAL | | | | | | | | |
| | | | | | | | | | |
| |MODE 4 |bit status 1| | 24 | | | | | |
| |VISUAL | | | | | | | | |
| | | | | | | | | | |
| |MODE 5 |bit status 1| | 25 | | | | | |
| |VISUAL | | | | | | | | |
| | | | | | | | | | |
| | | | | | | | | | |
| |NOTE USED | | | 27 | | | | | |
| | | | | | | | | | |
| |NOTE USED | | | 28 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 29 | | | | | |
| | | | | | | | | | |
| 1.300.00 |ENH. GPWC | | | | | 50 |DIS | | |
| |ALERT DSCR| | | | | to | | | |
| |WORD3 | | | | |100 | | | |
| | | | | | | | | | |
| |MODES 1 TO| | | 11 | | | | | |
| |4 INOP | | | | | | | | |
| | | | | | | | | | |
| |MODE 5 | | | 12 | | | | | |
| |INOP | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 13 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 14 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 15 | | | | | |
| | | | | | | | | | |

EFF :

101-199, 902-999, 34-48-00

Page 30
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |TERR CLEA.| | | 16 | | | | | |
| |FLOOR INOP| | | | | | | | |
| | | | | | | | | | |
| |TERR AWAR.| | | 17 | | | | | |
| |INOP | | | | | | | | |
| | | | | | | | | | |
| |ENV. MODU.| | | 18 | | | | | |
| |INOP | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 19 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 20 | | | | | |
| | | | | | | | | | |
| |TCAS | | | 21 | | | | | |
| |INHIBIT | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 22 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 23 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 24 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 25 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 26 | | | | | |
| | | | | | | | | | |
| |FLAP OVRD | | | 27 | | | | | |
| |LATCH | | | | | | | | |
| | | | | | | | | | |
| |OBST | | | 28 | | | | | |
| |AWARENESS | | | | | | | | |
| |CAUTION | | | | | | | | |
| | | | | | | | | | |
| |OBST | | | 29 | | | | | |
| |AWARENESS | | | | | | | | |
| |WARNING | | | | | | | | |
| | | | | | | | | | |
| 1.275.00 |PROGRAM |(1=Open | | | |100 |DIS | | |

EFF :

101-199, 902-999, 34-48-00

Page 31
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |PIN STATUS|0=Ground) | | | | to | | | |
| |WORD 1 | | | | |200 | | | |
| | | | | | | | | | |
| |NOT USED | | | 11 | | | | | |
| | | | | | | | | | |
| |CFDS |bit status 1| | 12 | | | | | |
| |ENABLE | | | | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | 13 | | | | | |
| |SELECT 6 | | | | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | 14 | | | | | |
| |SELECT 1 | | | | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | 15 | | | | | |
| |SELECT 2 | | | | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | 16 | | | | | |
| |SELECT 3 | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 17 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 18 | | | | | |
| | | | | | | | | | |
| |AUDIO |bit status 0| | 19 | | | | | |
| |DECLUTTER | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 20 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 21 | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | 22 | | | | | |
| |SELECT 7 | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 23 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 24 | | | | | |
| | | | | | | | | | |

EFF :

101-199, 902-999, 34-48-00

Page 32
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |AIRCRAFT | | | 25 | | | | | |
| |SELECT 5 | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 26 | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | 27 | | | | | |
| |SELECT 4 | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 28 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 29 | | | | | |
| | | | | | | | | | |
| 1.276.00 |PROGRAM |(1=Open | | | | 50 |DIS | | |
| |WORD 2 | | | | |100 | | | |
| | | | | | | | | | |
| |VOICE | | | 11 | | | | | |
| |SELECT 1 | | | | | | | | |
| | | | | | | | | | |
| |VOICE | | | 12 | | | | | |
| |SELECT 2 | | | | | | | | |
| | | | | | | | | | |
| |VOICE | | | 13 | | | | | |
| |SELECT 3 | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 14 | | | | | |
| | | | | | | | | | |
| |AUDIO |bit status 1| | 15 | | | | | |
| |SUPPRESS | | | | | | | | |
| | | | | | | | | | |
| |ATERNATE |bit status 1| | 16 | | | | | |
| |MODE 4 | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 17 | | | | | |
| | | | | | | | | | |
| |OPTIONAL |bit status 1| | 18 | | | | | |
| |INPUT | | | | | | | | |
| |SELECT | | | | | | | | |

EFF :

101-199, 902-999, 34-48-00

Page 33
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |ALTERN. |bit status 1| | 19 | | | | | |
| |G/S CANCEL| | | | | | | | |
| | | | | | | | | | |
| |LAMP |bit status 1| | 20 | | | | | |
| |FORMAT |= Lamp | | | | | | | |
| | | Format 2 | | | | | | | |
| | | | | | | | | | |
| |QFE/QNH |bit status 1| | 21 | | | | | |
| |SELECT |=QFE SELECT | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 22 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 23 | | | | | |
| | | | | | | | | | |
| |G/S | | | 24 | | | | | |
| |INHIBIT | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 25 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 26 | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | 27 | | | | | |
| |SELECT 8 | | | | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | 28 | | | | | |
| |SELECT 9 | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 29 | | | | | |
| | | | | | | | | | |
| 1.277.00 |PROGRAM |(1=Open | | | |100 |DIS | | |
| |WORD 3 | | | | |200 | | | |
| | | | | | | | | | |
| |ALTER.VOL.|bit status 1| | 11 | | | | | |
| |SELECTED | | | | | | | | |
| | | | | | | | | | |
| |CONF |bit status 1| | 12 | | | | | |

EFF :

101-199, 902-999, 34-48-00

Page 34
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |OPTION 1= | | | | | | | | |
| |GPS SELECT| | | | | | | | |
| | | | | | | | | | |
| |CONF |bit status 1| | 13 | | | | | |
| |OPTION 2= | | | | | | | | |
| |MAN DESEL | | | | | | | | |
| | | | | | | | | | |
| |SINGLE GPS|bit status 1| | 14 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 15 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 16 | | | | | |
| | | | | | | | | | |
| |TCF |bit status 1| | 17 | | | | | |
| |DISABLE | | | | | | | | |
| | | | | | | | | | |
| |TAD |bit status 1| | 18 | | | | | |
| |DISABLE | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 19 | | | | | |
| | | | | | | | | | |
| |PWS OPTION|bit status 1| | 20 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 21 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 22 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 23 | | | | | |
| | | | | | | | | | |
| |ALTERNATE |bit status 1| | 24 | | | | | |
| |GPS SPEED | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 25 | | | | | |
| | | | | | | | | | |
| |OBSTACLE | | | 26 | | | | | |
| |CONTROL | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 27 | | | | | |

EFF :

101-199, 902-999, 34-48-00

Page 35
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |NOT USED | | | 28 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 29 | | | | | |
| | | | | | | | | | |
| 1.350.00 |FAULT |(1=Failed)| | | |100 |DIS | | |
| |DIAGNOSTIC| | | | | to | | | |
| |WORD 1 | | | | |200 | | | |
| | | | | | | | | | |
| |ARINC 429 | | | 11 | | | | | |
| |IR1 INPUT | | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | 12 | | | | | |
| |FMGC1 | | | | | | | | |
| |INPUT | | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | 13 | | | | | |
| |ADR1 INPUT| | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | 14 | | | | | |
| |FCU BUS 1 | | | | | | | | |
| |INPUT | | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 15 | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | 16 | | | | | |
| |ILS1 INPUT| | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | 17 | | | | | |
| |FMGC1(Nav | | | | | | | | |
| |Modes) IN.| | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |

EFF :

101-199, 902-999, 34-48-00

Page 36
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |ARINC 429 | | | 18 | | | | | |
| |RA1 INPUT | | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | 19 | | | | | |
| |FCU BUS 2 | | | | | | | | |
| |INPUT | | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | 20 | | | | | |
| |CFDIU | | | | | | | | |
| |INPUT | | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | 21 | | | | | |
| |WXR HZD | | | | | | | | |
| |BUS1 INPUT| | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 22 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 23 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 24 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 25 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 26 | | | | | |
| | | | | | | | | | |
| |PROGRAM | | | 27 | | | | | |
| |PIN FAULT | | | | | | | | |
| | | | | | | | | | |
| |FLAP | | | 28 | | | | | |
| |INPUT FAI.| | | | | | | | |
| | | | | | | | | | |
| |GEAR | | | 29 | | | | | |
| |INPUT FAI.| | | | | | | | |
| | | | | | | | | | |

EFF :

101-199, 902-999, 34-48-00

Page 37
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 1.351.00 |FAULT |(1=Failed)| | | |100 |DIS | | |
| |DIAGNOSTIC| | | | | to | | | |
| |WORD 2 | | | | |200 | | | |
| | | | | | | | | | |
| |G/S CANCEL| | | 11 | | | | | |
| |DSCR. FAI.| | | | | | | | |
| | | | | | | | | | |
| |MOMENTARY | | | 12 | | | | | |
| |AUDIO SUPP| | | | | | | | |
| |DSCR. FAI.| | | | | | | | |
| | | | | | | | | | |
| |AUDIO | | | 13 | | | | | |
| |INHIBIT | | | | | | | | |
| |DSCR. FAI.| | | | | | | | |
| | | | | | | | | | |
| |SELF-TEST | | | 14 | | | | | |
| |DSCR INPUT| | | | | | | | |
| |FAILED | | | | | | | | |
| | | | | | | | | | |
| |SUPPORT | | | 15 | | | | | |
| |TASK FAULT| | | | | | | | |
| | | | | | | | | | |
| |NVM FAULT | | | 16 | | | | | |
| | | | | | | | | | |
| |WATCHDOG | | | 17 | | | | | |
| |TIMER FAUL| | | | | | | | |
| | | | | | | | | | |
| |A/D FAIL | | | 18 | | | | | |
| | | | | | | | | | |
| |VOICE FAIL| | | 19 | | | | | |
| | | | | | | | | | |
| |DITS | | | 20 | | | | | |
| |OUTPUT FAI| | | | | | | | |
| | | | | | | | | | |
| |TERRAIN | | | 21 | | | | | |
| |DATABASE | | | | | | | | |
| |FAULT | | | | | | | | |
| | | | | | | | | | |

EFF :

101-199, 902-999, 34-48-00

Page 38
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |FLASH FILE| | | 22 | | | | | |
| |SYSTEM | | | | | | | | |
| |WRITE | | | | | | | | |
| |FAULT | | | | | | | | |
| | | | | | | | | | |
| |DITS INPUT| | | 23 | | | | | |
| |FAIL | | | | | | | | |
| | | | | | | | | | |
| |VOICE | | | 24 | | | | | |
| |FAULT | | | | | | | | |
| | | | | | | | | | |
| |SYSTEM OR | | | 25 | | | | | |
| |MODE TASK | | | | | | | | |
| |FAULT | | | | | | | | |
| | | | | | | | | | |
| |ENV. MOD. | | | 26 | | | | | |
| |DATABASE | | | | | | | | |
| |FAULT | | | | | | | | |
| | | | | | | | | | |
| |WATCHDOG | | | 27 | | | | | |
| |FAIL COUNT| | | | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | 28 | | | | | |
| |DATABASE | | | | | | | | |
| |FAULT OR| | | | | | | | |
| |CRC FAULT | | | | | | | | |
| | | | | | | | | | |
| |IMAGE DSP | | | 29 | | | | | |
| |FAULT | | | | | | | | |
| | | | | | | | | | |
| 1.355.00 |FAULT |(1=Failed)| | | |100 |DIS | | |
| |DIAGNOSTIC| | | | | to | | | |
| |WORD 3 | | | | |200 | | | |
| | | | | | | | | | |
| |NOT USED | | | 11 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 12 | | | | | |
| | | | | | | | | | |

EFF :

101-199, 902-999, 34-48-00

Page 39
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |NOT USED | | | 13 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 14 | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | 15 | | | | | |
| |GPS BUS | | | | | | | | |
| |INPUT | | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | 16 | | | | | |
| |WXR HZD | | | | | | | | |
| |BUS2 INPUT| | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 17 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 18 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 19 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 20 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 21 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 22 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 23 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 24 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 25 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 26 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 27 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 28 | | | | | |
| | | | | | | | | | |

EFF :

101-199, 902-999, 34-48-00

Page 40
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |SPARE | | | 29 | | | | | |
| | | | | | | | | | |
| 1.357.00 |INPUT | | | | |100 |DIS | | |
| |DSCRT STAT| | | | | to | | | |
| |WORD 1 | | | | |200 | | | |
| | | | | | | | | | |
| |NOT USED | | | 11 | | | | | |
| | | | | | | | | | |
| |G/S |(1= | | 12 | | | | | |
| |INHIBIT |inhibit) | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 13 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 14 | | | | | |
| | | | | | | | | | |
| |GPWS MODES|(1= | | 15 | | | | | |
| |1 TO 5 |inhibit) | | | | | | | |
| |INHIBIT | | | | | | | | |
| |(AUDIO AND| | | | | | | | |
| |VISUAL) | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 16 | | | | | |
| | | | | | | | | | |
| |MOMENTARY |(1= | | 17 | | | | | |
| |AUDIO SUPP|suppress) | | | | | | | |
| | | | | | | | | | |
| |SELF-TEST | | | 18 | | | | | |
| | | | | | | | | | |
| |LANDING |(1= down) | | 19 | | | | | |
| |GEAR | | | | | | | | |
| | | | | | | | | | |
| |LANDING |(1= | | 20 | | | | | |
| |FLAPS |extended) | | | | | | | |
| | | | | | | | | | |
| |G/S CANCEL|(1= | | 21 | | | | | |
| | |cancelled) | | | | | | | |
| | | | | | | | | | |
| |WXR 1 |(1= ON) | | 22 | | | | | |

R

EFF :

101-199, 902-999, 34-48-00

Page 41
Config-2 Aug 01/07

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |ON/OFF | | | | | | | | |
| | | | | | | | | | |
| |TAD AND |(1= | | 23 | | | | | |
| |TCF |inhibit) | | | | | | | |
| |INHIBIT | | | | | | | | |
| | | | | | | | | | |
| |WXR 2 |(1= ON) | | 24 | | | | | |
| |ON/OFF | | | | | | | | |
| | | | | | | | | | |
| |TERR ON ND| | | 25 | | | | | |
| |CAPT INPUT| | | | | | | | |
| | | | | | | | | | |
| |TERR ON ND| | | 26 | | | | | |
| |F/O INPUT | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 27 | | | | | |
| | | | | | | | | | |
| |NOT USED |(1= | | 28 | | | | | |
| |(RAAS) |activated) | | | | | | | |
| | | | | | | | | | |
| |ALL AUDIO |(1= | | 29 | | | | | |
| |INHIBIT |inhibit) | | | | | | | |
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
Post SB 34-1190 For A/C 001-012,014-099,
A. Digital Outputs

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 42
Config-2 Aug 01/07

IAC
milliseconds,
- CODE:
HYB: mixed code
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |ALER DSCRT| | | | | to | | | |
| |WORD 1 | | | | |100 | | | |
| | | | | | | | | | |
| |SINKRATE- |bit status 1| | | 11 | | | | |
| |PAUSE- | | | | | | | | |
| |SINKRATE | | | | | | | | |
| | | | | | | | | | |
| |PULL UP |bit status 1| | | 12 | | | | |
| | | | | | | | | | |
| | | | | | | | | | |
| |DONT SINK|bit status 1| | | 14 | | | | |
| |-PAUSE- | | | | | | | | |
| |DONT SINK| | | | | | | | |
| | | | | | | | | | |
| |GEAR | | | | | | | | |
| | | | | | | | | | |
| |FLAPS | | | | | | | | |
| | | | | | | | | | |
| |TERRAIN | | | | | | | | |

EFF :

001-012, 014-099, 34-48-00

Page 43
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 19 | | | | |
| | | | | | | | | | |
| |PULL UP | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 21 | | | | |
| | | | | | | | | | |
| |TERRAIN | | | | | | | | |
| |PULL-UP | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 23 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 24 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 25 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 26 | | | | |
| | | | | | | | | | |
| |CAUTION |bit status 1| | | 27 | | | | |
| |TERRAIN | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | | 28 | | | | |
| | | | | | | | | | |
| |Reserved | | | | 29 | | | | |
| |for obsta.| | | | | | | | |
| |voice | | | | | | | | |
| 1.274.00 |ENH. GPWS |(1= on) | | | | 50 |DIS | | |
| |ALER DSCRT| | | | | to | | | |
| |WORD 2 | | | | |100 | | | |
| | | | | | | | | | |
| |G/S CANCEL|bit status 1| | | 11 | | | | |
| | | | | | | | | | |
| |GPWS ALERT|bit status 1| | | 12 | | | | |
| | | | | | | | | | |

EFF :

001-012, 014-099, 34-48-00

Page 44
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |GPWS |bit status 1| | | 13 | | | | |
| |WARNING | | | | | | | | |
| | | | | | | | | | |
| |G/S INOP |bit status 1| | | 14 | | | | |
| | | | | | | | | | |
| |WINDSHEAR |bit status 1| | | 15 | | | | |
| |WARNING | | | | | | | | |
| |(IF WR/PWS| | | | | | | | |
| |INSTALLED)| | | | | | | | |
| | | | | | | | | | |
| |AUDIO ON |bit status 1| | | 16 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 17 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 18 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 19 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 20 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 21 | | | | |
| | | | | | | | | | |
| |AWARENESS | | | | | | | | |
| |WARNING | | | | | | | | |
| | | | | | | | | | |
| |AWARENESS | | | | | | | | |
| |CAUTION | | | | | | | | |
| | | | | | | | | | |
| |AWARENESS | | | | | | | | |
| |INOP | | | | | | | | |
| | | | | | | | | | |
| |EXTERNAL |bit status 1| | | 25 | | | | |
| |FAULT | | | | | | | | |
| | | | | | | | | | |
| |COMPUTER |bit status 1| | | 26 | | | | |

EFF :

001-012, 014-099, 34-48-00

Page 45
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |FAIL | | | | | | | | |
| | | | | | | | | | |
| |AWARENESS | | | | | | | | |
| |NOT AVAIL.| | | | | | | | |
| | | | | | | | | | |
| |DISPLAY | | | | | | | | |
| |DSCRT 1 | | | | | | | | |
| | | | | | | | | | |
| |DISPLAY | | | | | | | | |
| |DSCRT 2 | | | | | | | | |
| | | | | | | | | | |
| 1.271.00 |ENH. GPWS |(1= warn. | | | |100 |DIS | | |
| | | | | | |200 | | | |
| | | | | | | | | | |
| |NOT USED | | | | 11 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 12 | | | | |
| | | | | | | | | | |
| |CLEARANCE | | | | | | | | |
| |FLOOR ALER| | | | | | | | |
| | | | | | | | | | |
| |ENV.MOD IN|bit status 1| | | 14 | | | | |
| |PROGRESS | | | | | | | | |
| | | | | | | | | | |
| |ENV.MOD |bit status 1| | | 15 | | | | |
| |SNAPSHOT | | | | | | | | |
| |LATCH SET | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 16 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 17 | | | | |
| | | | | | | | | | |
| |TAKE OFF |bit status 1| | | 18 | | | | |

EFF :

001-012, 014-099, 34-48-00

Page 46
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |MODE | | | | | | | | |
| | | | | | | | | | |
| |MODE 1 |bit status 1| | | 19 | | | | |
| |SINKRATE | | | | | | | | |
| | | | | | | | | | |
| |MODE 1 |bit status 1| | | 20 | | | | |
| |PULL UP | | | | | | | | |
| | | | | | | | | | |
| |MODE 2 |bit status 1| | | 21 | | | | |
| |TERRAIN | | | | | | | | |
| | | | | | | | | | |
| |MODE 2 |bit status 1| | | 22 | | | | |
| |PULL UP | | | | | | | | |
| | | | | | | | | | |
| |MODE 3 |bit status 1| | | 23 | | | | |
| |VISUAL | | | | | | | | |
| | | | | | | | | | |
| |MODE 4 |bit status 1| | | 24 | | | | |
| |VISUAL | | | | | | | | |
| | | | | | | | | | |
| |MODE 5 |bit status 1| | | 25 | | | | |
| |VISUAL | | | | | | | | |
| | | | | | | | | | |
| |MODE 7 |bit status 1| | | 26 | | | | |
| |VISUAL | | | | | | | | |
| |ALERT | | | | | | | | |
| | | | | | | | | | |
| |AWARENESS | | | | | | | | |
| |CAUTION | | | | | | | | |
| | | | | | | | | | |
| |AWARENESS | | | | | | | | |
| |WARNING | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 29 | | | | |
| | | | | | | | | | |
| 1.300.00 |ENH. GPWC | | | | | 50 |DIS | | |

EFF :

001-012, 014-099, 34-48-00

Page 47
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |ALERT DSCR| | | | | to | | | |
| |WORD3 | | | | |100 | | | |
| | | | | | | | | | |
| |MODES 1 TO| | | | 11 | | | | |
| |4 INOP | | | | | | | | |
| | | | | | | | | | |
| |MODE 5 | | | | 12 | | | | |
| |INOP | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 13 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 14 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 15 | | | | |
| | | | | | | | | | |
| |TERR CLEA.| | | | 16 | | | | |
| |FLOOR INOP| | | | | | | | |
| | | | | | | | | | |
| |TERR AWAR.| | | | 17 | | | | |
| |INOP | | | | | | | | |
| | | | | | | | | | |
| |ENV. MODU.| | | | 18 | | | | |
| |INOP | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | | 19 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 20 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 21 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 22 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 23 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 24 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 25 | | | | |
| | | | | | | | | | |

EFF :

001-012, 014-099, 34-48-00

Page 48
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |SPARE | | | | 26 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 27 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 28 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 29 | | | | |
| | | | | | | | | | |
| 1.275.00 |PROGRAM |(1=Open | | | |100 |DIS | | |
| |WORD 1 | | | | |200 | | | |
| | | | | | | | | | |
| |NOT USED | | | | 11 | | | | |
| | | | | | | | | | |
| |CFDS |bit status 1| | | 12 | | | | |
| |ENABLE | | | | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | | 13 | | | | |
| |SELECT 6 | | | | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | | 14 | | | | |
| |SELECT 1 | | | | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | | 15 | | | | |
| |SELECT 2 | | | | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | | 16 | | | | |
| |SELECT 3 | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 17 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 18 | | | | |
| | | | | | | | | | |
| |AUDIO |bit status 0| | | 19 | | | | |
| |DECLUTTER | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 20 | | | | |
| | | | | | | | | | |

EFF :

001-012, 014-099, 34-48-00

Page 49
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |NOT USED | | | | 21 | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | | 22 | | | | |
| |SELECT 7 | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 23 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 24 | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | | 25 | | | | |
| |SELECT 5 | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 26 | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | | 27 | | | | |
| |SELECT 4 | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 28 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 29 | | | | |
| | | | | | | | | | |
| 1.276.00 |PROGRAM |(1=Open | | | |100 |DIS | | |
| |WORD 2 | | | | |200 | | | |
| | | | | | | | | | |
| |VOICE | | | | 11 | | | | |
| |SELECT 1 | | | | | | | | |
| | | | | | | | | | |
| |VOICE | | | | 12 | | | | |
| |SELECT 2 | | | | | | | | |
| | | | | | | | | | |
| |VOICE | | | | 13 | | | | |
| |SELECT 3 | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 14 | | | | |
| | | | | | | | | | |
| |AUDIO |bit status 1| | | 15 | | | | |
| |SUPPRESS | | | | | | | | |

EFF :

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Page 50
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |ATERNATE |bit status 1| | | 16 | | | | |
| |MODE 4 | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 17 | | | | |
| | | | | | | | | | |
| |FMGC |bit status 1| | | 18 | | | | |
| |SELECT | | | | | | | | |
| | | | | | | | | | |
| |ALTERN. |bit status 1| | | 19 | | | | |
| |G/S CANCEL| | | | | | | | |
| | | | | | | | | | |
| |LAMP |bit status 1| | | 20 | | | | |
| |FORMAT | | | | | | | | |
| | | | | | | | | | |
| |QFE/QNH |bit status 1| | | 21 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 22 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 23 | | | | |
| | | | | | | | | | |
| |G/S |bit status 1| | | 24 | | | | |
| |INHIBIT | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 25 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 26 | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | | 27 | | | | |
| |SELECT 8 | | | | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | | 28 | | | | |
| |SELECT 9 | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 29 | | | | |
| | | | | | | | | | |
| 1.277.00 |PROGRAM |(1=Open | | | |100 |DIS | | |

EFF :

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Page 51
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |WORD 3 | | | | |200 | | | |
| | | | | | | | | | |
| |ALTER.VOL.|bit status 1| | | 11 | | | | |
| |SELECTED | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | | 12 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 13 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 14 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 15 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 16 | | | | |
| | | | | | | | | | |
| |TCF |bit status 1| | | 17 | | | | |
| |DISABLE | | | | | | | | |
| | | | | | | | | | |
| |TAD |bit status 1| | | 18 | | | | |
| |DISABLE | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | | 19 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 20 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 21 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 22 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 23 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 24 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 25 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 26 | | | | |
| | | | | | | | | | |

EFF :

001-012, 014-099, 34-48-00

Page 52
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |NOT USED | | | | 27 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 28 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 29 | | | | |
| | | | | | | | | | |
| 1.350.00 |FAULT |(1=Failed)| | | |100 |DIS | | |
| |DIAGNOSTIC| | | | | to | | | |
| |WORD 1 | | | | |200 | | | |
| | | | | | | | | | |
| |ARINC 429 | | | | 11 | | | | |
| |IR1 INPUT | | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | | 12 | | | | |
| |FMGC1 | | | | | | | | |
| |INPUT | | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | | 13 | | | | |
| |ADR1 INPUT| | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | | 14 | | | | |
| |FCU BUS 1 | | | | | | | | |
| |INPUT | | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 15 | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | | 16 | | | | |
| |ILS1 INPUT| | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | | 17 | | | | |
| |FMGC1(Nav | | | | | | | | |
| |Modes) IN.| | | | | | | | |
| |INACTIVE | | | | | | | | |

EFF :

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Page 53
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |ARINC 429 | | | | 18 | | | | |
| |RA1 INPUT | | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | | 19 | | | | |
| |FCU BUS 2 | | | | | | | | |
| |INPUT | | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | | 20 | | | | |
| |CFDIU | | | | | | | | |
| |INPUT | | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | | 21 | | | | |
| |WXR HZD | | | | | | | | |
| |BUS1 INPUT| | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 22 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 23 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 24 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 25 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 26 | | | | |
| | | | | | | | | | |
| |PROGRAM | | | | 27 | | | | |
| |PIN FAULT | | | | | | | | |
| | | | | | | | | | |
| |FLAP | | | | 28 | | | | |
| |INPUT FAI.| | | | | | | | |
| | | | | | | | | | |
| |GEAR | | | | 29 | | | | |
| |INPUT FAI.| | | | | | | | |

EFF :

001-012, 014-099, 34-48-00

Page 54
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| 1.351.00 |FAULT |(1=Failed)| | | |100 |DIS | | |
| |DIAGNOSTIC| | | | | to | | | |
| |WORD 2 | | | | |200 | | | |
| | | | | | | | | | |
| |G/S CANCEL| | | | 11 | | | | |
| |DSCR. FAI.| | | | | | | | |
| | | | | | | | | | |
| |MOMENTARY | | | | 12 | | | | |
| |AUDIO SUPP| | | | | | | | |
| |DSCR. FAI.| | | | | | | | |
| | | | | | | | | | |
| |AUDIO | | | | 13 | | | | |
| |INHIBIT | | | | | | | | |
| |DSCR. FAI.| | | | | | | | |
| | | | | | | | | | |
| |SELF-TEST | | | | 14 | | | | |
| |DSCR INPUT| | | | | | | | |
| |FAILED | | | | | | | | |
| | | | | | | | | | |
| |SUPPORT | | | | 15 | | | | |
| |TASK FAULT| | | | | | | | |
| | | | | | | | | | |
| |NVM FAULT | | | | 16 | | | | |
| | | | | | | | | | |
| |WATCHDOG | | | | 17 | | | | |
| |TIMER FAUL| | | | | | | | |
| | | | | | | | | | |
| |A/D FAIL | | | | 18 | | | | |
| | | | | | | | | | |
| |VOICE FAIL| | | | 19 | | | | |
| | | | | | | | | | |
| |DITS | | | | 20 | | | | |
| |OUTPUT FAI| | | | | | | | |
| | | | | | | | | | |
| |TERRAIN | | | | 21 | | | | |
| |DATABASE | | | | | | | | |
| |FAULT | | | | | | | | |

EFF :

001-012, 014-099, 34-48-00

Page 55
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |FLASH FILE| | | | 22 | | | | |
| |SYSTEM | | | | | | | | |
| |WRITE | | | | | | | | |
| |FAULT | | | | | | | | |
| | | | | | | | | | |
| |DITS INPUT| | | | 23 | | | | |
| |FAIL | | | | | | | | |
| | | | | | | | | | |
| |VOICE | | | | 24 | | | | |
| |FAULT | | | | | | | | |
| | | | | | | | | | |
| |SYSTEM OR | | | | 25 | | | | |
| |MODE TASK | | | | | | | | |
| |FAULT | | | | | | | | |
| | | | | | | | | | |
| |ENV. MOD. | | | | 26 | | | | |
| |DATABASE | | | | | | | | |
| |FAULT | | | | | | | | |
| | | | | | | | | | |
| |WATCHDOG | | | | 27 | | | | |
| |FAIL COUNT| | | | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | | 28 | | | | |
| |DATABASE | | | | | | | | |
| |FAULT OR| | | | | | | | |
| |CRC FAULT | | | | | | | | |
| | | | | | | | | | |
| |IMAGE DSP | | | | 29 | | | | |
| |FAULT | | | | | | | | |
| | | | | | | | | | |
| 1.355.00 |FAULT |(1=Failed)| | | |100 |DIS | | |
| |DIAGNOSTIC| | | | | to | | | |
| |WORD 3 | | | | |200 | | | |
| | | | | | | | | | |
| |NOT USED | | | | 11 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 12 | | | | |

EFF :

001-012, 014-099, 34-48-00

Page 56
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |NOT USED | | | | 13 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 14 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 15 | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | | 16 | | | | |
| |WXR HZD | | | | | | | | |
| |BUS2 INPUT| | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 17 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 18 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 19 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 20 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 21 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 22 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 23 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 24 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 25 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 26 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 27 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 28 | | | | |
| | | | | | | | | | |
| |SPARE | | | | 29 | | | | |
| | | | | | | | | | |

EFF :

001-012, 014-099, 34-48-00

Page 57
Config-2 Aug 01/07
R
IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 1.357.00 |INPUT | | | | |100 |DIS | | |
| |DSCRT STAT| | | | | to | | | |
| |WORD 1 | | | | |200 | | | |
| | | | | | | | | | |
| |NOT USED | | | | 11 | | | | |
| | | | | | | | | | |
| |G/S |(1= | | | 12 | | | | |
| |INHIBIT |inhibit) | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 13 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 14 | | | | |
| | | | | | | | | | |
| |GPWS MODES|(1= | | | 15 | | | | |
| |1 TO 5 |inhibit) | | | | | | | |
| |INHIBIT | | | | | | | | |
| |(AUDIO AND| | | | | | | | |
| |VISUAL) | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 16 | | | | |
| | | | | | | | | | |
| |MOMENTARY |(1= | | | 17 | | | | |
| | | | | | | | | | |
| |SELF-TEST | | | | 18 | | | | |
| | | | | | | | | | |
| |LANDING |(1= down) | | | 19 | | | | |
| |GEAR | | | | | | | | |
| | | | | | | | | | |
| |LANDING |(1= | | | 20 | | | | |
| |FLAPS |extended) | | | | | | | |
| | | | | | | | | | |
| |G/S CANCEL|(1= | | | 21 | | | | |
| | |cancelled) | | | | | | | |
| | | | | | | | | | |
| |WXR 1 |(1= ON) | | | 22 | | | | |
| |ON/OFF | | | | | | | | |
| | | | | | | | | | |

R

EFF :

001-012, 014-099, 34-48-00

Page 58
Config-2 Aug 01/07

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |TAD AND |(1= | | | 23 | | | | |
| |TCF |inhibit) | | | | | | | |
| |INHIBIT | | | | | | | | |
| | | | | | | | | | |
| |WXR 2 |(1= ON) | | | 24 | | | | |
| |ON/OFF | | | | | | | | |
| | | | | | | | | | |
| |TERR ON ND| | | | 25 | | | | |
| |CAPT INPUT| | | | | | | | |
| | | | | | | | | | |
| |TERR ON ND| | | | 26 | | | | |
| |F/O INPUT | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 27 | | | | |
| | | | | | | | | | |
| |NOT USED | | | | 28 | | | | |
| | | | | | | | | | |
| |ALL AUDIO |(1= | | | 29 | | | | |
| |INHIBIT |inhibit) | | | | | | | |
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099, 101-199, 902-999,
6. _____________________
**ON A/C 101-199, 902-999,
A. Enhanced GPWC
(1) External descrition

(Ref. Fig. 008)
The Enhanced GPWC is packaged in a 2 MCU ARINC 600-6 form factor
enclosure.
The enclosure of the unit is painted with a blue semi-gloss coating,
except for the bottom, which is unpainted.
The computer is composed of the following subassemblies:

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 59
Config-2 Aug 01/07
R
IAC
Enhanced GPWC
Figure 008

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 60
Config-2 Aug 01/07

IAC
- rear panel assembly,
- front panel assembly,
- chassis,
- PCMCIA interface,
- front connector.
(a) Rear panel assembly

The rear panel assembly contains a 2 MCU ARINC 600-6 form
aircraft interface connector. The top and middle shells contain
all interface signals. Power interface is in the bottom shell,
isolated from interface signals. Connector index pin coding is
orientation 08 or 10 in accordance with ARINC 723-1
recommendations for GPWS.
The rear panel assembly also contains the interconnection between
the aircraft interface connector and the internal interface
Circuit Card Assembly (CCA), A5, and the Backplane CCA, A4, which
provide all internal electrical interconnects between CCAs and
other circuitry.
The Enhanced GPWC pins are listed in the table below (N/U means
Not Used):
---------------------------------------------------------
|LRU Con |Pin| Description |
---------------------------------------------------------
| MIDDLE | 6A| 429 INPUT 1(A) ADIRU1 BUS IR (A) |
| MIDDLE | 6B| 429 INPUT 1(B) ADIRU1 BUS IR (B) |
| TOP | 9A| 429 INPUT 10(A) CFDIU (A) |
| TOP | 9B| 429 INPUT 10(B) CFDIU (B) |
| TOP | 8A| 429 INPUT 11(A) WXR1 HZD BUS (A) |
| TOP | 8B| 429 INPUT 11(B) WXR1 HZD BUS (B) |
| TOP | 8C| 429 INPUT 12(A) N/U |
| TOP | 8D| 429 INPUT 12(B) N/U |
| TOP | 5A| 429 INPUT 13(A) N/U |
| TOP | 6A| 429 INPUT 13(B) N/U |
| TOP | 1C| 429 INPUT 14(A) N/U |
| TOP | 1D| 429 INPUT 14(B) N/U |
| TOP | 4A| 429 INPUT 15(A) N/U |
| TOP | 4B| 429 INPUT 15(B) N/U |
| MIDDLE | 6C| 429 INPUT 18(A) WXR2 HZD BUS |
| MIDDLE | 6D| 429 INPUT 18(B) WXR2 HZD BUS |
| MIDDLE |10C| 429 INPUT 2(A) FMGC1 (A) |
| MIDDLE |10D| 429 INPUT 2(B) FMGC1 (B) |
| MIDDLE |11A| 429 INPUT 3(A) ADIRU 1 BUS ADR (A) |
| MIDDLE |11B| 429 INPUT 3(B) ADIRU 1 BUS ADR (B) |
| MIDDLE |12A| 429 INPUT 4(A) FCU 1 (A) |
| MIDDLE |12B| 429 INPUT 4(B) FCU 1 (B) |
| MIDDLE |10A| 429 INPUT 5(A) N/U |

EFF :

101-199, 902-999, 34-48-00

Page 61
Config-2 Aug 01/07
R
IAC
---------------------------------------------------------
---------------------------------------------------------
| MIDDLE |10B| 429 INPUT 5(B) N/U |
| MIDDLE |11C| 429 INPUT 6(A) ILS 1 (A) |
| MIDDLE |11D| 429 INPUT 6(B) ILS 1 (B) |
| MIDDLE |12C| 429 INPUT 7(A) FMGC 1 DISCWORD (A) |
| MIDDLE |12D| 429 INPUT 7(B) FMGC 1 DISCWORD (B) |
| MIDDLE |13A| 429 INPUT 8(A) RA 1 (A) |
| MIDDLE |13B| 429 INPUT 8(B) RA 1 (B) |
| TOP | 9C| 429 INPUT 9(A) FCU 2 (A) |
| TOP | 9D| 429 INPUT 9(B) FCU 2 (B) |
| MIDDLE | 1C| 429 OUTPUT 1(A) CFDIU (A) |
| MIDDLE | 1D| 429 OUTPUT 1(B) CFDIU (B) |
| TOP | 2A| 429 OUTPUT 2(A) WXR1 & WXR2 AUTOTILT |
| TOP | 2B| 429 OUTPUT 2(B) WXR1 & WXR2 AUTOTILT |
| TOP | 5C| 429 INPUT 16(A) N/U |
| TOP | 5D| 429 INPUT 16(B) N/U |
| TOP |11C| 429 INPUT 17(A) GPS1 BUS |
| TOP |11D| 429 INPUT 17(B) GPS1 BUS |
| TOP | 3A| 453 OUTPUT 1(A) TERR DATA R1 (A) |
| TOP | 3B| 453 OUTPUT 1(B) TERR DATA R1 (B) |
| TOP | 3C| 453 OUTPUT 2(A) TERR DATA R2 (A) |
| TOP | 3D| 453 OUTPUT 2(B) TERR DATA R2 (B) |
| TOP |13A| DC ANALOG INPUT 1 (+) N/U |
| TOP |13B| DC ANALOG INPUT 1 (-) N/U |
| TOP |13C| DC ANALOG INPUT 3 (+) N/U |
| TOP |13D| DC ANALOG INPUT 3 (-) N/U |
| MIDDLE |13D| 600 OHM AUDIO OUTPUT (C) |
| MIDDLE |13C| 600 OHM AUDIO OUTPUT (H) |
| MIDDLE | 3C| HIGH LEVEL 8 OHM AUDIO OUTPUT (C) N/U |
| MIDDLE | 3B| HIGH LEVEL 8 OHM AUDIO OUTPUT (H) N/U |
| BOTTOM | 1| Optional GPS COAX CONNECTION |
| MIDDLE | 3A| PROGRAM PIN COMMON |
| TOP |15A| 28 VDC DISCRETE INPUT 1 N/U |
| TOP |15B| 28 VDC DISCRETE INPUT 2 N/U |
| TOP |15C| 28 VDC DISCRETE INPUT 3 N/U |
| TOP |15D| 28 VDC DISCRETE INPUT 4 N/U |
| TOP | 7A| 28 VDC DISCRETE INPUT 5 N/U |
| TOP | 7B| 28 VDC DISCRETE INPUT 6 N/U |
| TOP | 7C| 28 VDC DISCRETE INPUT 7 N/U |
| TOP | 7D| 28 VDC DISCRETE INPUT 8 N/U |
| MIDDLE |1A | GND DISCRETE INPUT 1 N/U |

EFF :

101-199, 902-999, 34-48-00

Page 62
Config-2 Aug 01/07
R
IAC
---------------------------------------------------------
---------------------------------------------------------
| MIDDLE |9C | GND DISCRETE INPUT 10 LDG FLAP |
| MIDDLE |9D | GND DISCRETE INPUT 11 G/S MANUAL |
| MIDDLE |14A| GND DISCRETE INPUT 12 WXR1 ON/OFF |
| MIDDLE |14B| GND DISCRETE INPUT 13 TAD and TCF INHIBIT|
| MIDDLE | 2D| GND DISCRETE INPUT 14 WXR2 ON/OFF |
| TOP | 1A| GND DISCRETE INPUT 15 CAPT TERR SELECTION|
| TOP | 1B| GND DISCRETE INPUT 16 F/O TERR SELECTION |
| MIDDLE | 2B| GND DISCRETE INPUT 17 N/U |
| TOP | 4C| GND DISCRETE INPUT 18 N/U |
| MIDDLE | 5D| GND DISCRETE INPUT 19 ALL AUDIO INHIBIT |
| MIDDLE | 1B| GND DISCRETE INPUT 2 G/S INHIBIT |
| MIDDLE | 7A| GND DISCRETE INPUT 20 N/U |
| MIDDLE | 5C| GND DISCRETE INPUT 4 N/U |
| MIDDLE | 7D| GND DISCRETE INPUT 5 INHIBIT MODES 1 TO 5|
| | | (AUDIO AND VISUAL) |
| MIDDLE | 8D| GND DISCRETE INPUT 7 AUDIO SUPPRESS |
| | | (MOMENTARY) |
| MIDDLE | 9A| GND DISCRETE INPUT 8 SELF TEST |
| MIDDLE | 9B| GND DISCRETE INPUT 9 LDG GEAR |
| MIDDLE |15D| GND DISCRETE OUTPUT 1 |
| MIDDLE | 3D| GND DISCRETE OUTPUT 2 G/S ALERT OUTPUT |
| MIDDLE | 7B| GND DISCRETE OUTPUT 3 WARNING OUTPUT |
| TOP |12C| GND DISCRETE OUTPUT 4 |
| TOP |12A| GND DISCRETE OUTPUT 5 |
| TOP |12B| GND DISCRETE OUTPUT 6 |
| TOP | 4D| GND DISCRETE OUTPUT 7 |
| TOP |10D| GND DISCRETE OUTPUT 8 CAPT POP-UP OUTPUT |
| MIDDLE |14C| GND DISCRETE OUTPUT 9 F/O POP-UP OUTPUT |
| MIDDLE | 7C| DISCRETE MONITOR OUTPUT 1 GPWS MONITOR |
| | | OUTPUT |
| TOP |12D| DISCRETE MONITOR OUTPUT 2 TERR NOT AVAIL |
| | | OUTPUT |
| TOP |11B| DISCRETE MONITOR OUTPUT 3 TERRAIN MONITOR|
| | | OUTPUT |
| BOTTOM | 4 | CHASSIS GND |
| BOTTOM | 2 | PRIMARY PWR (H) |
| BOTTOM | 3 | PRIMARY PWR (L) |
| TOP |10A| PROGRAM PIN 1 |
| MIDDLE | 4A| PROGRAM PIN 10 |
| MIDDLE | 4C| PROGRAM PIN 11 |
| TOP | 5B| PROGRAM PIN 12 |

EFF :

101-199, 902-999, 34-48-00

Page 63
Config-2 Aug 01/07
R
IAC
---------------------------------------------------------
---------------------------------------------------------
| MIDDLE | 5B| PROGRAM PIN 13 |
| TOP | 2C| PROGRAM PIN 14 |
| MIDDLE |15C| PROGRAM PIN 15 |
| TOP | 6D| PROGRAM PIN 17 |
| TOP |10B| PROGRAM PIN 2 |
| TOP |10C| PROGRAM PIN 3 |
| MIDDLE | 4D| PROGRAM PIN 4 |
| MIDDLE |14D| PROGRAM PIN 7 |
| TOP | 2D| OUTPUT REF 10.00 VDC |
| TOP | 6C| RS232 RECEIVE |
| TOP | 6B| RS232 TRANSMIT |
| BOTTOM | 5 | Spare |
| MIDDLE |15A| Spare |
| MIDDLE |15B| Spare |
---------------------------------------------------------
(b) Front panel assembly

The front panel assembly contains identification and modification
status labels, status LEDs, a latched door for access to a
SELF-TEST pushbutton switch, a HEADPHONE jack, a RS232 test
connector (P1), and a Personal Computing Memory Card Interface
Adapter (PCMCIA) interface and status LEDs. There is also a
handle for ease of carrying and installation/removal, and a
hold-down hook for securing at installation.
(c) Chassis
The chassis is welded aluminum, composed of a top and bottom and
two sides. It provides slots for CCA and space for the front and
rear panel assemblies.
(d) PCMCIA interface

The standard Type II PCMCIA interface provided at the front panel
allows for both the uploading and downloading of internal
Enhanced GPWC information. Control of the upload/download process
is accomplished by insertion of the PCMCIA card into the front
panel access. Four LEDs are provided for PCMCIA interface
operation.

R

EFF :

101-199, 902-999, 34-48-00

Page 64
Config-2 Aug 01/07

IAC
The PCMCIA card does not remain installed during normal Enhanced
GPWC operation, and is not intended as an on-line/inflight
storage medium.
(e) Front connector

A 15-pin (double density, D-Sub) test connector is located on the
front panel, which provides for connection to either a CRT
terminal or a PC.
This connector provides the following interfaces:
1
_ Three-wire serial interface, compatible with RS232
This port can be used to access internal data from the
Enhanced GPWC for both bench simulation and aircraft testing.
Unit configuration and flight history can also be accessed.
This port can also be used to upload software and data bases.
2
_ ARINC 429/422/423 data loader interface
This port can be used to upload software and data bases.
System power is provided on two of the pins for data loader
use.
The Enhanced GPWC front connector pins are listed in the table
below (N/U means Not Used):
---------------------------------------------------------
---------------------------------------------------------
| FRONT | 8 | 429 INPUT 20(A)/422 INPUT 2(A) |
| FRONT |13 | 429 INPUT 20(B)/422 INPUT 2(B) |
| FRONT | 9 | 429 OUTPUT 5(A)/422 OUTPUT 2(A) |
| FRONT |14 | 429 OUTPUT 5(B)/422 OUTPUT 2(B) |
| FRONT | 2 | RESERVED FOR BOOT CODE LOAD N/U |
| FRONT | 6 | PCMCIA BOOT ENABLE N/U |
| FRONT | 11| RS422 SELECT N/U |
| FRONT | 1| Ground |
| FRONT | 10| POWER PIN ISOLATOR |
| FRONT | 15| 115 VAC-C (OR 28 VDC-) |
| FRONT | 5| 115 VAC-H (OR 28 VDC+) |
| FRONT | 3| RS232 RECEIVE |
| FRONT | 4| RS232 TRANSMIT |
| FRONT | 7| Spare |
|FRT JACK| 1 | 600 OHM AUDIO OUTPUT (C) |
|FRT JACK| 2 | 600 OHM AUDIO OUTPUT (H) |
---------------------------------------------------------

R

EFF :

101-199, 902-999, 34-48-00

Page 65
Config-2 Aug 01/07

IAC
**ON A/C 001-012, 014-099,
A. Enhanced GPWC

(Ref. Fig. 008)
enclosure.
- chassis,
- PCMCIA interface,
- front connector.

other circuitry.
Not Used):
---------------------------------------------------------
---------------------------------------------------------
| TOP | 8C| 429 INPUT 12(A) N/U |
| TOP | 8D| 429 INPUT 12(B) N/U |
| TOP | 5A| 429 INPUT 13(A) N/U |
| TOP | 6A| 429 INPUT 13(B) N/U |
| TOP | 1C| 429 INPUT 14(A) N/U |

EFF :

001-012, 014-099, 34-48-00

Page 66
Config-2 Aug 01/07
R
IAC
---------------------------------------------------------
---------------------------------------------------------
| TOP | 1D| 429 INPUT 14(B) N/U |
| TOP | 4A| 429 INPUT 15(A) N/U |
| TOP | 4B| 429 INPUT 15(B) N/U |
| TOP | 9C| 429 INPUT 9(A) FCU 2 (A) |
| TOP | 9D| 429 INPUT 9(B) FCU 2 (B) |
| TOP | 2A| 429 OUTPUT 2(A) N/U |
| TOP | 2B| 429 OUTPUT 2(B) N/U |
| TOP | 5C| 429 INPUT 16(A) N/U |
| TOP | 5D| 429 INPUT 16(B) N/U |
| TOP |11C| 429 INPUT 17(A) N/U |
| TOP |11D| 429 INPUT 17(B) N/U |

EFF :

001-012, 014-099, 34-48-00

Page 67
Config-2 Aug 01/07
R
IAC
---------------------------------------------------------
---------------------------------------------------------
| | | (MOMENTARY) |

EFF :

001-012, 014-099, 34-48-00

Page 68
Config-2 Aug 01/07
R
IAC
---------------------------------------------------------
---------------------------------------------------------
| | | OUTPUT |
| | | OUTPUT |
| | | OUTPUT |
---------------------------------------------------------


R

EFF :

001-012, 014-099, 34-48-00

Page 69
Config-2 Aug 01/07

IAC
(c) Chassis

operation.
storage medium.
(e) Front connector

terminal or a PC.
1
2
use.
---------------------------------------------------------
---------------------------------------------------------

R

EFF :

001-012, 014-099, 34-48-00

Page 70
Config-2 Aug 01/07

IAC
---------------------------------------------------------
---------------------------------------------------------
| FRONT | 15| 115 VAC-C (OR 28 VDC-) |
| FRONT | 5| 115 VAC-H (OR 28 VDC+) |
---------------------------------------------------------
**ON A/C 001-012, 014-099, 101-199, 902-999,
(2) Internal Description

(Ref. Fig. 009)
(a) The hardware consists of three main circuit card assemblies:

- the controller card,
- the accessory card,
- the analog acquisition card.
1
_ The controller card contains the main processor
(microprocessor 486DX4), the Digital Information Transfer
System (DITS) handler microcontroller and the image generator
DSP.
2
_ The accessory card contains the power supply and the voice
generator DSP.
3
_ The analog acquisition card contains the analog acquisition
microcontroller.
(b) The Enhanced GPWC contains the following five processors:

- main processor (486DX4) that runs the Enhanced GPWC Application
software and the Boot Loader Software,
- DITS handler microcontroller that runs the DITS Handler
software,
- image generator DPS that runs the image generator software,
which is a part of the Application software,
- voice generator DSP that runs the voice generator software,
which is part of the Application software,
- analog acquisition microcontroller that runs the Analog
Acquisition software.

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 71
Config-2 Aug 01/07
R
IAC
Enhanced GPWC - Block Diagram
Figure 009

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 72
Config-2 Aug 01/07

IAC
**ON A/C 001-012, 014-099,
(Ref. Fig. 003A)
(1) GPWS/LDG FLAP 3 pushbutton switch 13WZ

To avoid nuisance warnings during approach, the Enhanced GPWC needs
to know at which flap position the crew intends to land.
This pushbutton switch (item 5), when pressed (in) (white ON legend
on), indicates to the Enhanced GPWC that the pilot intends to land in
flap 3 position. When released (out), the pushbutton switch indicates
to the Enhanced GPWC that the pilot intends to land in flap FULL
position.
The GPWS FLAP message is permanently displayed in green on the MEMO
(2) GPWS/FLAP MODE pushbutton switch 7WZ

This pushbutton switch (item 4), when pressed (in) (white OFF legend
on), overrides flap abnormal condition input and generates the GPWS
FLAP MODE OFF message (green) in the memo area of the upper ECAM
display unit.
(3) GPWS/G/S MODE pushbutton switch 11WZ

(4) GPWS/SYS pushbutton switch 9WZ

When this pushbutton switch (item 2) is pressed (white OFF legend
on), all ground proximity alerts (Mode 1 to 5) are inhibited (visual
and audio) and no Enhanced GPWC self-test is possible.
- This pushbutton switch provides a FAULT warning indicating that a
failure in Modes 1 to 5 has been detected by the Enhanced GPWC.
When the FAULT legend comes on, the following messages are
displayed:
. on the upper ECAM display unit if they are not inhibited by the
FWC:
GPWS ........OFF (cyan)
(associated with action requested)
. in the INOP SYS item, on the STATUS page of the lower ECAM
display unit:
GPWS (amber)
(Ref. Fig. 010)

R

EFF :

001-012, 014-099, 34-48-00

Page 73
Config-2 May 01/08

IAC
Enhanced GPWS - Messages Displayed on Upper and Lower ECAM DU
R Figure 010

R

EFF :

001-012, 014-099, 34-48-00

Page 74
Config-2 Feb 01/08

IAC
(5) GPWS/TERR pushbutton switch 31WZ
- When this pushbutton switch (item 1) is pressed (white OFF legend
on), the TAD and TCF functions are inhibited (visual display and
audio inhibition).
- The pushbutton switch provides a FAULT warning indicating that a
failure of TAD and/or TCF functions has been detected by the
Enhanced GPWC.
displayed:
FWC:
NAV - GPWS TERR DET FAULT (amber)
GPWS TERR.............OFF (cyan)
display unit:
GPWS TERR (amber)
R **ON A/C 001-012, 014-099, 101-199, 902-999,
R Post SB 31-1300 For A/C 001-012,014-099,
R B. Pushbutton Switches
R **ON A/C 101-199, 902-999,
R (Ref. Fig. 003)
R **ON A/C 001-012, 014-099,
R Post SB 31-1300 For A/C 001-012,014-099,
R (Ref. Fig. 003A)
R **ON A/C 001-012, 014-099, 101-199, 902-999,
R Post SB 31-1300 For A/C 001-012,014-099,
R (1) GPWS/LDG FLAP 3 pushbutton switch 13WZ

R To avoid nuisance warnings during approach, the Enhanced GPWC needs
R to know at which flap position the crew intends to land.
R This pushbutton switch (item 5), when pressed (in) (white ON legend
R on), indicates to the Enhanced GPWC that the pilot intends to land in
R flap 3 position. When released (out), the pushbutton switch indicates
R to the Enhanced GPWC that the pilot intends to land in flap FULL
R position.

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 75
Config-2 Feb 01/08

IAC
R The GPWS FLAP message is permanently displayed in green on the MEMO
R of the ECAM display unit if no warning is in progress.
R (2) GPWS/FLAP MODE pushbutton switch 7WZ

R This pushbutton switch (item 4), when pressed (in) (white OFF legend
R on), overrides flap abnormal condition input and generates the GPWS
R FLAP MODE OFF message (green) in the memo area of the upper ECAM
R display unit.
R (3) GPWS/G/S MODE pushbutton switch 11WZ

R This pushbutton switch (item 3), when pressed (in) (white OFF legend
R on), inhibits the glide slope mode.
R (4) GPWS/SYS pushbutton switch 9WZ

R When this pushbutton switch (item 2) is pressed (white OFF legend
R on), all ground proximity alerts (Mode 1 to 5) are inhibited (visual
R and audio) and no Enhanced GPWC self-test is possible.
R - This pushbutton switch provides a FAULT warning indicating that a
R failure in Modes 1 to 5 has been detected by the Enhanced GPWC.
R When the FAULT legend comes on, the following messages are
R displayed:
R . on the upper ECAM display unit if they are not inhibited by the
R FWC:
R NAV - GPWS FAULT (amber)
R GPWS ........OFF (cyan)
R (associated with action requested)
R . in the INOP SYS item, on the STATUS page of the lower ECAM
R display unit:
R GPWS (amber)
R A fault message is sent to the CFDIU.
R (Ref. Fig. 010A)
R (5) GPWS/TERR pushbutton switch 31WZ

R - When this pushbutton switch (item 1) is pressed (white OFF legend
R on), the TAD and TCF functions are inhibited (visual display and
R audio inhibition).
R - The pushbutton switch provides a FAULT warning indicating that a
R failure of TAD and/or TCF functions has been detected by the
R Enhanced GPWC.
R When the FAULT legend comes on, the following messages are
R displayed:
R . on the upper ECAM display unit if they are not inhibited by the
R FWC:
R TERR OFF (green or amber)
R GPWS TERR.............OFF (cyan)
R . in the INOP SYS item, on the STATUS page of the lower ECAM
R display unit:

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 76
Config-2 Feb 01/08

IAC
R Figure 010A

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 77
Config-2 Feb 01/08

IAC
R GPWS TERR (amber)
R A fault message is sent to the CFDIU.
R **ON A/C 101-199, 902-999,
R (6) CAPT and F/O PULL UP/GPWS pushbutton switches 5WZ and 4WZ
R These pushbutton switches, located on panels 301VU and 500VU, have
R two functions when pressed (in):
R - they cancel the glide slope alert, or
R - they initiate the self-test sequence if the aircraft is on ground.
R (7) CAPT and F/O TERR ON ND pushbutton switches 30WZ1 and 30WZ2
R These pushbutton switches (items 6 and 7) allow the crew to select or
R deselect terrain display on ND.
R The ON legends indicate that terrain data is displayed on ND
R (following manual or automatic pop up selection).
R **ON A/C 001-012, 014-099,
(6) CAPT and F/O GPWS/G/S pushbutton switches 5WZ and 4WZ
These pushbutton switches, located on panels 301VU and 500VU, have
two functions when pressed (in):
(7) CAPT and F/O TERR ON ND pushbutton switches 30WZ1 and 30WZ2
These pushbutton switches (items 6 and 7) allow the crew to select or
deselect terrain display on ND.
(following manual or automatic pop up selection).
**ON A/C 001-012, 014-099, 101-199, 902-999,
Post SB 34-1190 For A/C 001-012,014-099,
7. Operation
_________

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 78
Config-2 Feb 01/08

IAC
**ON A/C 001-012, 014-099, 101-199, 902-999,
A. General
(1) Warning modes

used in different combinations to monitor aircraft situation
awareness with respect to the terrain. The following functions are
implemented within the Enhanced GPWS:
Terrain Awareness and Display (TAD)
Terrain Clearance Floor (TCF)
**ON A/C 101-199, 902-999,
(2) Aural alert messages

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.
MODE AURAL ALERTS VISUAL ALERTS
1 SINK RATE GPWS
1 PULL UP PULL UP
2 TERRAIN GPWS
2 TERRAIN TERRAIN PULL UP PULL UP
3 DONT SINK GPWS
4 TOO LOW GEAR GPWS
5 GLIDE SLOPE GPWS
TAD TERRAIN AHEAD TERRAIN AHEAD GPWS
TAD TERRAIN AHEAD PULL UP TERRAIN AHEAD PULL UP PULL UP
OBSTACLE OBSTACLE AHEAD OBSTACLE AHEAD GPWS
OBSTACLE OBSTACLE AHEAD PULL UP OBSTACLE AHEAD PULL UP PULL UP
TCF TOO LOW TERRAIN GPWS
Each of these alerts inhibits the automatic call out.

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 79
Config-2 Feb 01/08
R
IAC
**ON A/C 001-012, 014-099,
Post SB 34-1190 For A/C 001-012,014-099,

1 SINK RATE GPWS
1 PULL UP GPWS
2 TERRAIN GPWS
2 TERRAIN TERRAIN GPWS
2 PULL UP GPWS
3 DONT SINK DONT SINK GPWS
4 TOO LOW GEAR GPWS
5 GLIDE SLOPE G/S
TAD CAUTION TERRAIN GPWS
TAD TERRAIN TERRAIN PULL UP GPWS
**ON A/C 101-199, 902-999,
(3) Inhibitions
R (Ref. Fig. 010A)
Alerts may be cancelled by:
(a) Pressing the EMER CANC key on the ECAM control panel (aural alert
only).
(b) Pressing the PULL UP/GPWS pushbutton switch on the main

instrument panel for Mode 5 (glide slope) visual and aural alert.
This inhibition is temporary and the mode is automatically
Mode 5 (glide slope) visual and aural alert (permanent
inhibition).
inhibition of GPWS Modes 1 to 5 (visual and aural alerts).

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 80
Config-2 Feb 01/08

IAC
(e) Pressing the TERR pushbutton switch on the overhead panel for
inhibition of TAD and TCF functions (visual and aural alerts).
(f) All aural messages are inhibited if a stall or a windshear (if

WR/PWS is installed) is in progress.
(4) Faults which prevent normal Enhanced GPWC operation are stored in the
BITE memory. They can be read on the MCDU.
**ON A/C 001-012, 014-099,
(3) Inhibitions
R (Ref. Fig. 010)
R **ON A/C 001-012, 014-099,
R Post SB 31-1300 For A/C 001-012,014-099,
(Ref. Fig. 010A)
R **ON A/C 001-012, 014-099,
only).
(b) Pressing the GPWS/G/S pushbutton switch on the main instrument

panel for Mode 5 (glide slope) visual and aural alert. This
inhibition is temporary and the mode is automatically reactivated
for a new envelope penetration.
inhibition).


EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 81
Config-2 Feb 01/08

IAC
**ON A/C 001-012, 014-099, 101-199, 902-999,

This section describes the five warning modes of the Enhanced GPWC and
describes the operation of each of the modes.
**ON A/C 101-199, 902-999,

(Ref. Fig. 011)
figure shows the outer and inner boundaries whose penetration
triggers the alert/warnings.

____
descent. The formulas provide theoretical target values
only.
(c) The outer warning boundary is biased to the right as a function

of glide slope deviation above (Fly Down) the beam in order to
prevent unwanted warnings while re-positioning from above the
beam.
(d) The penetration of this outer boundary activates the PULL UP

legends and produces the voice warning SINK RATE repeated twice,
then it remains silent unless the excessive descent rate
condition degrades by approximately 20 per cent.
(e) Further penetration of the first boundary reaches the inner

boundary where the voice warning changes from SINK RATE to PULL
UP. This inner boundary is composed of two straight lines. The
equation which describes the lower line is:

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 82
Config-2 Feb 01/08
R
IAC
Enhanced GPWS - Excessive Rate of Descent
Figure 011

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 83
Config-2 Feb 01/08
R
IAC
(f) Both boundaries are cut off at the top by a radio altitude of
(g) Both boundaries can be biased to the right at certain airports

through envelope modulation to minimize nuisance warnings.
**ON A/C 001-012, 014-099,

(Ref. Fig. 011)

____
only.

beam.
(d) The penetration of this outer boundary activates the GPWS legends
and produces the voice warning SINK RATE repeated twice, then
remains silent unless the excessive descent rate condition
degrades by approximately 20 per cent.


EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 84
Config-2 Feb 01/08
R
IAC

**ON A/C 001-012, 014-099, 101-199, 902-999,

(Ref. Fig. 012)
(a) Mode 2 provides a warning based on the radio altitude between the
aircraft and the ground and on how rapidly the radio altitude
decreases.

information. The increase of the altitude descent rate tends to
speed up the warning occurrence. The reduction of the altitude
descent rate or the initiation of a climb tends to delay the
referred to as Mode 2A and Mode 2B. Mode 2A is applied when the
landing flaps are not down and the aircraft is not in the glide
slope beam. Mode 2B requires that the landing flaps be down or
that the aircraft be in the glide slope beam within +/- 2 dots of
deviation during an ILS approach. The figure shows the warning
boundary for Mode 2A (landing flaps up). The closure rate is the
computed change in the radio altitude between the aircraft and
the ground. It is considered positive when the altitude
decreases.
The lower sloped line has an equation of:
H warn (ft.) = - 1579 ft. + 0.7895 X closure rate (FPM).

EFF :

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Enhanced GPWS - Terrain Closure Rate - Mode
Figure 012

EFF :

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Page 86
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H warn (ft.) = 522 ft. + 0.1968 X closure rate (FPM).
ft.
**ON A/C 101-199, 902-999,
top, the PULL UP legends come on and the voice message is TERRAIN
TERRAIN.
If the boundary penetration lasts beyond these two TERRAIN
messages, approximately 1 second, then the warning switches to
PULL UP repeated continuously until the boundary is departed.
When the Mode 2A envelope is exited, after having been violated
for more than 3 seconds, an altitude gain feature is
automatically activated. First the altitude at this instant is
sampled and stored. The PULL UP legends remain on and the voice
message is TERRAIN. After three hundred feet of altitude are
gained from the stored value, or 45 seconds have elapsed from the
point where the PULL UP envelope was exited, the PULL UP legends
and voice stop. If another boundary penetration occurs during
this altitude gain time, and it lasts long enough to restart the
PULL UP warning plus 3 seconds, then the whole process begins
again with a new reference altitude for the 300 ft. after
boundary separation.

configuration.

approach and the glide slope and localizer deviations are less
than +/- 2 dots. However, the warning envelope is slightly
different from the flaps down case in that the lower boundary is

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 87
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IAC
controlled only as a function of radio altitude, having a
constant lower cutoff of 30 ft. above ground level. When the
flaps are selected to landing configuration in the ILS beams, the
lower boundary is activated, (Mode 2B inhibit).
the PULL UP legends come on, and the voice message is repeated
until the boundary is exited. If the gear or the flaps are up,
then the message is TERRAIN TERRAIN followed by PULL UP if the
condition persists. If both gear and flaps are in the landing
configuration, the message is TERRAIN.
**ON A/C 001-012, 014-099,
top, the GPWS legends come on and the voice message is TERRAIN
TERRAIN.
sampled and stored. The GPWS legends remain on and the voice
point where the PULL UP envelope was exited, the GPWS legends and
voice stop. If another boundary penetration occurs during this
altitude gain time, and it lasts long enough to restart the PULL
UP warning plus 3 seconds, then the whole process begins again
with a new reference altitude for the 300 ft. after boundary
separation.

configuration.

EFF :

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Page 88
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the GPWS legends come on, and the voice message is repeated until
the boundary is exited. If the gear or the flaps are up, then the
message is TERRAIN TERRAIN followed by PULL UP if the condition
persists. If both gear and flaps are in the landing
**ON A/C 101-199, 902-999,
(i) When the following conditions are available:

- Enhanced functions valid,
- Terrain database quality good,
- Geometric Altitude valid,
- Terrain awareness functions in high integrity,
Current Mode 2 alert envelopes are modified in order to limit
spurious alert.
The new envelope limits the top of the Mode 2 curve to 950 ft.
RA.
The Mode 2 envelope is also reduced to the existing Mode 2 B
limit of 789 ft. whenever the aircraft is within 10NM and 3500
ft. of the runway.
(Ref. Fig. 013)
**ON A/C 001-012, 014-099, 101-199, 902-999,

(Ref. Fig. 014)

takeoff.

R

EFF :

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Page 89
Config-2 Feb 01/08

IAC
Enhanced GPWS - Mode 2 with Geometric altitude
Figure 013

R

EFF :

101-199, 902-999, 34-48-00

Page 90
Config-2 Feb 01/08

IAC
Enhanced GPWS - Descent After Takeoff
Figure 014

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 91
Config-2 Aug 01/07

IAC
(b) Penetration of the Mode 3 alert/boundary results in the message
DONT SINK and is based on altitude loss and radio altitude. This
alert/warning is only provided during takeoff when the aircraft
looses a predetermined amount of altitude.
(Ref. Fig. 014)
The sloped portion of the static warning envelope depicted is
defined by the following equation:
ALTITUDE LOSS (FT.) = 5.4 + 0.092 (RADIO ALTITUDE (FT.))
(c) Inertially compensated air data signals are used when possible.
(d) The descent required for a warning varies as a function of flight

signal and takeoff/approach mode logic, the Enhanced GPWC stores
the existing value of altitude. Subsequent samples of altitude,
(e) Mode 3 is biased or desensitized under certain conditions. This

is accomplished by sampling radio altitude and altitude at
takeoff or go-around, and combining these signals to establish
the field elevation (or ground elevation) at takeoff or at the
point of go-around. Subsequent altitude information is then
compared to this value to determine the altitude gained since
takeoff or go-around.
(f) A delay equivalent to 0.8 second is added to the warning output


EFF :

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**ON A/C 101-199, 902-999,

(Ref. Fig. 015)
(a) Mode 4 generates three types of voice warning messages based on

the radio altitude, computed airspeed, and aircraft
configuration.
Mode 4 is composed of three sub-modes referred to as Modes 4A, 4B
and 4C.
Mode 4A is active during cruise and approach, with gear not in

landing configuration and flaps not in landing configuration
(full or conf 3 + LDG FLAP 3 selected on the overhead GPWS
control panel).
Mode 4B is active during cruise and approach, with:
- gear in landing configuration
OR
- flaps in landing configuration and gear not in landing
configuration.
All Mode 4 alerts are inhibited if flaps and gear are in landing
configuration.
A push action on the GPWS/FLAP MODE pushbutton switch (OFF legend

on) inhibits all Mode 4 alerts if gear is in landing
configuration.
(b) The standard upper boundary for Mode 4A is at 500 ft. radio
altitude. Below 190 kts, if the aircraft penetrates this boundary
with the gear still up and flap not in landing configuration, the
voice message is TOO LOW GEAR.
Above 190 kts :
- if flaps are not in landing configuration and TCF enabled or
TAD in high integrity (A/C position and geometric altitude have
a high accuracy), the upper boundary stays constant to a value
of 500 ft. radio altitude.
Penetrating this airspeed expanded boundary produces a TOO LOW
TERRAIN voice message.
(Ref. Fig. 015)
(See top fig. (SHEET1))
- if flaps are not in landing configuration and TCF disabled and
TAD not in high integrity, the upper boundary increases
linearly with airspeed to a maximum of 1000 ft. radio altitude
at 250 kts or more.

R

EFF :

101-199, 902-999, 34-48-00

Page 93
Config-2 Feb 01/08

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Enhanced GPWS - Unsafe Terrain Clearance - Mode

EFF :

101-199, 902-999, 34-48-00

Page 94
Config-2 Aug 01/07
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R

EFF :

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Lowering the flaps or the gear in landing configuration results
in transition to Mode 4B.
(Ref. Fig. 015)
(See bottom fig. (SHEET1))
(c) The standard upper boundary for Mode 4B is at 245 ft. radio
altiude. Penetration below 159 kts results in TOO LOW GEAR voice
message with gear up, or TOO LOW FLAPS message with gear down and
flaps not in Landing configuration
Above 159 kts :
- if landing gear is up and flaps are down, the voice message is
TOO LOW GEAR. The upper boundary stays constant to a value of
245 ft.
(Ref. Fig. 015)
- if landing gear is down and flaps are not in landing
configuration, the voice message is TOO LOW TERRAIN. The upper
boundary stays constant to a value of 245 ft. if TAD is in high
integrity or TCF enabled.
(Ref. Fig. 015)
(See middle fig. (SHEET2))
Otherwise, the upper boundary increases linearly with airspeed
to a maximum value of 1000 ft. radio altitude at 250 kts or
more.
(Ref. Fig. 015)
(d) The Mode 4A and 4B maximum altitudes are reduced under different
circumstances to help reduce nuisance alerts.
First, through Envelope Modulation, lower maximums are used at
certain airports where operational procedures and terrain
characteristics may result in potential nuisance warnings.
Secondly, the Mode 4 maximum altitude is reduced from 1000 ft. to
800 ft. radio altitude if an overflight is detected. An
overflight is detected by sensing sudden changes in radio
altitude.
Current holding patterns can allow a 1000 ft. separation between
aircraft. Due to barometric altimetry errors, the actual
separation can be somewhat less than 1000 ft. If the radio
altitude rate of change is greater than or equal to -2200 ft. per
second, then the Mode 4 maximum altitude is reduced to 800 ft.
for 60 seconds following the excessive rate detection.

EFF :

101-199, 902-999, 34-48-00

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(e) Mode 4 also provides an alert based on a minimum radio altitude
clearance during takeoff. This alert is similar to the Mode 4A
alert that is active during the cruise and approach phases of
flight, only in this case, the minimum terrain clearance is a
function of the radio altitude of the aircraft.
A value equal to 75 percent of the current radio altitude is
accumulated in a long-term filter that is only allowed to
increase in value. If the radio altitude later decreases, the
filter stores its maximum attained value. Further decrease of
radio altitude below the stored filter value with gear or flap
results in the TOO LOW TERRAIN voice message (or equivalent).
A simplified example illustrates this operation. First assume the
radio altitude increases rapidly from zero foot to 400 ft. The
filter begins charging to 75 percent of 400 ft., or 300 ft. In 20
seconds, the filter will have charged up to approximately 220 ft.
If the radio altitude decreases so that 75 percent of this value
results in something less than 220 ft. (i.e., approximately 295
ft. or less), the filter remains at a value of 220 ft. Further
reductions in radio altitude below 220 ft. will result in the TOO
LOW TERRAIN voice message.
This warning is provided to prevent inadvertent controlled flight
into the ground during takeoff climb into terrain that produces
insufficient closure rate for a Mode 2 warning. After change from
takeoff to cruise and approach, then Modes 4A and 4B provide this
protection.
The basic audio declutter feature applies a ratchet function to
the Mode 4 aural alerts which are similar to the Mode 3
ratcheting alert/warning. Once the alert/warning is provided, the
envelope is biased down by 20 percent and further alerts are held
off until this additional 20 percent radio altitude is lost. The
lamp is not affected and remains on until the radio altitude
becomes greater than the indication on the curves.
**ON A/C 001-012, 014-099,
(a) Mode 4 generates three types of voice warnings based on the radio
altitude, computed airspeed, and aircraft configuration, commonly
referred to as Modes 4A, 4B and 4C.
Mode 4A is active during cruise and approach with gear and flaps
not in landing configuration (conf 3 or full), the voice message
is TOO LOW GEAR.
Mode 4B is active in cruise and approach, with either gear or
flaps in landing configuration.

R

EFF :

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The upper boundary of the mode 4A and 4B envelope depends on the
enhanced mo des. When TCF is enabled and TAD in high integrity,
mode 4A upper boundary is maintained at 500ft for all airspeed
and mode 4B upper boundary is maintained at 245ft for all
airspeed.
All mode 4A/4B alerts are disabled when the aircraft is in full
landing configuration.
(Ref. Fig. 015A)
The equation for the sloped portion of the warning curve is:
H warn (ft) = -1083ft + 8.333 x Computed Airspeed (Kts)
Mode 4C is active diring takeoff phase with either gear or flaps

not in landing configuration. It provides a warning based on
minimum radio altitude clearance during takeoff. This warning is
similar to the Mode 4A warning that is active during the cruise
and approach phases of flight, only in this case, the minimum
terrain clearance is a function of the radio altitude of the
aircraft. The slopped portion of the envelope boundary is
described by the equation:
MIN TERRAIN CLEARANCE (ft) = 0.75 (RADIO ALTITUDE (ft)
Mode 4C is based on a minimum terrain clearance, or floor, that

increases with radio altitude during takeoff. A value equal to 75
per cent of the current rad io altitude is accumulated in a long
term filter that is only allowed to increase in value. If the
radio altitude later decreases, the filter stores its maximum
attained value. Further decrease of radio altitude below the
stored filter value with gear or flaps up results in the warning
TOO LOW TERRAIN (or equivalent).
radio altitude increase rapidly from 0ft to 400ft. The filter
begins charging to 75 per cent of 400ft or 300ft. In 20 seconds,
the filter has charged up to approximately 220ft. Now if the
radio altitude decreases so that 75 per cent of this value
results in something less than 220ft (i.e., approximately 295ft
or less), the filter remains at a value of 220ft . Further
reductions in radio altitude below 220ft result in the TOO LOW
TERRAIN warning. This warning is provided to prevent inadvertent
controlled flight into the ground during takeoff climb into
terrain that produces insufficient closure rate for a Mode 2
warning. After takeoff, and mode change over from Takeoff to
Cruise or Approach, then Mode 4A and 4B provide this protection.
The basic audio de-clutter feature applies a ratched function to
the Mode 4C voice warning which is equivalent to the ratcheting
voice message described above. Once the message is given, the
envelope is biased down by 20 per cent and further warnings are

EFF :

001-012, 014-099, 34-48-00

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INTENTIONALLY BLANK

R

34-48-00

Page 99
Config-2 Aug 01/07

IAC
Figure 015A (SHEET 1)

R

EFF :

001-012, 014-099, 34-48-00

Page A0
Config-2 Aug 01/07

IAC

R

EFF :

001-012, 014-099, 34-48-00

Page A1
Config-2 Aug 01/07

IAC
held off until this additional 20 per cent radio altitude is
lost. The lamp is not affected and remains on until the terrain
clearance problem is rectified.
(b) The Mode 4A/4B maximum altitude is lowered from 1000 to 800 ft.
of radio altitude when an overflight is detected. An overflight
can be detected by sensing the sudden change in radio altitude
(-2200ft/s). The 800 ft limit is maintained for 60 seconds after
an overflight to ensure that a nuisance warning is not issued.
(c) When the landing gear or flaps are lowered, the upper boundary
decreases to 245 ft. To maintain the same airspeed expansion
function up to 1000 ft. nominal at 250 Kts, the lower level
corner is at 159 Kts.
Penetration below 159 Kts results in TOO LOW GEAR messages with
gear up or TOO LOW FLAPS message with gear down and flaps not in
landing configuration, while above 159 Kts the message is TOO LOW
TERRAIN.
(d) The basic audio de-clutter feature applies a ratched function to

the Mode 4 voice warning which is similar to the Mode 3
ratcheting voice message. Once the message is given, the envelope
is biased down by 20 per cent and further warnings are held off
until this additional 20 per cent radio altitude is lost. The
becomes greater than indicated on the curves.
radio altitude increases rapidly from 0 ft. to 400 ft. The filter
begins charging to 75 per cent of 400 ft., or 300 ft. In 20
seconds, the filter has charged up to approximately 220 ft.
(e) The gear-down logic requirement for Mode 5is deleted at certains
airports.

EFF :

001-012, 014-099, 34-48-00

Page A2
Config-2 Feb 01/08
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**ON A/C 001-012, 014-099, 101-199, 902-999,

(Ref. Fig. 016)
approaches.
beam before enabling this mode. Higher upper limits are used at
0.0875 DDM = 0,36 degree. The first warning occurs whenever the
aircraft is more than 1.3 dots below the beam. It is called a
soft glide slope warning because the volume level of the GLIDE
SLOPE warning is approximately one half (- 6 db) that of the
other warnings.
more than 2 dots below the beam. It is called loud glide slope
because the volume level is increased to that of the other
warnings.
(c) The basic audio de-clutter feature provides GLIDE SLOPE message
logic which suppresses the aural alert after one message has been
given. Follow-on alerts are only allowed when the aircraft
descends lower on the glide slope beam by approximately 20 per
cent. The alert lamp remains on until the excessive FLY UP
condition has been corrected. The aural alerts are provided
continuously once the aircraft exceeds 2 dots FLY UP. Below 300
ft. AGL the messages speed up as altitude is lowered or deviation
is increased. Actual time between GLIDE SLOPE messages for these
conditions is controlled by the equation:
RADIO ALTITUDE (FT.)

PAUSE(SEC) = --------------------------------- X 0.0067
GLIDE SLOPE DEVIATION (DOTS FLY UP)
Additionally, the audio de-clutter feature allows for Mode 5

GLIDE SLOPE alerts to occur during penetration of the Mode 1
outer envelope while the Mode 1 SINKRATE audio is suppressed.

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page A3
Config-2 Aug 01/07

IAC
Enhanced GPWS - Descent Below Glide Slope
Figure 016

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page A4
Config-2 Aug 01/07
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descending below 30 ft.
altitude is shown along with the constant separation 0.7 dot
between the two boundaries. A delay of approximately 0.8 second
during a warning condition. The delay also turns off the warning
output when two successive samples show a loss of the enabling
logic. The repetition rate of the GLIDE SLOPE message is
(f) The gear-down logic requirement for Mode 5 is deleted at certain

airports.
**ON A/C 101-199, 902-999,
(g) Mode 5 is inhibited when aircraft performed a FLS approach.
(1) Background
During the past 20 years, experience with GPWS has shown that normal
The envelope modulation feature provides improved alert/warning
protection at some key locations throughout the world, while
improving nuisance margins at others. This is made possible with the
use of navigational signals from GPS/IRS/FMS navigation equipement.
the other airport normal approaches. However, there remains a
limited number of cases which are still not satisfactory persist
despite these efforts.
nuisance warnings involves Mode 2 closure rate due to terrain under
Others involve Mode 4 terrain clearance warnings during initial
approach. A few Mode 1 warnings are the results of steeper than
some airports.

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page A5
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IAC
ILS approaches because Mode 5 is limited to less than 1000 ft. radio
the runway elevation before a Mode 5 warning is possible during most
of the approach.
few special cases without compromising the Enhanced GPWC at all other
airports.
further warning reduction is not desirable. This requires the use of
corrected altitude signals.

Furthermore, in order to prevent inadvertent activation of envelope
modulation, cross checks must be made which validate the navigational
and altitude information. This requires a cross check to other ground
based navigational aids.
Corrected altitude information from the ADIRU is used. This data can
be either QNH or QFE corrected. This altitude information is verified
in one of two ways:
- For ILS approaches, the glide slope deviation is used to establish
that adequate terrain clearance exists (i.e. a normal approach).
Consequently, errors in altitude data do not enable envelope
modulation during an unsafe condition,
- When ILS information is not available, stored terrain elevation
data is matched against computed elevation data (i.e. corrected
altitude - radio altitude) to verify altitude. This is done for a
snapshot location immediately prior to the envelope modulation
area.
- latitude position from GPS or FMGC or the ADIRU,
- longitude position from GPS or FMGC or the ADIRU,
- glide slope deviation from the ILS,
- localizer deviation from the ILS,
- aircraft magnetic track angle from the FMGC or the ADIRU,
- runway course from the ILS,
- corrected barometric altitude from the ADIRU,

R

EFF :

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- QNH or QFE mode of baro altitude correction. QNH mode is baro
altitude correction to sea level. QFE mode is selected for baro
altitude correction to the airport field elevation,
- radio altitude.
is not required until the aircraft approaches one of the envelope
modulation areas. Then the other data inputs are checked for a
normal approach before any warning envelopes are modulated.
The GPS is the preferred source for latitude and longitude. The
Enhanced-GPWS will then us preferably GPS and corrected IRS latitude
**ON A/C 001-012, 014-099,
(1) Background
use of navigational signals from modern inertially based navigation
equipment. This feature utilizes updated flight management system
navigational signals.
some airports.

EFF :

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Page A7
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of the approach.
airports.

be either QNH or QFE corrected (selectable via program pin). This
altitude information is verified in one of two ways:
area.
- latitude position from the FMGC or the ADIRU,
- longitude position from the FMGC or the ADIRU,
field elevation,

R

EFF :

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Page A8
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IAC
- radio altitude.
because these data were corrected for the normal drift of the ADIRU
basic latitude and longitude data.
**ON A/C 001-012, 014-099, 101-199, 902-999,

envelope modulation required for particular airport approaches.
- bias the Mode 1 warning boundaries for SINK RATE and PULL UP to the
right to allow greater altitude descent rates before a warning is
generated.
(Ref. Fig. 011)
- lower the maximum upper limit for Mode 2A and Mode 2B.
(Ref. Fig. 012)
- lower the maximum upper limit for Mode 4 to allow less minimum
**ON A/C 101-199, 902-999,
(Ref. Fig. 015)
**ON A/C 001-012, 014-099,
(Ref. Fig. 015A)
**ON A/C 001-012, 014-099, 101-199, 902-999,
- expand the maximum Mode 5 radio altitude level where a warning can
begin. This allows GLIDE SLOPE warnings for higher radio altitudes.
The gear down requirement is also removed during warning expansion,
to allow gear up warnings.
The actual data for each of the established areas is in tables stored
in the Enhanced GPWC non-volatile memory. This data can be for either
a snapshot area or an envelope modulation area. In fact, these
areas can actually overlap since the envelope modulation is not

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page A9
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performed until the snapshot conditions have been verified. Every
snapshot has an associated envelope modulation area, but not every
envelope modulation area has an associated snapshot area. This is
because some locations use glide slope instead of the snapshot
feature as a cross check on corrected altitude data. All of the data
extracted for each location is used to form a unique key which
establishes the aircraft position, orientation and altitude.
Stored data for latitude, longitude, terrain elevation, expected
elevation tolerance, minimum expected radio altitude, heading (track)
and maximum allowable time to reach the envelope modulation area are
compared to real time computed values for these parameters in order
to set snapshot latch. This latch is intentionally stored in
volatile RAM memory and cleared during power loss recovery. The
associated signal validities are used to establish signal integrity
prior to setting the snapshot latch. The maximum time term is used
to clear the snapshot latch once this time has expired unless the
envelope modulation conditions are satisfied first.
Logic is required to satisfy one or more of the envelope modulation
keys. In each case, if the key is required, the associated
conditions are monitored.
The following is a summary of the envelope modulation, and snapshot
keys:
ENVELOPE MODULATION KEYS
-----------------------------------------------------------------------------
| SELECTED KEY | DESCRIPTION |
|------------------|--------------------------------------------------------|
| ENVELOPE | REQUIRES VALID LATITUDE AND LONGITUDE TO BE WITHIN |
| MODULATION AREA | DEFINED AREA |
|------------------|--------------------------------------------------------|
| G/S SELECTED | REQUIRES VALID GLIDE SLOPE WITHIN +/- 2 DOTS |
|------------------|--------------------------------------------------------|
| LOC SELECTED | REQUIRES VALID LOCALIZER WITHIN +/- 2 DOTS |
|------------------|--------------------------------------------------------|
| HDG SELECTED | REQUIRES VALID HEADING WITHIN +/- 30 DEG OF SELECTED |
| | VALUE |
|------------------|--------------------------------------------------------|
| CRS SELECTED | REQUIRES VALID RUNWAY COURSE WITHIN +/- 10 DEG OF |
| | SELECTED VALUE |
| | If the aircraft installation does not provide runway |
| | course (or selected heading) then this key is not |
| | required. |
|------------------|--------------------------------------------------------|
| MIN ALTITUDE | REQUIRES VALID CORRECTED ALTITUDE (QFE OR QNH) TO BE |
| SELECTED | GREATER THAN SELECTED VALUE |
|------------------|--------------------------------------------------------|
| SNAPSHOT SELECTED| REQUIRES SNAPSHOT DETECTED |

EFF :

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Page A10
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-----------------------------------------------------------------------------
|------------------|--------------------------------------------------------|
-----------------------------------------------------------------------------
SNAPSHOT KEYS
-----------------------------------------------------------------------------
|------------------|--------------------------------------------------------|
| SNAPSHOT AREA | REQUIRES VALID LATITUDE AND LONGITUDE TO BE WITHIN |
| | DEFINED AREA |
|------------------|--------------------------------------------------------|
| | VALUE |
|------------------|--------------------------------------------------------|
| MINIMUM RADIO | REQUIRES VALID RADIO ALTITUDE TO BE GREATER THAN |
| ALTITUDE | SELECTED VALUE |
|------------------|--------------------------------------------------------|
| TERRAIN ELEVATION| REQUIRES TERRAIN ELEVATION (QFE OR QNH) TO BE WITHIN |
| | A SPECIFIC TOLERANCE OF THE SELECTED VALUE |
|------------------|--------------------------------------------------------|
| MAXIMUM TIME | MAXIMUM TIME PERMITTED TO SATISFY ALL ENVELOPE |
| | MODULATION KEYS AFTER LEAVING THE SNAPSHOT |
|__________________|________________________________________________________|
All of the keys, either by virtue of not being selected, or by

being selected and satisfied, are required to enable envelope
modulation. Envelope modulation parameters are either within the
selected values if the keys fit, or defaulted to normal values if
the keys do not fit. These parameters are used as inputs to the
warning modes and thereby provide the mechanism for envelope
modulation.
D. Enhanced Features
(1) Terrain Awareness alerting and Display (TAD) functions

The terrain awareness component of the Enhanced GPWS is divided into
functional blocks with an interface to Navigation Display.
(Ref. Fig. 017)
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.

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page A11
Config-2 Aug 01/07
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Figure 017

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page A12
Config-2 Aug 01/07
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The terrain awareness alert lamps and audio outputs behave in the
same manner as the standard GPWS mode alerts. A terrain caution alert
or terrain warning alert initiates a specific audio alert phrase
(Ref. para.D.(1)(d)2_ and D.(1)(d)3_).
Complementing the terrain threat alerts, the Enhanced GPWS also
maintains a synthetic image of local terrain forward of the aircraft
for display on EFIS Navigation Displays (ND).
The Enhanced GPWS is configured to automatically de-select the
weather display and pop-up a display of the terrain threats when they
occur. The logic used provides an external input for predictive
windshear alerts that can override a terrain display and revert to
the weather display with the corresponding windshear data (if WR/PWS
installed).
The Enhanced GPWS provides two external display outputs, each with
independent range-scaling control in the same fashion as a weather
radar on both NDs. Changes of range scaling to one ND do not affect
the other display. Each of these two independent outputs may be used
to drive more than one display.
(a) Enhanced GPWS Input processing and signal selection function.

(Ref. Fig. 017)
The input processing and signal selection function conditions and
formats aircraft data into proper form for use by the Enhanced
GPWS while insulating the Enhanced GPWS from variations in
aircraft type and configuration.
**ON A/C 101-199, 902-999,
1
_ Aircraft data inputs
The Enhanced GPWS will use GPS, corrected IRS and FMS as valid
position sources and will inhibit itself automatically if all
the figures of merit (FOM) for these sources exceed the
current Enhanced GPWS required accuracy.
The terrain threat detection and display processing are
automatically disabled. This is indicated to the flight crew
by an ECAM memo (TERR STBY).
R (Ref. Fig. 010A)
Additionally, aircraft ground track and ground speed data are
received from the IR portion of the ADIRU 1 (IRS). The
aircraft altitude MSL is received from the air data portion of
the ADIRU 1.
Other aircraft inputs include aircraft heading (from the IR),
roll attitude (from IR) and flight path angle (Gamma, derived
by the Enhanced GPWC).
Aircraft altitude for the Terrain Awareness functions is also
computed from pressure altitude and SAT received from the air

EFF :

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data portion of the ADIRU, altitude from the Global
Positioning System (if available), and height above ground
provided by the Radio Altimeter (RA).
When GPS parameters are available via a specific Pin-Program,
and from GPIRS, the Enhanced GPWS computes a Geometric
Altitude.
**ON A/C 001-012, 014-099,
1
Aircraft position latitude and longitude are required for
terrain awareness operation and are received from the Global
Positioning System (GPS). The Enhanced GPWS will use GPS and
corrected IRS as valid position sources, if the figures of
merit (FOM) of these sources exceed 0,5NM then FMS data will
be used. The terrain peration and a threat detection and
display processing are automatically disabled in some
particular conditions. This is indicated to the flight crew by
an ECAM memo (TERR STBY).
R (Ref. Fig. 010)
R **ON A/C 001-012, 014-099,
R Post SB 31-1300 For A/C 001-012,014-099,
(Ref. Fig. 010A)
R **ON A/C 001-012, 014-099,

the ADIRU 1.
**ON A/C 001-012, 014-099, 101-199, 902-999,
2
_ Control Inputs
Installations provide discrete terrain display select
pushbutton switches (TERR ON ND) in the cockpit for each
display. These are momentary-action pushbutton switches that
are processed by the Enhanced GPWS input processing and signal

EFF :

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Page A14
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selection block as input to display control logic.
Additionally, for aircraft with predictive windshear radar
capability (if WR/PWS installed), a windshear override boolean
is computed using alert level bits from label 077 on WXR
hazard bus for the display control logic.
**ON A/C 101-199, 902-999,
(Ref. Fig. 005)
**ON A/C 001-012, 014-099,
(Ref. Fig. 005A)
**ON A/C 001-012, 014-099, 101-199, 902-999,
This boolean allows the Enhanced GPWC to manage priority

between Enhanced GPWC alerts and PWS alerts. The installation
requires input of cockpit-selected range scales provided by
the FCU for each ND.
**ON A/C 101-199, 902-999,
(b) Local Terrain Processing

The local terrain processing block extracts and formats local
topographic data and terrain features from the related data bases
creating a set of digital elevation matrix overlays for use by
the terrain threat detection and display processing functions.
Additionally, data for the nearest runway are also extracted for
use by the terrain threat detection and display processing
functions. Processing for each topographic data base and the
runway data base are described in the following sub-sections.
1
_ Terrain Surface Data
Local terrain processing of topographic surface data updates a
set of digital elevation matrix overlays that are positioned
with respect to aircraft position. Each matrix element
contains the highest terrain altitude with respect to mean sea
level in that element area. Elements where terrain data are
not available are marked invalid. These unknown data are
displayed in magenta low density on ND whatever the altitude.
2
_ Obstacle Data
In addition to terrain surface data, the terrain database
contains obstacle data. The obstacle data are displayed as
terrain data (same coloring scheme) and cause visual
indications of warning and caution alerts as terrain. The
current obstacle database is obtained from N.O.A.A. (National

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Oceanic and Atmospheric Administration). It includes obtacles
in the United States and part of Canada, Mexico, the Bahamas
and Europe. Obstacle alerting and display is activated via a
specific programming pin.
3
_ Nearest Runway Data
Data for the nearest runway are extracted and processed for
functions. Data are extracted from the same airport data base
used by the Terrain Clearance Floor functions (Ref. para.
D.(2)). This data base contains data on all hard-surface
runways 3500 ft. or more in length with published coordinates.
The contents of the data base are processed by the local
terrain processing into nearest runway center position,
nearest runway threshold position, and nearest runway altitude
for use by the Enhanced GPWS. These data are updated when the
performed.
**ON A/C 001-012, 014-099,

1
2
_ Obstacle Data
In addition to terrain surface data, provisions are made for
future use of an obstacle data base providing obstacle data in
the vicinity of major airports. Local terrain processing will
update a dedicated overlay within the digital elevation matrix
overlays with local obstacle altitude data.
3

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performed.
**ON A/C 001-012, 014-099, 101-199, 902-999,
(c) Terrain Threat Detection

The terrain threat detection and display processing block
performs the threat analysis on the terrain data within computed
caution and warning envelope boundaries below and forward of the
aircraft path. Results of these threat assessments are combined
with background terrain data and data for the nearest runway and
formatted into a terrain display image which can be displayed on
Navigation Display in place of the weather image. In the event of
terrain caution or warning conditions, a specific audio alert is
triggered and the terrain display image is enhanced to highlight
each of the types of terrain threats.
1
_ Terrain Caution and Warning Envelopes
(Ref. Fig. 018)
a
_ Caution Altitude Floor
The caution altitude floor (or terrain floor) is computed
as a function of aircraft altitude with respect to nearest
runway altitude and range to the nearest runway threshold
position. This parameter represents a distance below the
aircraft. The relationship to the nearest runway threshold
location prevents undesired alerts when the aircraft is
taking off or landing at an airport. The system is
compatible with terrain clearances allowed for by
regulatory approach and departure design criteria.
b
_ Caution Look Ahead Distance
The caution look ahead distance is computed from aircraft
ground speed and turn rate to provide an advanced caution
with adequate time for the crew to react safely. Depending
on the situation this distance roughly corresponds to
between 40 and 60 seconds for advance alerting.

R

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Enhanced GPWS - Terrain Detection Envelope
Figure 018

R

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c
_ Warning Altitude Floor
The warning altitude floor is set to a fraction of the
caution altitude floor, as illustrated in the upper part of
this illustration.
(Ref. Fig. 018)
The warning altitude floor is computed as a function of
aircraft altitude with respect to nearest runway altitude
and range to the nearest runway threshold position. This
parameter represents a distance below the aircraft. The
relationship to the nearest runway threshold location
prevents undesired alerts when the aircraft is taking off
or landing at an airport.
d
_ Warning Look Ahead Distance
The warning look ahead distance is a fraction of the
caution look ahead distance (computed from aircraft ground
speed and turn rate) to provide an advanced warning with
adequate time for the crew to react safely.
**ON A/C 101-199, 902-999,
e
_ Cut off altitude around airport
The Enhanced GPWS look ahead algorithms as well as the
terrain display ignores all terrain and obstacles below a
calculated altitude define as the Absolute Cut Off Altitude
(ACOA). ACOA de-clutters terrain around airport, especially
during final approach when the aircraft normally approaches
the ground. It also has the effect to clearly showing the
runway approach and departure routes on the terrain display
because the valley floors will typically be black.
Cut off altitude value depends on the destination runway
and is comprised between 200ft and 400ft.
(d) Terrain / obstacle displays and Alerts

(Ref. Fig. 019, 020)
The terrain awareness alerting and display function maintains a
background display of local terrain forward of the aircraft for
cockpit display. In the event of terrain or obstacle caution or
warning conditions, an aural alert and lamp outputs are
triggered. The background image is then enhanced to highlight
terrain or obstacle threats forward of the aircraft. Obstacle
threats forward of the aircraft are also enhanced if the adjacent
terrain altitude is within a lowerterrain layer, or if the
adjacent cells are not illuminated. Obstacle enhancement is only
applicable to the 15, 30 and 60 arc second tiers.

R

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R Enhanced GPWS - Peaks Terrain background display legend
Figure 019

EFF :

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Page A20
Config-2 May 01/08

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Enhanced GPWS - Terrain background display on ND
Figure 020

EFF :

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The background terrain is depicted as variable density dot
patterns in green, yellow or red. The density and color vary
according to how close the terrain or obstacle in relation to
aircraft altitude. Additionally, the display of terrain based on
absolute terrain elevation is provided if the optional Peaks mode
is enabled. Terrain and obstacle alerts are depicted by
displaying the threatening terrain as solid yellow and/or red.
The terrain display algorithms process the set of digital
elevation matrix overlays into a matching set of display matrix
overlays and passed to the radar display output processor. The
display matrix overlays hold display attributes rather than
altitude for each matrix element. These attributes are computed
for the background and terrain threat areas and kept small to
reduce memory requirements and transfer time to the radar display
output processor. The aircraft position and aircraft heading are
used at the radar display output processor to extract the
radar-like sweeping image ahead of the aircraft from the display
overlays.
Each element of the output display matrix overlays holds a single
display attribute byte with fields for the colors, patterns, and
symbols shown in the following table:
-------------------------------------------------------------------------------
| Color | Threat |
-------------------------------------------------------------------------------
| Solid Red | Warning terrain (approximately 30 seconds from |
| | impact) |
|---------------------|-------------------------------------------------------|
| Solid Yellow | Caution terrain (approximately 60 seconds from |
| | impact) |
|---------------------|-------------------------------------------------------|
| High Density Red | Terrain that is more than 2000 ft. above aircraft |
| | altitude |
|---------------------|-------------------------------------------------------|
| High Density | Terrain that is between 1000 ft. and 2000 ft. above |
| Yellow | aircraft altitude |
|---------------------|-------------------------------------------------------|
| Medium Density | Terrain that is 500 ft. (250 ft. with gear down) |
| Yellow | below to 1000 ft. above aircraft altitude |
|---------------------|-------------------------------------------------------|
| Solid Green | (Peaks only) Highest terrain not within 500 ft. |
| | (250 ft. with gear down) of aircraft altitude. |
| | Mainly appears with dotted yellow terrain when the |
| | aircraft altitude is within 500 ft. (250 ft. with |
| | gear down) of terrain. |
|---------------------|-------------------------------------------------------|
| Hight Density | Terrain that is 500 ft. (250 ft. with gear down) below|

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-------------------------------------------------------------------------------
| Color | Threat |
-------------------------------------------------------------------------------
| Green Dots (1) | to 1000 ft. below aircraft altitude. |
| |-------------------------------------------------------|
| | (Peaks only) Terrain that is the middle elevation band|
| | when there are no red or yellow terrain areas within |
| | range on the display. |
|---------------------|-------------------------------------------------------|
| Low Density | Terrain that is 1000 ft. to 2000 ft. below aircraft |
| Green Dots | altitude. |
| |-------------------------------------------------------|
| | range on the display |
|---------------------|-------------------------------------------------------|
| Black | No close terrain (Ref. NOTE in para. D.(1)(d)1_) |
|---------------------|-------------------------------------------------------|
| Low Density | (Peaks only) Terrain elevation equal to 0 ft. MSL. |
| Cyan Dots | |
|---------------------|-------------------------------------------------------|
| Light Density | Unknown terrain |
| Magenta | |
-------------------------------------------------------------------------------
1
_ Background display (Option)
(Ref. Fig. 019)
There are two different background Terrain Awareness display
mode: standard and Peaks. For both modes the background
display is computed from the aircraft altitude with respect to
the terrain data in the digital elevation matrix overlays.
- Standard mode
Terrain is displayed using colors and shading patterns
corresponding to the vertical displacement between the
terrain elevation and the current aircraft altitude. Red and
yellow dot patterns indicate terrain near or above the
current altitude of the aircraft. Solid yellow and red
colors indicate caution and warning areas with respect to
the flight path of the aircraft.
High and low density green display patterns indicate terrain
that is below the aircraft and within 2000 ft. of the
aircraft altitude. Terrain more than 2000 ft. below the
aircraft is not displayed and the terrain display is
typically blank during the enroute portion of the flight.
- Peaks mode
The Peaks terrain display adds additional density patterns
and level thresholds to the standard mode display levels and

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patterns. These additionallevels are based on absolute
terrain elevations in relation to the range and distribution
of terrain in the display area. The Peaks display is thus a
merged display applicable to all phases of flight. At
altitude safely above all terrain for the display range
chosen, the terrain is displayed independent of aircraft
altitude emphasizing the highest and lowest elevations to
provide increased situational awareness. This increased
awareness can be particularly valuable to the flight crew in
the event of an unplanned descent or off-route deviation and
for the purpose of previewing terrain prior to descent.
The Peaks display includes a high green level to indicate
the highest non-threatening terrain. The standard lower
density green display patterns indicate mid and upper
terrain in the display area as well as terrain that is
within 2000 ft.of the aircraft. The red and yellow dot
patterns are unchanged and continue to indicate terrain that
is near or above the current altitude of the aircraft. Solid
yellow and red colors are also unchanged and continue to
indicate caution and warning areas in relation to the flight
path of the aircraft. Terrain identified as water (0 ft.
MSL) is displayed as cyan dots. The Peaks display is
prioritized such that higher level colors and densities
override lower color and densities for maximum situational
awareness of the most significant terrain in relation to the
altitude and flight path of the aircraft.
(Ref. Fig. 019)
With the Peaks display, on EIS 2, two elevation numbers
indicating the highest and lowest terrain currently being
displayed are shown on the display. The elevation numbers
indicate terrain in hundred of feet above sea level (MSL).
The terrain elevation numbers are displayed with the highest
terrain number on top, and the lowest terrain number beneath
it. The highest terrain number is shown in the same color as
the highest terrain color pattern on the display, and the
lowest terrain number is shown in the color of the lowest
terrain color pattern shown on the display. A single
elevation number is displayed when the screen is all black
or blue as a result of flying over water or relatively flat
terrain where there is no appreciable difference in terrain
elevations.
On EIS 1, only the highest elevation number is displayed
within the terrain frame.
The elevation numbers on the display are an additional
indication that the terrain display is selected.
(Ref. Fig. 020)

EFF :

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2
_ Terrain and Obstacle caution alert (option)
(Ref. Fig. 021)
When the conditions have been met to generate a terrain or
obstacle caution alert, a specific audio alert and light
output is triggered and the background image is enhanced to
highlight the terrain caution threats.
At the start of a terrain caution alert, the Terrain Awareness
function triggers the caution audio alert phrase TERRAIN
AHEAD, TERRAIN AHEAD. The phrase is repeated after seven
seconds if still within the terrain caution envelope. The
Terrain Awareness function respond to an obstacle caution
alert by triggering the obstacle caution audio alert phrase
OBSTACLE AHEAD, OBSTACLE AHEAD. The phrase is repeated after
seven seconds if still within the terrain caution envelope.
During a terrain caution alert or obstacle caution alert, the
GPWS legend of the PULL UP/GPWS pushbutton switches 4WZ and
5WZ is on.
During a terrain caution alert, areas where terrain violates
the terrain caution envelope along the aircraft track, and
within plus or minus 90 deg. of the aircraft track, are
painted with the caution color 100 per cent yellow.
During an obstacle caution alert areas where an obstacle
violates the terraincaution envelope along the aircraft track,
and within plus or minus 90 deg. of the aircraft track, are
displayed with the caution color yellow.
3
_ Terrain and obstacle warning alert (option)
(Ref. Fig. 021)
obstacle warning alert, a specific audio alert and light
highlight the terrain or obstacle caution and warning threats.
At the start of a terrain warning alert, the Terrain Awareness
function triggers the warning audio alert phrase TERRAIN
AHEAD, PULL UP. The phrase is repeated continuously while
within the terrain warning envelope. The Terrain Awareness
function responds to an obstacle warning alert by triggering
the obstacle warning audio alert OBSTACLE AHEAD, PULL UP. The
phrase is repeated continuously while within the terrain
warning envelope.
During a terrain or obstacle warning alert, the PULL UP legend
of the PULL UP/GPWS pushbutton switches 4WZ and 5WZ is on.
During a terrain warning alert, areas where terrain violates
the terrain warning envelope along the aircraft track, and
displayed with the warning color 100 per cent red.

R

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Page A25
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Enhanced GPWS - Warning and Caution Display on ND (with EIS2)
Figure 021

R

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NOTE : - Terrain is displayed on NDs if the ARC or ROSE mode
____
is selected on the FCU.
- When an alert (caution or warning) occurs and the FCU
mode is not a correct mode (ARC or ROSE), the message
TERR. CHANGE MODE is displayed on NDs.
- When an alert (caution or warning) occurs and the
range selected on the FCU is 160 or 320 NM the message
TERR. REDUCE RANGE is displayed on NDs.
(e) Terrain Data Base

Local terrain processing extracts and formats local topographic
terrain data from the Enhanced GPWS terrain data base for use by
This terrain data base divides the earth surface into grid sets
coordinate system of the WGS-84. Elements of the grid sets record
the highest terrain altitude (above MSL) in that element
respective area. Grid sets vary in resolution depending on
geographic location. Higher resolution grids are used around
airports. Lower resolution grids are used outside airport areas
where aircraft enroute altitude makes hazardous conditions
unlikely and for which detailed terrain features are not
important to the flight crew.
Digital Elevation Models (DEM) are available for most of the
airports around the world today. In cases where the data are not
currently available, DEMs are generated in-house from available
topographic maps, sectional charts, and airline approach plates.
The process of acquiring, generating, assembling, and updating
the data base is governed by strict configuration controls to
ensure the highest level of data integrity. DEMs from external
sources are input to this process, and are checked and formatted
for generation of the Enhanced GPWS terrain data base.
The global Enhanced GPWS terrain data base is organized in a
flexible manner. Using digital compression techniques, the
complete data base is stored in non-volatile memory within the
Enhanced GPWC. Updates and additions are easily accomplished by
inserting a single PCMCIA card in the card slot on the face of
the Enhanced GPWC. Status LEDs on the face of the Enhanced GPWC
allow the operator to monitor the data base load progress and
completion.
(f) Obstacle database (option)

The obstacle database is included with the terrain database in
the terrain database PCMCIA card. Both files are loaded in the
Enhanced GPWC with the obstacle database being accessed by the
Enhanced GPWS application only if obstacle alerting is basic to
the aircraft type, or if not basic, if enabled via program pin.

R

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The obstacle data is processed by the display processing function
in the same fashion as terrain is presented on the display as
terrain (coloring scheme), and causes visual indications of
warning and caution alerts like terrain.
**ON A/C 001-012, 014-099,
(d) Terrain Displays and Alerts

(Ref. Fig. 022, 023)
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.
patterns in green, yellow or red. The density and color being a
function of how close the terrain is relative to aircraft
altitude. Terrain alerts are depicted by painting the threatening
terrain as solid yellow or red.
The set of digital elevation matrix overlays is processed by the
terrain display algorithms into a matching set of display matrix
for the background and terrain threat areas and kept small (one
byte) to reduce memory requirements and transfer time to the
radar display output processor. The aircraft position and
aircraft heading are used at the radar display output processor
to extract a specific sweeping image ahead of the aircraft from
the display overlays.
-------------------------------------------------------------------------------
| Color | Threat |
-------------------------------------------------------------------------------
| | impact) |
|---------------------|-------------------------------------------------------|
| | impact) |
|---------------------|-------------------------------------------------------|
| | altitude |

R

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Enhanced GPWS - Warning and Caution Display on ND
Figure 021A

EFF :

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Page A29
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Enhanced GPWS - Terrain Background Display Legend
Figure 022

EFF :

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Page A30
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Enhanced GPWS - Terrain Background Display on ND
Figure 023

R

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-------------------------------------------------------------------------------
| Color | Threat |
-------------------------------------------------------------------------------
|---------------------|-------------------------------------------------------|
| High Density | Terrain that is between 1000 and 2000 ft. above |
|---------------------|-------------------------------------------------------|
| Medium Density | Terrain that is 500 (250 with gear down) ft. below |
| Yellow | to 1000 ft. above aircraft altitude |
|---------------------|-------------------------------------------------------|
| Medium Density | Terrain that is 500 (250 with gear down) ft. below |
| Green | to 1000 ft. below aircraft altitude |
|---------------------|-------------------------------------------------------|
| Light Density Green | Terrain that is 1000 to 2000 ft. below aircraft |
| | altitude |
|---------------------|-------------------------------------------------------|
|---------------------|-------------------------------------------------------|
| Magenta | |
-------------------------------------------------------------------------------
1
_ Background Display
(Ref. Fig. 023)
The background display is computed from the aircraft altitude
with respect to the terrain data in the digital elevation
matrix overlays. Where terrain data are available and
sufficiently close to the aircraft altitude, they are
presented in background color dot patterns reflecting the
projected separations shown in this illustration.
(Ref. Fig. 022)
Different dot density patterns and colors are used to
represent terrain altitude bands with respect to the aircraft.
Areas with no terrain data available are painted with the low
density magenta. Known terrain sufficiently below the aircraft
altitude is black.
NOTE : Terrain is not shown if more than 2000 ft. below

____
reference altitude
AND/OR
Terrain is not shown if terrain elevation is within 400
ft. of runway elevation nearest the aircraft.
2
_ Terrain Caution Alert
(Ref. Fig. 021A)
When the conditions have been met to generate a terrain
caution alert, a specific audio alert and light output is

R

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triggered and the background image is enhanced to highlight
the terrain caution threats.
At the start of a terrain caution alert, the terrain awareness
AHEAD. The phrase is repeated after seven seconds if still
within the terrain caution envelope.
During a terrain caution alert, the GPWS legend of pushbutton
switches 4WZ and 5WZ is on.
3
_ Terrain Warning Alert
(Ref. Fig. 021A)
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
within the terrain warning envelope.
During a terrain warning alert, the GPWS legend of pushbutton
switches 4WZ and 5WZ is on.
painted with the warning color 100 per cent red.
NOTE : -Terrain may only be displayed on NDs when FCU mode

____
ARC or ROSE is selected.
-When an alert occurs (caution or warning) and the FCU
mode is not in a correct mode (ARC or ROSE), the
message TERR. CHANGE MODE is displayed on NDs.
-When an alert occurs (caution or warning) and the FCU
range selected is 160 or 320Nm the message TERR. REDUCE
RANGE is displayed on NDs.


R

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airports. Lower resolution grids are used outside of airport
areas where aircraft altitude enroute makes hazardous conditions
sources are inputs to this process and are checked and formatted
LRU. Updates and additions are easily accomplished by inserting a
single PCMCIA card in the card slot on the LRU front panel.
Status LEDs on the LRU front panel allow the operator to monitor
the data base load progress and completion.
(f) Obstacle Data Base

Provisions are also made for future use of an obstacle data base
providing obstacle data in the vicinity of major airports. This
data base will provide altitude for man-made obstacles or groups
of obstacles that protrude above the Enhanced GPWS terrain
protection floors.
**ON A/C 101-199, 902-999,
(2) Airbus Corrected Barometric Altitude

Airbus Corrected Barometric Altitude is available on
A318/A319/A320/A321 series aircraft. It provides accurate corrected
barometric altitude data regardless of the altimeter reference
setting (QNH or QFE). Airbus corrected baro altitude allows the
Terrain Awareness and Display function to remain enabled during QFE
approaches conducted by aircraft not equipped with GPS, and provides
a more accurate corrected baro altitude input to the Geometric
Altitude algorithm for GPS-equipped aircraft. The Enhanced GPWS
examines the selected baro reference (QNH, STD or QFE) from the
Flight Control Unit (FCU). If the selected baro reference is QFE,
then the Enhanced GPWS computes corrected barometric altitude using
destination QNH data from the Flight Management System (FMS) and
standard (uncorrected) altitude. For aircraft not equipped with GPS,

R

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Airbus corrected barometric altitude is used as the altitude source
for the Terrain Awareness and Display functions and the Envelope
Modulation function.
(3) Geometric Altitude

Geometric Altitude is a computed aircraft altitude designed to help
to ensure optimal operation of the Enhanced GPWS Terrain Awareness
and Display functions through all phases of flight and atmospheric
conditions. Geometric Altitude uses an improved pressure altitude
calculation, GPS altitude, radio altitude, and terrain and runway
elevation data to reduce or eliminate errors potentially induced in
corrected barometric altitude by temperature extremes, non-standard
altitude conditions, and altimeter miss-sets. Geometric Altitude also
allows continuous Enhanced GPWS operations in QFE environments
without custom inputs or special operational procedures. With the
Geometric Altitude function, Enhanced GPWS can operate reliably
throughout extreme local pressure or temperature variations from
standard, is not susceptible to altimeter miss-sets by the flight
crew, and will not require any custom inputs or special procedures by
the flight crew when operating in a QFE environment.
(a) Required inputs.

The Geometric Altitude algorithm requires GPS altitude with
Vertical Figure of Merit (VFOM) and RAIM failure indication along
with standard (uncorrected) altitude and radio altitude. Ground
speed, roll angle, and position (latitude and longitude) are used
indirectly and are also required. Additionally, corrected
barometric altitude, static air temperature (SAT), GPS
operational mode and the number of satellites tracked are used if
available. The required GPS signals are provided via ADIRU on the
GPIRS bus or directly from the GPSSU or MMR. Standard altitude,
corrected barometric altitude, and SAT are provided directly from
the ADR. If SAT is not available, geometric altitude is computed
using standard altitude with a corresponding reduction in
accuracy.
(b) Altitude calculation

The Geometric Altitude consists of three main functions:
- computation of non-standard altitude
- computation of the component altitudes and VFOMs
- final altitude-signal blending.
Additional logic exists to handle reversionary modes and signal
reasonable checking for each component altitude.
(Ref. Fig. 024)

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Enhanced GPWS - Additional logic
Figure 024

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1
_ Non-Standart Altitude
To support the Geometric Altitude function, the Enhanced GPWS
computes a non-standard altitude using the hydrostatic
equation relating changes in height to changes in pressure and
temperature. Non-standard altitude uses static pressure
derived from standard altitude, along with static air
temperature, to continuously accumulate changes in Geometric
Altitude. Since the non-standard altitude algorithm
incorporates actual atmospheric temperature, it does not
suffer from errors due to non-standard temperatures.
Non-standard altitude is highly accurate for measuring
relative vertical changes over short periods of time and
distance, such as during take off and approach. Non-standard
altitude does not provide an absolute altitude and is prone to
significant errors over extended periods of time and distance
due to the effects of pressure gradients and long-term
integration errors. Due to these limitations, non-standard
altitude is not used directly, but is calibrated using
additional signals and data to produce a set of component
altitudes for use in the final altitude solution.
2
_ Computed component altitudes
The Enhanced GPWS generates three component altitudes that are
combined, along with corrected altitude if available, to
produce Geometric Altitude. These component altitudes are
runway calibrated altitude, GPS calibrated altitude, and radio
altitude calibrated altitude.
- Runway calibrated altitude is a one-time calibration of
non-standard altitude during take off run. A correction
factor for non-standard is computed using the runway
elevation from the Enhanced GPWS runway database while the
aircraft is on the ground. Runway calibrated altitude is
used during the take off and climb-out portions of flight.
VFOM of runway calibrated altitude is estimated based on
changes in altitude since calibration, time since
calibration, and distance from the runway.
- GPS calibrated altitude is produced by combining GPS
altitude and non-standard altitude through a complementary
filter. The complementary filter is dynamically optimized to
reduce errors in GPS altitude while minimizing pressure
gradient and drift errors of non-standard altitude. GPS
calibrated altitude is accurate through all phases of flight
and is the primary altitude source during the cruise portion
of flight. GPS calibrated altitude VFOM is estimate using
GPS VFOM and estimated non-standard altitude drift errors.
- Radio altitude calibrated altitude is a calibration of
non-standard altitude during approach using an altitude

R

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derived from radio altitude (height above terrain) and the
terrain elevation data stored in the Enhanced GPWS terrain
database. This calibration is performed during the approach
phase of flight when the aircraft is within a minimum
distance and elevation of any runway. Once a correction
factor is determined, it is applied to non-standard altitude
until the aircraft lands. VFOM of radio altitude calibrated
altitude is based on the accuracy of the calibration as
estimated from the resolution of the terrain data and
flatness of the terrain. The altitude is re-calibrated if a
correction with a higher estimated accuracy is computed. An
estimated VFOM for corrected barometric altitude is computed
in order to determine its weight in the final altitude. VFOM
of corrected barometric altitude is based on aircraft
altitude above and distance from the nearest runway, with
the accuracy assumed to be the highest close to runway.
3
_ Blending and reasonableness checking
The final Geometric Altitude is computed by combining the
three computed component altitudes with optional corrected
barometric altitude. The weighting of each altitude in the
final solution is based on the corresponding estimated VFOM.
The blending algorithm gives the most weight to altitudes with
a higher estimated accuracy, reducing the effect of less
accurate altitudes on the final computed altitude. Each
component altitude is also checked for reasonableness using a
window monitor computed from GPS altitude and GPS VFOM.
Altitudes that are invalid, not available, or fall outside the
reasonableness window are not included in the final blended
altitude.
(4) The Terrain Clearance Floor (TCF)

The Terrain Clearance Floor (TCF) alert function adds an additional
element of protection to the standard Ground Proximity Warning
System. It creates an increasing terrain clearance envelope around
the airport runway to provide protection against Controlled Flight
Into Terrain (CFIT) situations beyond that which is currently
provided. TCF alerts are based on current aircraft location, nearest
runway center point position and radio altitude. TCF is active during
takeoff, cruise and final approach. This alert mode complements the
existing Mode 4 protection by providing an alert based on
insufficient terrain clearance even when in landing configuration.
Alerts for TCF illuminate GPWS cockpit lamps and produce aural
messages.

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(a) System inputs
The following table lists the inputs required to allow
implementation of the TCF function:
-------------------------------------------------------------------------------
| Input | Source |
-------------------------------------------------------------------------------
| Radio Altitude | External: Radio Altimeter |
|----------------------------------|------------------------------------------|
| Latitude | External: GPS/IRS/FMS |
|----------------------------------|------------------------------------------|
| Longitude | External: GPS/IRS/FMS |
|----------------------------------|------------------------------------------|
| Runway Center Latitude | Internal: data base |
|----------------------------------|------------------------------------------|
| Runway Center Longitude | Internal: data base |
|----------------------------------|------------------------------------------|
| Navigation mode | FMS |
|----------------------------------|------------------------------------------|
| Alert Envelope Parameters | Internal: data base |
|----------------------------------|------------------------------------------|
| 1/2 Runway Length | Internal: data base |
|----------------------------------|------------------------------------------|
| System Error Factor | Internal: data base |
-------------------------------------------------------------------------------
(b) Runway Data Base

The TCF runway data base consists of data records containing the
position of airport runway center points along with 1/2 the
runway length. The data base includes all hard surface runways in
the world greater than or equal to 3500 ft. in length. The
process of generating this data base is certified and includes an
end check that validates that the data was not corrupted in the
translation process. This data base can be updated without
affecting the customer certified system part number.
The design of the data base and related software is such that
additional runway records can be added in the future without
altering the code. The data base provides a means of accessing
the runway record of the runway closest to the current aircaft
position.
(c) Alert Envelope

The TCF alert envelope is a circular band centered over the
nearest runway.
(Ref. Fig. 025)

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Enhanced GPWS - TCF Alert Envelope
Figure 025

R

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The distance from the runway center to the inner envelope edge is
equal to 1/2 the runway length plus the envelope bias factor.
Thus the inner and outer radii of the envelope are modulated
based on the runway length and envelope bias factor. Runway
length varies from one runway to the next, and the envelope bias
factor is typically 0.25 NM to 1 NM and varies with position
accuracy.
The outer alert envelope boundary extends to infinity, or until
it meets the outer alert envelope boundary of another runway. The
alert is inhibited below radio altitude of 30 ft. This cutoff
value was chosen to match the current Mode 4 lower cutoff value.
The TCF curve is limited to a minimum value of 245 ft. when it is
determined that the aircraft is to the side of the runway.
(Ref. Fig. 026)
This feature provides improved alerting when landing to the side
of the runway.
(d) Runway Field Clearance Floor (RFCF) The Runway Field Clearance
Floor (RFCF) alert envelope is a circular band centered over the
selected runway. But unlike the radio altitude based TCF
envelope, the RFCF envelope only extends 5 NM past the end of the
runway. The bias factor (where the protection starts) is equal to
the TCF Bias factor (k) plus an additional offset proportional to
the Geometric Altitude Figure Of Merit (FOM).
(Ref. Fig. 027)
This feature provides improved alerting for cases where the
runway is at a high elevation compared to the terrain below the
approach path. In these cases the radio altitude may be large
enough to inhibit normal TCF operation, but the aircraft could
actually be below the runway elevation. Field clearance (height
above runway) is determined by subtracting the elevation of the
selected destination runway from the current altitude (MSL).
(e) System Outputs

When an aircraft penetrates the TCF alert envelope, the following
aural message occurs: TOO LOW TERRAIN.
This aural message occurs once when initial envelope penetration
occurs, and one time thereafter for each 20 per cent degradation
in radio altitude. At the same time the GPWS legend of pushbutton
switches 4WZ and 5WZ comes on. The legends remain on until the
alert envelope is exited.

R

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Enhanced GPWS - TCF Curve Limit
Figure 026

R

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Page A42
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Enhanced GPWS - Shape of the Alert Envelope
Figure 027

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Page A43
Config-2 Aug 01/07
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**ON A/C 001-012, 014-099,
(2) Terrain Clearance Floor (TCF)

element of protection to the standard GPWS. It creates an increasing
terrain clearance envelope around the airport runway to provide
protection against Controlled Flight Into Terrain (CFIT) situations
beyond that which is currently provided. TCF alerts are based on
current aircraft location, nearest runway center point position and
radio altitude. TCF is active during takeoff, cruise and final
approach. This alert mode complements the existing Mode 4 protection
by providing an alert based on insufficient terrain clearance even
when in landing configuration. Alerts for TCF illuminate GPWS cockpit
lamps and produce aural messages.
(a) System inputs

-------------------------------------------------------------------------------
| Input | Source |
-------------------------------------------------------------------------------
|----------------------------------|------------------------------------------|
| Latitude | External: FMS |
|----------------------------------|------------------------------------------|
| Longitude | External: FMS |
|----------------------------------|------------------------------------------|
|----------------------------------|------------------------------------------|
|----------------------------------|------------------------------------------|
|----------------------------------|------------------------------------------|
|----------------------------------|------------------------------------------|
|----------------------------------|------------------------------------------|
-------------------------------------------------------------------------------


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the runway record of the runway closest to the current aircraft
position.
(c) Alert Envelope

nearest runway.
(Ref. Fig. 025)
Thus the inner and outer radius of the envelope are modulated
factor is typically 1/2 NM to 2 NM and varies with position
accuracy.
(d) System Outputs

When an aircraft penetrates the TCF alert envelope the following
(3) Not Applicable
(4) Not Applicable

R

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**ON A/C 101-199, 902-999,
E. Warning Generation and Inhibition
(1) Audio Output

Alert outputs result in an audio voice warning unless inputs are
invalid or one of the audio suppression discretes is active. The
actual output message, or intended message during audio suppression,
is sent to the warning lamp logic for proper output activation.
The audio outputs consist of a transformer isolated 600 Ohm output.
Aural warnings and their priority rate are as follows:
------------------------------------------------------------------------
| RELATIVE | WARNING | POSSIBLE | LEGEND |
| PRIORITY | CONDITION | MESSAGES | |
|----------------------------------------------------------------------|
| HIGHEST | Mode 1 Pull Up | PULL UP | PULL UP |
|----------|--------------------------|-------------------|------------|
| | Mode 2 Pull Up Preface | TERRAIN TERRAIN | PULL UP |
|----------|--------------------------|-------------------|------------|
| | Mode 2 Pull Up | PULL UP | PULL UP |
|----------|--------------------------|-------------------|------------|
| | Terrain Awareness Preface| TERRAIN AHEAD | PULL UP |
| | | PULL UP | |
|----------|--------------------------|-------------------|------------|
R | | Terrain Awareness Warning| TERRAIN AHEAD | PULL UP |
| | | PULL UP | |
|----------------------------------------------------------------------|
| | Obstacle awareness | OBSTACLE AHEAD | PULL UP |
| | Preface | PULL UP | |
|----------|--------------------------|-------------------|------------|
| | Obstacle Awareness | OBSTACLE AHEAD | PULL UP |
R | | Warning | PULL UP | |
|----------|--------------------------|-------------------|------------|
| | Mode 2 Terrain | TERRAIN | GPWS |
|----------|--------------------------|-------------------|------------|
| * | Terrain Awareness Caution| TERRAIN AHEAD | GPWS |
|----------|--------------------------|-------------------|------------|
| | Obstacle Awareness | OBSTACLE AHEAD | GPWS |
| | Caution | | |
|----------|--------------------------|-------------------|------------|
| * | Mode 4 Too Low Terrain | TOO LOW TERRAIN | GPWS |
|----------|--------------------------|-------------------|------------|
| | TCF Too Low Terrain | TOO LOW TERRAIN | GPWS |
|----------|--------------------------|-------------------|------------|
| * | Mode 4 Too Low Gear | TOO LOW GEAR | GPWS |

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------------------------------------------------------------------------
|----------------------------------------------------------------------|
|----------|--------------------------|-------------------|------------|
| * | Mode 4 Too Low Flaps | TOO LOW FLAPS | GPWS |
|----------|--------------------------|-------------------|------------|
| * | Mode 1 Sinkrate | SINKRATE | GPWS |
|----------|--------------------------|-------------------|------------|
| * | Mode 3 Dont Sink | DONT SINK | GPWS |
|----------|--------------------------|-------------------|------------|
| LOWEST * | Mode 5 Glide slope | GLIDE SLOPE | GPWS |
------------------------------------------------------------------------
* Allows interleaving of multiple alerts.
The voice warning circuits also contain logic elements which ensure
that:
- only one message at a time is output,
- higher priority messages interrupt lower priority messages except
if interleaving is allowed (Ref. table above),
- a triggered message is completed even when warning condition
ceases,
- a 0.75 second pause exists between warning messages.
(2) Alert discrete outputs

PULL UPaudio message activate the warning lamp output (which
illuminates PULL UP red legend).
All other messages activate the alert lamp output (which illuminates
GPWS amber legend).
(Ref. Fig. 003)
(3) Control and Indicating
NOTE : Indications on ECAM might be inhibited depending on phase of

____
flights computed by FWC.
(Ref. Fig. 028)

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Page A47
Config-2 Aug 01/07
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Enhanced GPWS - Control and Indicating

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Page A48
Config-2 Aug 01/07
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Page A49
Config-2 Aug 01/07
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R

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Page A50
Config-2 Aug 01/07

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(4) Inhibitions
(Ref. Fig. 006)
(a) All audio inhibition:

- The INHIBIT ALL AUDIO discrete input controls the audio outputs
as follows. When grounded, all voices are inhibited (not
interrupted, all aural messages once started are finished).
Visual and display indications are not affected. This input is
used to manage the audio priority with other systems (FWS, PWS,
TCAS).
(b) Modes 1 to 5 inhibitions:

- The INHIBIT MODES 1 TO 5 discrete input controls the audio and
visual outputs as follows. When grounded,this input always
inhibits all GPWS aural and visual indications with the
exception of Terrain Clearance Floor Alerts and Terrain
Awareness caution and warnings. This input is wired to SYS
pushbutton switch to manually inhibit GPWS Modes 1 to 5.
(c) TAD and TCF inhibitions:

- The TERRAIN AWARENESS INHIBIT discrete input controls the
audio, visual and display outputs as follows. When grounded,
this input always inhibits TAD and TCF aural, visual and
display indications. This input is wired to the TERR pushbutton
switch to manually inhibit the TAD and TCF functions.
- When the automatic deselection is activated, the TAD and TCF
functions can also be automatically inhibited when the aircraft
position is not accurate enough. This is indicated to the crew
by the automatic deselection of the terrain display and the
illumination of the TERR STBY memo on the EWD.

R

EFF :

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Page A52
Config-2 Aug 01/07

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**ON A/C 001-012, 014-099,
Post SB 34-1190 For A/C 001-012,014-099,
(1) Audio Output

------------------------------------------------------------------------
|----------------------------------------------------------------------|
| HIGHEST | Mode 1 Pull Up | PULL UP | GPWS |
|----------|--------------------------|-------------------|------------|
| | Mode 2 Pull Up Preface | TERRAIN TERRAIN | GPWS |
|----------|--------------------------|-------------------|------------|
| | Mode 2 Pull Up | PULL UP | GPWS |
|----------|--------------------------|-------------------|------------|
| | Terrain Awareness Preface| TERRAIN TERRAIN | GPWS |
|----------|--------------------------|-------------------|------------|
| | Terrain Awareness Warning| PULL UP | GPWS |
|----------|--------------------------|-------------------|------------|
|----------|--------------------------|-------------------|------------|
| * | Terrain Awareness Caution| CAUTION TERRAIN | GPWS |
|----------|--------------------------|-------------------|------------|
|----------|--------------------------|-------------------|------------|
|----------|--------------------------|-------------------|------------|
|----------|--------------------------|-------------------|------------|
|----------|--------------------------|-------------------|------------|
|----------|--------------------------|-------------------|------------|
|----------|--------------------------|-------------------|------------|
| LOWEST * | Mode 5 Glide slope | GLIDE SLOPE | G/S |
------------------------------------------------------------------------

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Page A53
Config-2 Feb 01/08
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that:
ceases,
(2) Alert Discrete Outputs

Mode 5 GLIDE SLOPE message activates the alert lamp output (which
illuminates G/S amber legend).
All other messages activate the warning lamp output (which
illuminates GPWS red legend).
(Ref. Fig. 003A)

(Ref. Fig. 028B)
R **ON A/C 001-012, 014-099,
R Post SB 31-1300 For A/C 001-012,014-099,

R Post SB 34-1190 For A/C 001-012,014-099,
R (Ref. Fig. 028C)
R **ON A/C 001-012, 014-099,
R Post SB 34-1190 For A/C 001-012,014-099,
(4) Inhibitions
(Ref. Fig. 006A)

TCAS).


EFF :

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Page A54
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display indications. This input is wired to the TERR
push-button switch to manually inhibit the TAD and TCF
functions.
- When automatic deselection is activated TAD and TCF functions
may also be inhibit automatically when the FMS aircraft
position accuracy is not accurate enough. This is indicated to
the crew by the automatic deselection of terrain display and
the illumation of the TERR STBY memo on the ECAM display unit.

EFF :

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Page A55
Config-2 Feb 01/08
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Page A56
Config-2 Aug 01/07
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Page A57
Config-2 Aug 01/07
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Page A58
Config-2 Aug 01/07
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Page A59
Config-2 Aug 01/07
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Figure 028B (SHEET 1)

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Page A60
Config-2 Aug 01/07
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R

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Page A61
Config-2 Aug 01/07

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R

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Page A62
Config-2 Aug 01/07

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R

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Page A63
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R Enhanced GPWS - Control and Indicating
R Figure 028C (SHEET 1)

R

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Page A64
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R

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Page A65
Config-2 Feb 01/08

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R

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Page A66
Config-2 Feb 01/08

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R

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Page A67
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**ON A/C 101-199, 902-999,
(5) Autotilt capability

The automatic tilt angle capability uses aircraft altitude above the
terrain and terrain elevations in the area to generate a tilt angle
for the weather radar system.
This automatic tilt angle setting causes minimum ground clutter to be
displayed while maintaining the optimum weather detection capability.
With manual tilt control, there is a possibility of:
- overscan where the weather cells and the terrain are below the
antenna beam scan and in this case, the display is blank, or
- underscan where the antenna scan basically hits the ground below
the weather cells and in this case, the display only shows the
ground clutter.
The calculated tilt angle is transmitted to the weather radar
system via an ARINC 429 output bus on labels 061, 062, 063, 064 and
065.
The Enhanced GPWS computes a tilt angle for each sector based on
underlying terrain elevations. There are two tilt angles: a Short
Range Tilt (SRT) angle and a Long Range Tilt (LRT) angle.
The SRT angle covers 95 per cent of the ground below the aircraft
within 80 NM from the aircraft.
The LRT angle covers 90 per cent of the ground below the aircraft
The terrain database is divided into five short-range sectors and
five long- range sectors in a semi-circle in front of the aircraft.
(Ref. Fig. 029)
**ON A/C 001-012, 014-099, 101-199, 902-999,
F. Enhanced GPWC Maintenance Output

**ON A/C 001-012, 014-099, 101-199, 902-999,
Post SB 34-1190 For A/C 001-012,014-099,

Post SB 34-1193 For A/C 001-012,014-099,
8. Test
____

R

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Config-2 Feb 01/08

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Enhanced GPWS - Autotilt Capability
Figure 029

R

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**ON A/C 101-199, 902-999,
A. Self-Tests
(1) On the ground only, the Enhanced GPWC provides self-test capability,
both in flight and on ground, providing an indication of the ability
of the Enhanced GPWC to perform its intended function.
(2) The Enhanced GPWC self-test is initiated by momentarily pressing PULL

UP/GPWS pushbutton switches or via the MCDU on the ground.
When activated by pressing the PULL UP/GPWS pushbutton switches, the
self-test is enunciated, via the same audio system as the Enhanced
GPWS alerts. This self-test can also be accessed via the headphone
jack on the front panel of the Enhanced GPWC. The self-test is
divided into six different levels to help with Enhanced GPWC testing
and troubleshooting.
(a) Level 1
Level 1 (functional testing) provides an overview of the current
operational functions selected and provides an indication of
their operational status.
Level 1 self-test sequence:
- the FAULT legend of the GPWS/SYS pushbutton switch comes on,
- the FAULT legend of the GPWS/TERR pushbutton switch comes on,
- the GPWS legends of both PULL UP/GPWS pushbutton switches come
on,
- the GLIDE SLOPE audio phase is broadcast,
- the GPWS legends of both PULL UP/GPWS pushbutton switches go
off,
- the PULL UP legends of both PULL UP/GPWS pushbutton switches
come on,
- the PULL UP audio phase is broadcast,
- the TERRAIN AHEAD PULL UP audio phase is broadcast,
- the PULL UP legends of both PULL UP/GPWS pushbutton switches go
off,
- the ON legends of both TERR ON ND pushbutton switches come on,
- the terrain self-test pattern is displayed on both NDs.
* The uppers area is colored in cyan if peaks option is
activated, black otherwise.
(Ref. Fig. 030)
A long level 1 self-test sequence is initiated when the PULL
UP/GPWS pushbutton switch is not released while self-test voices
start.
- Additional sequence when long self-test initiated:

R

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R Enhanced GPWS - Test Pattern
R Figure 030

R

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Page A71
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SINK RATE
PULL UP
TERRAIN
PULL UP
DONT SINK
DONT SINK
TOO LOW TERRAIN
TOO LOW GEAR
TOO LOW FLAPS
TOO LOW TERRAIN
GLIDE SLOPE
TOO LOW TERRAIN
TERRAIN AHEAD
TERRAIN AHEAD
TERRAIN AHEAD PULL UP
OBSTACLE AHEAD
OBSTACLE AHEAD
OBSTACLE AHEAD PULL UP
- the terrain self-test pattern disappears.

- the ON legends of both TERR ON ND pushbutton switches and the
images displayed on both NDs revert to the configuration
selected before the test,
- the FAULT legend of the GPWS/SYS pushbutton switch goes off,
- the FAULT legend of the GPWS/TERR pushbutton switch goes off.
If the aircraft is fitted with EIS2 and if the Peaks display
option is selected, then the Peaks elevations are provided to
the displays as follows:
XXX (amber)
XXX (amber)
for 5 seconds and then:
290 (Red) High altitude
-13 (Green) Low altitude
(b) Level 2
Level 2 (current faults) provides a listing of the internal and
external fault currently detected by the Enhanced GPWC.
Level 2 self-test is initiated by pressing the PULL UP/GPWS
pushbutton switch within 3 seconds after the end of level 1
self-test.
(c) Level 3
Level 3 ( Enhanced GPWS configuration) indicates the current
configuration by listing the current hardware, software,
databases and program pin inputs detected by the Enhanced GPWC.

R

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This level is initiated by pressing the PULL UP/GPWS pushbutton
switch when the PRESS TO CONTINUE message is enunciated.
(d) Level 4
Level 4 (fault history) provides a historical record of both
internal and external faults detected by the Enhanced GPWC.
(e) Level 5
Level 5 (warning history) provides a historical record of the
warnings and cautions given by the Enhanced GPWC.
(f) Level 6
Level 6 (discrete test) provides annunciation of discrete input
transitions to be used for maintenance support.
(3) To speed up the navigation of self-test levels and information, two

types of cancel sequences are supported. Pressing and holding the
PULL UP/GPWS pushbutton switch for less than 2 seconds is considered
to be a short cancel. Pressing and holding the PULL UP/GPWS
pushbutton switch for more than 2 seconds is considered to be a long
cancel.
**ON A/C 001-012, 014-099,
Post SB 34-1190 For A/C 001-012,014-099,

Post SB 34-1193 For A/C 001-012,014-099,
A. Self-Tests
(2) The Enhanced GPWC self-test is initiated by momentarily pressing

GPWS/G/S pushbutton switches or activated via the MCDU on the ground.
When activated by pressing the GPWS/G/S pushbutton switches, the
jack on the front panel of the Enhanced GPWC and it has been divided
into six different levels to help with Enhanced GPWC testing and
troubleshooting.

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page A73
Config-2 Feb 01/08

IAC
(a) Level 1
Level 1, functional testing, provides an overview of the current
- the FAULT legend of the GPWS/SYS pushbutton switch is on,
- the FAULT legend of the GPWS/TERR pushbutton switch is on,
- G/S legends of both GPWS/G/S pushbutton switches are on,
- GLIDE SLOPE audio phase is broadcast,
- G/S legends of both GPWS/G/S pushbutton switches go off,
- GPWS legends of both GPWS/G/S pushbutton switches are on,
- PULL UP audio phase is broadcast,
- TERRAIN TERRAIN PULL UP audio phase is broadcast,
- GPWS legends of both GPWS/G/S pushbutton switches go off,
- ON legends of both TERR ON ND pushbutton switches are on,
- terrain self-test pattern is displayed on both NDs,
(Ref. Fig. 030A)
A long level 1 self-test sequence is initiated when the
GPWS/G/S pushbutton switch is not released while self-test
voices start.
- Additional vocabulary sequence when long self-test initiated:
SINK RATE
PULL UP
TERRAIN
PULL UP
DONT SINK
DONT SINK
TOO LOW TERRAIN
TOO LOW GEAR
TOO LOW FLAPS
TOO LOW TERRAIN
GLIDE SLOPE
TOO LOW TERRAIN
CAUTION TERRAIN
CAUTION TERRAIN
TERRAIN TERRAIN PULL UP
- terrain self-test pattern turns off,

- ON legends of both TERR ON ND pushbutton switches and the

R

EFF :

001-012, 014-099, 34-48-00

Page A74
Config-2 Feb 01/08

IAC
Figure 030A

R

EFF :

001-012, 014-099, 34-48-00

Page A75
Config-2 Feb 01/08

IAC
(b) Level 2
Level 2, current faults, provides a listing of the internal and
external faults currently detected by the Enhanced GPWC.
Level 2 self-test is initiated by pressing the GPWS/G/S
self-test.
(c) Level 3
Level 3, Enhanced GPWS configuration, indicates the current
configuration by listing the current hardware, software, data
bases and program pin inputs detected by the Enhanced GPWC.
This level is initiated by pressing the GPWS/G/S pushbutton
switch when PRESS TO CONTINUE message is enunciated.
(d) Level 4
Level 4, fault history, provides a historical record of both
(e) Level 5
Level 5, warning history, provides a historical record of the
(f) Level 6
Level 6, discrete test, provides annunciation of discrete input
(3) To speed up the navigation of self-test levels and information two

GPWS/G/S pushbutton switch for less than 2 seconds is considered to
be a short cancel. Pressing and holding the GPWS/G/S pushbutton
switch for more than 2 seconds is considered to be a long cancel.

EFF :

001-012, 014-099, 34-48-00

Page A76
Config-2 Feb 01/08
R
IAC
**ON A/C 101-199, 902-999,
B. CFDS Interface

22-82-00).

and identifies faults related to the Enhanced GPWS. The BITE of the
Enhanced GPWC is connected to the CFDIU.
The BITE:
- continuously transmits Enhanced GPWS status and its identification
message to the CFDIU,
segments,
transceiver, ILS receiver, ADIRU, SFCC, LGCIU, ECAM control panel,
GPS and CFDIU),
- transmits to the CFDIU the result of the tests performed,
- Nnormal mode
- Interactive mode.
(a) Normal mode

During normal mode, the BITE monitors cyclically the status of
the Enhanced GPWS. It transmits its information to the CFDIU
during the given flight.
the fault memories.
(b) Interactive mode

The interactive mode can only be activated on the ground.
This mode enables communication between the CFDIU and the
Enhanced GPWC BITE by means of the MCDU.
The Enhanced GPWS menu mode is composed of:
- LAST LEG REPORT
(Ref. Fig. 031)
(Ref. Fig. 031)

R

EFF :

101-199, 902-999, 34-48-00

Page A77
Config-2 Feb 01/08

IAC
R Maintenance Test Procedure - Sub-Menu Function
Figure 031

EFF :

101-199, 902-999, 34-48-00

Page A78
Config-2 May 01/08

IAC
(Ref. Fig. 031)
- GROUND SCANNING
(Ref. Fig. 032)
(Ref. Fig. 033)
- CLASS 3 FAULTS
(Ref. Fig. 031)
- GROUND REPORT
(Ref. Fig. 032)
- CURRENT STATUS
(Ref. Fig. 033)
- TEST
(Ref. Fig. 034)

R

EFF :

101-199, 902-999, 34-48-00

Page A79
Config-2 Feb 01/08

IAC
Maintenance Test Procedure - Sub-Menu Function
Figure 031A

EFF :

001-012, 014-099, 34-48-00

Page A80
Config-2 Feb 01/08
R
IAC
Figure 032

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page A81
Config-2 Feb 01/08

IAC
Figure 033

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page A82
Config-2 Feb 01/08
R
IAC
Figure 034

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page A83
Config-2 Feb 01/08
R
IAC
**ON A/C 001-012, 014-099,
Post SB 34-1193 For A/C 001-012,014-099,
B. CFDS Interface

22-82-00).

The BITE:
segments,
transceiver, ILS receiver, ADIRU, SFCC, LGCIU, ECAM control panel
and CFDIU),
- Nnormal mode
- Interactive mode.
(a) Normal mode

the fault memories.

- LAST LEG REPORT
(Ref. Fig. 031A)

R

EFF :

001-012, 014-099, 34-48-00

Page A84
Config-2 Feb 01/08

IAC
(Ref. Fig. 031A)
(Ref. Fig. 031A)
- GROUND SCANNING
(Ref. Fig. 032)
(Ref. Fig. 033)
- CLASS 3 FAULTS
(Ref. Fig. 031A)
- GROUND REPORT
(Ref. Fig. 032)
- CURRENT STATUS
(Ref. Fig. 033)
- TEST
(Ref. Fig. 034)

EFF :

001-012, 014-099, 34-48-00

Page A85
Config-2 Feb 01/08
R
IAC
**ON A/C 001-012, 014-099, 101-199, 902-999,
Post SB 34-1193 For A/C 001-012,014-099,
(3) Failure condition
-------------------------------------------------------------------------------
| FAULT | EXAMPLE | REASON |
|-----------------------------------------------------------------------------|
| ARINC 429 | IRS BUS INACTIVE | No expected input labels received |
| Bus Fault | | for more than 4 s. |
|-----------------------------------------------------------------------------|
| ARINC 429 | FMGC LATITUDE | The SSM of the input data indicates|
| Signal Fault | FAILURE | Failure/Warning or the input label |
| | | is not meeting the required update |
| | | rate. |
|-----------------------------------------------------------------------------|
| Discrete | Flaps stuck down | For at least 60 s: |
| Input Faults | | - FLAPS are in landing configura- |
| | | tion through SFFC1 (GROUND |
| | | signal at GPWC FLAPS discrete |
| | | input) or FLAP MODE pushbutton |
| | | switch is selected OFF and |
| | | - AIRSPEED > 250 Kts and |
| | | - IN AIR and |
| | | - RADIO ALT VALID and |
| | | - AIRSPEED VALID. |
| |--------------------------------------------------------------|
| | Flaps stuck up | For at least 2 s: |
| | | - FLAPS are not in landing configu-|
| | | ration and FLAP MODE pushbutton |
| | | switch is in normal position |
| | | (not OFF) and |
| | | - RADIO ALT < = 100 ft. and |
| | | - MODE 4 TOO LOW FLAPS alert is |
| | | on. |
| |--------------------------------------------------------------|
| | Gear stuck down | For at least 60 s: |
| | | - GEAR is down through LGCIU1 and |
| |--------------------------------------------------------------|
| | Gear stuck up | For at least 2 s: |
| | | - GEAR not down and |
| | | - RADIO ALT < = 100 ft. and |

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page A86
Config-2 Feb 01/08
R
IAC
-------------------------------------------------------------------------------
|-----------------------------------------------------------------------------|
| | | - MODE 4 TOO LOW GEAR alert is |
| | | on. |
-------------------------------------------------------------------------------
R **ON A/C 101-199, 902-999,
R (4) Reporting function
R (a) Internal failures
R ---------------------------------------------------------------------------
R | Reported Internal Failures |
R |-------------------------------------------------------------------------|
R | MESSAGE | CLASS | ATA |
R |-------------------------------------------------------------------------|
R | GPWC (1WZ) | 1 | 34-48-34 |
R | GPWC (1WZ) | 3 | 34-48-34 |
R | WRG:PIN PROG/GPWC (1WZ) | 1 | 34-48-34 |
R | CAPT/FO PULL UP/GPWS PB SW (4WZ/5WZ)/GPWC(1WZ) | 1 | 34-48-34 |
R | F/O PULL UP/GPWS PB SW (5WZ)/GPWC(1WZ) | 1 | 34-48-08 |
R | ECP(6WT)/GPWC(1WZ) | 1 | 31-61-12 |
R | GPWS SYS PB SW (9WZ)/GPWC (1WZ) | 1 | 34-48-08 |
R | GPWS TERR PB SW (31WZ)/GPWC(1WZ) | 1 | 34-48-08 |
R | GPWC(1WZ)/FWC1/2(1WW1/2)/WXR1/2(1SQ1/2) | 1 | 34-48-34 |
R | CAPT TERR ON ND PB SW (30WZ1)/GPWC (1WZ) | 1 | 34-48-08 |
R | FO TERR ON ND PB SW (30WZ2)/GPWC (1WZ) | 1 | 34-48-08 |
R ---------------------------------------------------------------------------

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page A87
Config-2 May 01/08

IAC
R (b) External failures
R ---------------------------------------------------------------------------
R | Reported External Failures |
R |-------------------------------------------------------------------------|
R | MESSAGE | CLASS | ATA |
R |-------------------------------------------------------------------------|
R | GPWS FLP MODE PB SW (7WZ)/SFCC1(21CV)/GPWC(1WZ) | 1 | 34-48-08 |
R | LGCIU1 (5GA1)/GPWC (1WZ) | 1 | 32-31-71 |
R | CFDIU (1TW)/GPWC (1WZ) | 3 | 31-32-34 |
R | RA1 (2SA1)/GPWC (1WZ) | 1 | 34-42-33 |
R | ADIRU1 (1FP1)/GPWC (1WZ) | 1 | 34-12-34 |
R | ADIRU1 (1FP1)/GPWC (1WZ) | 3 | 34-12-34 |
R | MMR1 (40RT1)/GPWC (1WZ) | 1 | 34-36-31 |
R | MMR1 (40RT1)/GPWC (1WZ) | 3 | 34-36-31 |
R | FMGC1 (1CA1)/GPWC (1WZ) | 1 | 22-83-34 |
R | FMGC1 (1CA1)/GPWC (1WZ) | 3 | 22-83-34 |
R | FCU (3CA) BUS CP-L/GPWC (1WZ) | 1 | 22-81-12 |
R | FCU (3CA) BUS CP-R/GPWC (1WZ) | 1 | 22-81-12 |
R | WXR1 (1SQ1) BUS HAZARD/GPWC (1WZ) | 1 | 34-41-33 |
R | WXR1 (1SQ1)/GPWC (1WZ) | 1 | 34-41-33 |
R | WXR2 (1SQ2) BUS HAZARD/GPWC (1WZ) | 1 | 34-41-33 |
R | WXR2 (1SQ2)/GPWC (1WZ) | 1 | 34-41-33 |
R ---------------------------------------------------------------------------
**ON A/C 001-012, 014-099,
---------------------------------------------------------------------------
|-------------------------------------------------------------------------|
|-------------------------------------------------------------------------|
| GPWC (1WZ) | 1 | 34-48-34 |
| GPWC (1WZ) | 3 | 34-48-34 |
| WRG:PIN PROG/GPWC (1WZ) | 1 | 34-48-34 |
| CAPT/FO GPWS GS PB SW (4WZ/5WZ)/GPWC(1WZ) | 1 | 34-48-34 |
| FO GPWS GS PB SW (5WZ)/GPWC(1WZ) | 1 | 34-48-08 |
| ECP(6WT)/GPWC(1WZ) | 1 | 31-61-12 |
| GPWS SYS PB SW (9WZ)/GPWC (1WZ) | 1 | 34-48-08 |
| GPWS TERR PB SW (31WZ)/GPWC(1WZ) | 1 | 34-48-08 |
| GPWC(1WZ)/FWC1/2(1WW1/2)/WXR1/2(1SQ1/2) | 1 | 34-48-34 |
| CAPT TERR ON ND PB SW (30WZ1)/GPWC (1WZ) | 1 | 34-48-08 |

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page A88
Config-2 May 01/08

IAC
---------------------------------------------------------------------------
|-------------------------------------------------------------------------|
| FO TERR ON ND PB SW (30WZ2)/GPWC (1WZ) | 1 | 34-48-08 |
---------------------------------------------------------------------------

EFF :

001-012, 014-099, 34-48-00

Page A89
Config-2 Feb 01/08

IAC
---------------------------------------------------------------------------
|-------------------------------------------------------------------------|
|-------------------------------------------------------------------------|
| GPWS FLP MODE PB SW (7WZ)/SFCC1(21CV)/GPWC(1WZ) | 1 | 34-48-08 |
| LGCIU1 (5GA1)/GPWC (1WZ) | 1 | 32-31-71 |
| CFDIU (1TW)/GPWC (1WZ) | 3 | 31-32-34 |
| RA1 (2SA1)/GPWC (1WZ) | 1 | 34-42-33 |
| ADIRU1 (1FP1)/GPWC (1WZ) | 1 | 34-12-34 |
| ADIRU1 (1FP1)/GPWC (1WZ) | 3 | 34-12-34 |
| ILS1 (2RT1)/GPWC (1WZ) | 1 | 34-36-31 |
| ILS1 (2RT1)/GPWC (1WZ) | 3 | 34-36-31 |
| FMGC1 (1CA1)/GPWC (1WZ) | 1 | 22-83-34 |
| FMGC1 (1CA1)/GPWC (1WZ) | 3 | 22-83-34 |
| FCU (3CA) BUS CP-L/GPWC (1WZ) | 1 | 22-81-12 |
| FCU (3CA) BUS CP-R/GPWC (1WZ) | 1 | 22-81-12 |
| WXR1 (1SQ1) BUS HAZARD/GPWC (1WZ) | 1 | 34-41-33 |
| WXR1 (1SQ1)/GPWC (1WZ) | 1 | 34-41-33 |
| WXR2 (1SQ2)/GPWC (1WZ) | 1 | 34-41-33 |
---------------------------------------------------------------------------
**ON A/C 001-012, 014-099, 101-199, 902-999,
C. BITE Implementation
The BITE capability is implemented primarily in software. Most of the
tests run continuously, while the remainder run only as the result of
certain events (e.g. power-up). Failures are indicated by monitor output
discretes, the ARINC 429 outputs, the Enhanced GPWC audio output, and on
the MCDU (interactive mode).
These failures are saved in the flight history memory if they occurred
during flight. Some BITE failures inhibit alerts and warnings. In these
cases, the self-test is inhibited.
Internal test processing:

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page A90
Config-2 Feb 01/08

IAC
------------------------------------------------------------------------------
| TEST | TESTED INTERNAL COMPONENTS | DURATION | ACTIVATION |
| DESIGNATION | | | CONDITIONS |
|----------------------------------------------------------------------------|
| MCDU system | - CPU | 30 s | Relevant MCDU |
| test | - RAM | | menu line key |
| | - EPROM | | selection |
| | - Wait state | | |
| | - Non Envelope modulation NVM | | |
| | - Watchdog timer | | |
| | - A/D converter | | |
| | - Voice generator | | |
| | - ARINC 429 transmitter | | |
| | - Software configuration data | | |
| | base monitor | | |
| | - ARINC 429 parity | | |
| | - Software operating system | | |
| | monitor | | |
| | - Software watchdog monitor | | |
| | - Envelope modulation NVM | | |
| | - ARINC 429 receiver | | |
|----------------------------------------------------------------------------|
| Cockpit | Ref. para. 8. A. | | Ref. para. 8. A.|
| Self-test | | | |
------------------------------------------------------------------------------
**ON A/C 101-199, 902-999,
D. Power-up Test Initialization and Cockpit Repercussions


- Duration: 20 s.
- none

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page A91
Config-2 Feb 01/08

IAC
- Tests pass:
- none
- Tests failed:
- GPWS panel:
FAULT legend of SYS pushbutton switch on and/or
FAULT legend of pushbutton switch on
(depending on the faulty part)
- ECAM warning:
NAV GPWS FAULT and/or
NAV GPWS TERR FAULT
- ECAM STATUS:
GPWS INOP and/or
GPWS TERR INOP

EFF :

101-199, 902-999, 34-48-00

Page A92
Config-2 Feb 01/08

IAC
**ON A/C 901-901,
Post SB 34-1389 For A/C 901-901,
R ENHANCED GROUND PROXIMITY WARNING SYSTEM (GPWS) - DESCRIPTION AND OPERATION

___________________________________________________________________________
1. _______
General
to the terrain.
The Enhanced GPWC, will be able to use preferably GPS position when
available on board and to activate peaks and/or obstacle functions with
EFIS/EIS1/EIS2 display.
Two architectures will be available to receive GPS data. The first one using
the ADIRS connection as GPS data are transmitted via the IRS bus, and the
second one will be a direct connection between Enhanced GPWS and GPS sensor
(MMR or GPSSU) if ADIRS is not able to transmit GPS data.
NOTE : Enhanced GPWS will then use preferably GPS and corrected IRS latitude
____
Modes 1 to 5 which are the backbone of the system. The primary design
objective has been to maintain the integrity of these modes independent of
the other functions. For example, loss of the Terrain Awareness Display
(TAD) function does not affect the operation of the basic GPWS modes. Also,
loss of basic GPWS modes does not affect TAD function.
The following illustration provides an overall system block diagram.
(Ref. Fig. 001)
- peaks function,
- obstacle function.

EFF :

901-901, 34-48-00

Page 1
Config-3 May 01/08

IAC
Figure 001

EFF :

901-901, 34-48-00

Page 2
Config-3 Feb 01/08

IAC
A. Basic GPWS Modes
The basic GPWS modes generate aural and visual warnings if the aircraft
Mode 1 - Excessive rate of descent.
Mode 2 - Excessive closure rate with terrain.
Mode 3 - Descent after takeoff and minimum terrain clearance.
Mode 4 - Unsafe terrain clearance.
B. Enhanced Features
The Enhanced GPWC includes enhanced features which complete the basic
GPWS modes.
(1) Terrain Clearance Floor (TCF) function

The Terrain Clearance Floor (TCF) function adds an additional element
of protection to the basic GPWS modes. It creates an increasing
terrain clearance envelope around the intended airport runway
directly related to the distance from the runway. TCF alerts are
based on current aircraft location, nearest runway center point
position and radio altitude. TCF is active during takeoff, cruise and
final approach. This alert mode complements existing Mode 4
protection by providing an alert based on insufficient terrain
clearance even when in landing configuration. TCF function generates
aural and visual alert.
(2) Terrain Awareness alerting and Display (TAD) function

A major new feature of the Enhanced GPWS is the incorporation of the
terrain awareness alerting and display functions. These functions use
aircraft geographic position, aircraft altitude and a terrain data
base to predict potential conflicts between the aircraft flight path
and the terrain, and to provide graphic displays of the conflicting
terrain, as illustrated by the block diagram.
(Ref. Fig. 002)
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.

EFF :

901-901, 34-48-00

Page 3
Config-3 Feb 01/08

IAC
Figure 002

EFF :

901-901, 34-48-00

Page 4
Config-3 Feb 01/08

IAC
2. Component
__________________
Location
(Ref. Fig. 003, 004)
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
1WZ GPWC 88VU 128 824 34-48-34
SWITCHING, F/O
SWITCHING, CAPT
F/O
CAPT
3. __________________
System Description
A. General
The Enhanced GPWS monitors data inputs from the navigation sensors. This
information is used to provide suitable aural and visual warnings to
alert the crew of a hazardous situation with respect to the terrain.
B. Warnings
Warnings are generated by the Enhanced GPWC which is installed on the
shelf 88VU, in the aft electronics rack 80VU.
**ON A/C 901-901,
Post SB 34-1392 For A/C 901-901,
(Ref. Fig. 005)

EFF :

901-901, 34-48-00

Page 5
Config-3 Feb 01/08

IAC
Figure 003

EFF :

901-901, 34-48-00

Page 6
Config-3 Feb 01/08

IAC
Figure 004

EFF :

901-901, 34-48-00

Page 7
Config-3 Feb 01/08

IAC
Figure 005

EFF :

901-901, 34-48-00

Page 8
Config-3 Feb 01/08

IAC
**ON A/C 901-901,

* ADR portion (SAT, barometric altitude, barometric altitude rate,
computed airspeed),
* IR portion (latitude, longitude, magnetic heading, GPS parameters if
ADIRU is in hybrid configuration),
- Multi-Mode Receiver 1 (MMR) (glide slope deviation, localizer
deviation, selected runway heading and GPS parameters if ADIRU is in
autonomous configuration),

(Ref. Fig. 006)
- PULL UP/GPWS pushbutton switch which, when pressed (in), enables the
- Weather Radar control unit,
- Weather Radar with Predictive Windshear System (WR/PWS), inhibition of
Enhanced GPWS aural and/or visual alerts each time there are PWS aural
and/or visual alerts.

EFF :

901-901, 34-48-00

Page 9
Config-3 Feb 01/08

IAC
Figure 006

EFF :

901-901, 34-48-00

Page 10
Config-3 Feb 01/08

IAC
E. Warning Outputs
(Ref. Fig. 007)
- Two discrete outputs from the Enhanced GPWC control the PULL UP/GPWS
instrument panels.
illuminated split legend cap.
The upper legend identified PULL UP, controlled by the first output,
comes on red when a ground proximity warning message including PULL UP
is generated by the Enhanced GPWC.
The lower legend identified GPWS, controlled by the second output,
comes on amber for all the other alerts.
warning.
- Both discrete outputs are also used to inhibit TCAS and automatic call
out when the PULL UP or GPWS warnings are in progress.
- Both discrete outputs are also used for the Digital Flight Data
Recorder (DFDR).
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
GPWS ALERT GND/OC FWCs GND = VALID
GPWS LEGEND GND/OC FWCs GND = VALID
-------------------------------------------------------------------------------
F. Monitor Outputs
- TERR NOT AVAIL output allows FWC to generate a TERR STBY ECAM memo.
This output is triggered when EGPWS is valid but the TAD/TCF function
cannot be temporarily computed.

EFF :

901-901, 34-48-00

Page 11
Config-3 Feb 01/08

IAC
Figure 007

EFF :

901-901, 34-48-00

Page 12
Config-3 Feb 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
TEST and INTFC
SDAC1
SDAC2
TEST and INTFC
SDAC1
SDAC2
TERR NOT AVAIL MONITOR OUTPUT GND/OC SDAC1 GND=FAULT
SDAC2
-------------------------------------------------------------------------------
**ON A/C 901-901,
Post SB 34-1392 For A/C 901-901,
G. Bus Output
Data Management Unit (DMU), Weather Radar Auto-Tilt function and by the
Centralized Fault Display Interface Unit (CFDIU) for test causes.
**ON A/C 901-901,
H. Audio Output
messages.
4. Power
____________
Supply
(Ref. Fig. 007)
(22 W max.) and 28VDC supply from the aircraft AC power.
|----------------------------------------------------------------------------|
| Voltage | C/B FIN | Designation |
|------------------|---------------------|-----------------------------------|
| 28VDC | 2WZ | 101PP BUS 1 |
| | | |
| 115VAC | 3WZ | 103XP BUS1 |
|----------------------------------------------------------------------------|

EFF :

901-901, 34-48-00

Page 13
Config-3 Feb 01/08

IAC
5. Interface
_________
A. Digital Outputs
milliseconds,
- CODE:
HYB: mixed code
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |ALER DSCRT| | | | | to | | | |
| |WORD 1 | | | | |100 | | | |
| | | | | | | | | | |
| |SINKRATE- |bit status 1| | 11 | | | | | |
| |PAUSE- | | | | | | | | |
| |SINKRATE | | | | | | | | |
| | | | | | | | | | |
| |PULL UP |bit status 1| | 12 | | | | | |
| | | | | | | | | | |
| | | | | | | | | | |

EFF :

901-901, 34-48-00

Page 14
Config-3 Feb 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |DONT SINK|bit status 1| | 14 | | | | | |
| |-PAUSE- | | | | | | | | |
| |DONT SINK| | | | | | | | |
| | | | | | | | | | |
| |GEAR | | | | | | | | |
| | | | | | | | | | |
| |FLAPS | | | | | | | | |
| | | | | | | | | | |
| |TERRAIN | | | | | | | | |
| | | | | | | | | | |
| |GLIDESLOPE|bit status 1| | 18 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 19 | | | | | |
| | | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 21 | | | | | |
| | | | | | | | | | |
| |OBSTACLE | | | | | | | | |
| |AHEAD PULL| | | | | | | | |
| |UP | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 23 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 24 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 25 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 26 | | | | | |
| | | | | | | | | | |
| |AHEAD | | | | | | | | |
| | | | | | | | | | |
| |OBSTACLE |bit status 1| | 28 | | | | | |

EFF :

901-901, 34-48-00

Page 15
Config-3 Feb 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |AHEAD | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 29 | | | | | |
| | | | | | | | | | |
| 1.274.00 |ENH. GPWS |(1= on) | | | | 50 |DIS | | |
| |ALER DSCRT| | | | | to | | | |
| |WORD 2 | | | | |100 | | | |
| | | | | | | | | | |
| |DOUTL 1 |bit status 1| | 11 | | | | | |
| |G/S CANCEL| | | | | | | | |
| | | | | | | | | | |
| |DOUTL 2 |bit status 1| | 12 | | | | | |
| |GPWS ALERT| | | | | | | | |
| | | | | | | | | | |
| |DOUTL 3 |bit status 1| | 13 | | | | | |
| |GPWS | | | | | | | | |
| |WARNING | | | | | | | | |
| | | | | | | | | | |
| |GPWS INOP |bit status 1| | 14 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 15 | | | | | |
| | | | | | | | | | |
| |DOUTL 6 |bit status 1| | 16 | | | | | |
| |AUDIO ON | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 17 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 18 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 19 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 20 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 21 | | | | | |
| | | | | | | | | | |
| |OBSTACLE | | | | | | | | |
| |AWARENESS | | | | | | | | |

EFF :

901-901, 34-48-00

Page 16
Config-3 Feb 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |WARNING | | | | | | | | |
| | | | | | | | | | |
| |OBSTACLE | | | | | | | | |
| |AWARENESS | | | | | | | | |
| |CAUTION | | | | | | | | |
| | | | | | | | | | |
| |AWARENESS | | | | | | | | |
| |INOP | | | | | | | | |
| | | | | | | | | | |
| |EXTERNAL |bit status 1| | 25 | | | | | |
| |FAULT | | | | | | | | |
| | | | | | | | | | |
| |COMPUTER |bit status 1| | 26 | | | | | |
| |FAIL | | | | | | | | |
| | | | | | | | | | |
| |AWARENESS | | | | | | | | |
| |NOT AVAIL.| | | | | | | | |
| | | | | | | | | | |
| |DOUTL 8 |bit status 1| | 28 | | | | | |
| |TERRAIN | | | | | | | | |
| |DISPLAY | | | | | | | | |
| |DSCRT 1 | | | | | | | | |
| | | | | | | | | | |
| |DOUTL 9 |bit status 1| | 29 | | | | | |
| |TERRAIN | | | | | | | | |
| |DISPLAY | | | | | | | | |
| |DSCRT 2 | | | | | | | | |
| | | | | | | | | | |
| 1.271.00 |ENH. GPWS |(1= warn. | | | |100 |DIS | | |
| | | | | | |200 | | | |
| | | | | | | | | | |
| |NOT USED | | | 11 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 12 | | | | | |

EFF :

901-901, 34-48-00

Page 17
Config-3 Feb 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |CLEARANCE | | | | | | | | |
| |FLOOR ALER| | | | | | | | |
| | | | | | | | | | |
| |ENV.MOD IN|bit status 1| | 14 | | | | | |
| |PROGRESS | | | | | | | | |
| | | | | | | | | | |
| |ENV.MOD |bit status 1| | 15 | | | | | |
| |SNAPSHOT | | | | | | | | |
| |LATCH SET | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 16 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 17 | | | | | |
| | | | | | | | | | |
| |TAKE OFF |bit status 1| | 18 | | | | | |
| |MODE | | | | | | | | |
| | | | | | | | | | |
| |MODE 1 |bit status 1| | 19 | | | | | |
| |SINKRATE | | | | | | | | |
| | | | | | | | | | |
| |MODE 1 |bit status 1| | 20 | | | | | |
| |PULL UP | | | | | | | | |
| | | | | | | | | | |
| |MODE 2 |bit status 1| | 21 | | | | | |
| |TERRAIN | | | | | | | | |
| | | | | | | | | | |
| |MODE 2 |bit status 1| | 22 | | | | | |
| |PULL UP | | | | | | | | |
| | | | | | | | | | |
| |MODE 3 |bit status 1| | 23 | | | | | |
| |VISUAL | | | | | | | | |
| | | | | | | | | | |
| |MODE 4 |bit status 1| | 24 | | | | | |
| |VISUAL | | | | | | | | |
| | | | | | | | | | |
| |MODE 5 |bit status 1| | 25 | | | | | |

EFF :

901-901, 34-48-00

Page 18
Config-3 Feb 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |VISUAL | | | | | | | | |
| | | | | | | | | | |
| | | | | | | | | | |
| |NOTE USED | | | 27 | | | | | |
| | | | | | | | | | |
| |NOTE USED | | | 28 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 29 | | | | | |
| | | | | | | | | | |
| 1.300.00 |ENH. GPWC | | | | | 50 |DIS | | |
| |ALERT DSCR| | | | | to | | | |
| |WORD3 | | | | |100 | | | |
| | | | | | | | | | |
| |MODES 1 TO| | | 11 | | | | | |
| |4 INOP | | | | | | | | |
| | | | | | | | | | |
| |MODE 5 | | | 12 | | | | | |
| |INOP | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 13 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 14 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 15 | | | | | |
| | | | | | | | | | |
| |TERR CLEA.| | | 16 | | | | | |
| |FLOOR INOP| | | | | | | | |
| | | | | | | | | | |
| |TERR AWAR.| | | 17 | | | | | |
| |INOP | | | | | | | | |
| | | | | | | | | | |
| |ENV. MODU.| | | 18 | | | | | |
| |INOP | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 19 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 20 | | | | | |

EFF :

901-901, 34-48-00

Page 19
Config-3 Feb 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |TCAS | | | 21 | | | | | |
| |INHIBIT | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 22 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 23 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 24 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 25 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 26 | | | | | |
| | | | | | | | | | |
| |FLAP OVRD | | | 27 | | | | | |
| |LATCH | | | | | | | | |
| | | | | | | | | | |
| |OBST | | | 28 | | | | | |
| |AWARENESS | | | | | | | | |
| |CAUTION | | | | | | | | |
| | | | | | | | | | |
| |OBST | | | 29 | | | | | |
| |AWARENESS | | | | | | | | |
| |WARNING | | | | | | | | |
| | | | | | | | | | |
| 1.275.00 |PROGRAM |(1=Open | | | |100 |DIS | | |
| |WORD 1 | | | | |200 | | | |
| | | | | | | | | | |
| |NOT USED | | | 11 | | | | | |
| | | | | | | | | | |
| |CFDS |bit status 1| | 12 | | | | | |
| |ENABLE | | | | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | 13 | | | | | |
| |SELECT 6 | | | | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | 14 | | | | | |

EFF :

901-901, 34-48-00

Page 20
Config-3 Feb 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |SELECT 1 | | | | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | 15 | | | | | |
| |SELECT 2 | | | | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | 16 | | | | | |
| |SELECT 3 | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 17 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 18 | | | | | |
| | | | | | | | | | |
| |AUDIO |bit status 0| | 19 | | | | | |
| |DECLUTTER | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 20 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 21 | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | 22 | | | | | |
| |SELECT 7 | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 23 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 24 | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | 25 | | | | | |
| |SELECT 5 | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 26 | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | 27 | | | | | |
| |SELECT 4 | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 28 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 29 | | | | | |
| | | | | | | | | | |

EFF :

901-901, 34-48-00

Page 21
Config-3 Feb 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 1.276.00 |PROGRAM |(1=Open | | | | 50 |DIS | | |
| |WORD 2 | | | | |100 | | | |
| | | | | | | | | | |
| |VOICE | | | 11 | | | | | |
| |SELECT 1 | | | | | | | | |
| | | | | | | | | | |
| |VOICE | | | 12 | | | | | |
| |SELECT 2 | | | | | | | | |
| | | | | | | | | | |
| |VOICE | | | 13 | | | | | |
| |SELECT 3 | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 14 | | | | | |
| | | | | | | | | | |
| |AUDIO |bit status 1| | 15 | | | | | |
| |SUPPRESS | | | | | | | | |
| | | | | | | | | | |
| |ATERNATE |bit status 1| | 16 | | | | | |
| |MODE 4 | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 17 | | | | | |
| | | | | | | | | | |
| |OPTIONAL |bit status 1| | 18 | | | | | |
| |INPUT | | | | | | | | |
| |SELECT | | | | | | | | |
| | | | | | | | | | |
| |ALTERN. |bit status 1| | 19 | | | | | |
| |G/S CANCEL| | | | | | | | |
| | | | | | | | | | |
| |LAMP |bit status 1| | 20 | | | | | |
| |FORMAT |= Lamp | | | | | | | |
| | | Format 2 | | | | | | | |
| | | | | | | | | | |
| |QFE/QNH |bit status 1| | 21 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 22 | | | | | |

EFF :

901-901, 34-48-00

Page 22
Config-3 Feb 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |NOT USED | | | 23 | | | | | |
| | | | | | | | | | |
| |G/S | | | 24 | | | | | |
| |INHIBIT | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 25 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 26 | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | 27 | | | | | |
| |SELECT 8 | | | | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | 28 | | | | | |
| |SELECT 9 | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 29 | | | | | |
| | | | | | | | | | |
| 1.277.00 |PROGRAM |(1=Open | | | |100 |DIS | | |
| |WORD 3 | | | | |200 | | | |
| | | | | | | | | | |
| |ALTER.VOL.|bit status 1| | 11 | | | | | |
| |SELECTED | | | | | | | | |
| | | | | | | | | | |
| |CONF |bit status 1| | 12 | | | | | |
| |OPTION 1= | | | | | | | | |
| |GPS SELECT| | | | | | | | |
| | | | | | | | | | |
| |CONF |bit status 1| | 13 | | | | | |
| |OPTION 2= | | | | | | | | |
| |MAN DESEL | | | | | | | | |
| | | | | | | | | | |
| |SINGLE GPS|bit status 1| | 14 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 15 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 16 | | | | | |

EFF :

901-901, 34-48-00

Page 23
Config-3 Feb 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |TCF |bit status 1| | 17 | | | | | |
| |DISABLE | | | | | | | | |
| | | | | | | | | | |
| |TAD |bit status 1| | 18 | | | | | |
| |DISABLE | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 19 | | | | | |
| | | | | | | | | | |
| |PWS OPTION|bit status 1| | 20 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 21 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 22 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 23 | | | | | |
| | | | | | | | | | |
| |ALTERNATE |bit status 1| | 24 | | | | | |
| |GPS SPEED | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 25 | | | | | |
| | | | | | | | | | |
| |OBSTACLE | | | 26 | | | | | |
| |CONTROL | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 27 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 28 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 29 | | | | | |
| | | | | | | | | | |
| 1.350.00 |FAULT |(1=Failed)| | | |100 |DIS | | |
| |DIAGNOSTIC| | | | | to | | | |
| |WORD 1 | | | | |200 | | | |
| | | | | | | | | | |
| |ARINC 429 | | | 11 | | | | | |
| |IR1 INPUT | | | | | | | | |
| |INACTIVE | | | | | | | | |

EFF :

901-901, 34-48-00

Page 24
Config-3 Feb 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |ARINC 429 | | | 12 | | | | | |
| |FMGC1 | | | | | | | | |
| |INPUT | | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | 13 | | | | | |
| |ADR1 INPUT| | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | 14 | | | | | |
| |FCU BUS 1 | | | | | | | | |
| |INPUT | | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 15 | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | 16 | | | | | |
| |ILS1 INPUT| | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | 17 | | | | | |
| |FMGC1(Nav | | | | | | | | |
| |Modes) IN.| | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | 18 | | | | | |
| |RA1 INPUT | | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | 19 | | | | | |
| |FCU BUS 2 | | | | | | | | |
| |INPUT | | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | 20 | | | | | |
| |CFDIU | | | | | | | | |
| |INPUT | | | | | | | | |

EFF :

901-901, 34-48-00

Page 25
Config-3 Feb 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | 21 | | | | | |
| |WXR HZD | | | | | | | | |
| |BUS1 INPUT| | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 22 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 23 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 24 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 25 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 26 | | | | | |
| | | | | | | | | | |
| |PROGRAM | | | 27 | | | | | |
| |PIN FAULT | | | | | | | | |
| | | | | | | | | | |
| |FLAP | | | 28 | | | | | |
| |INPUT FAI.| | | | | | | | |
| | | | | | | | | | |
| |GEAR | | | 29 | | | | | |
| |INPUT FAI.| | | | | | | | |
| | | | | | | | | | |
| 1.351.00 |FAULT |(1=Failed)| | | |100 |DIS | | |
| |DIAGNOSTIC| | | | | to | | | |
| |WORD 2 | | | | |200 | | | |
| | | | | | | | | | |
| |G/S CANCEL| | | 11 | | | | | |
| |DSCR. FAI.| | | | | | | | |
| | | | | | | | | | |
| |MOMENTARY | | | 12 | | | | | |
| |AUDIO SUPP| | | | | | | | |
| |DSCR. FAI.| | | | | | | | |
| | | | | | | | | | |
| |AUDIO | | | 13 | | | | | |

EFF :

901-901, 34-48-00

Page 26
Config-3 Feb 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |INHIBIT | | | | | | | | |
| |DSCR. FAI.| | | | | | | | |
| | | | | | | | | | |
| |SELF-TEST | | | 14 | | | | | |
| |DSCR INPUT| | | | | | | | |
| |FAILED | | | | | | | | |
| | | | | | | | | | |
| |SUPPORT | | | 15 | | | | | |
| |TASK FAULT| | | | | | | | |
| | | | | | | | | | |
| |NVM FAULT | | | 16 | | | | | |
| | | | | | | | | | |
| |WATCHDOG | | | 17 | | | | | |
| |TIMER FAUL| | | | | | | | |
| | | | | | | | | | |
| |A/D FAIL | | | 18 | | | | | |
| | | | | | | | | | |
| |VOICE FAIL| | | 19 | | | | | |
| | | | | | | | | | |
| |DITS | | | 20 | | | | | |
| |OUTPUT FAI| | | | | | | | |
| | | | | | | | | | |
| |TERRAIN | | | 21 | | | | | |
| |DATABASE | | | | | | | | |
| |FAULT | | | | | | | | |
| | | | | | | | | | |
| |FLASH FILE| | | 22 | | | | | |
| |SYSTEM | | | | | | | | |
| |WRITE | | | | | | | | |
| |FAULT | | | | | | | | |
| | | | | | | | | | |
| |DITS INPUT| | | 23 | | | | | |
| |FAIL | | | | | | | | |
| | | | | | | | | | |
| |VOICE | | | 24 | | | | | |
| |FAULT | | | | | | | | |
| | | | | | | | | | |
| |SYSTEM OR | | | 25 | | | | | |

EFF :

901-901, 34-48-00

Page 27
Config-3 Feb 01/08

IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |MODE TASK | | | | | | | | |
| |FAULT | | | | | | | | |
| | | | | | | | | | |
| |ENV. MOD. | | | 26 | | | | | |
| |DATABASE | | | | | | | | |
| |FAULT | | | | | | | | |
| | | | | | | | | | |
| |WATCHDOG | | | 27 | | | | | |
| |FAIL COUNT| | | | | | | | |
| | | | | | | | | | |
| |AIRCRAFT | | | 28 | | | | | |
| |DATABASE | | | | | | | | |
| |FAULT OR| | | | | | | | |
| |CRC FAULT | | | | | | | | |
| | | | | | | | | | |
| |IMAGE DSP | | | 29 | | | | | |
| |FAULT | | | | | | | | |
| | | | | | | | | | |
| 1.355.00 |FAULT |(1=Failed)| | | |100 |DIS | | |
| |DIAGNOSTIC| | | | | to | | | |
| |WORD 3 | | | | |200 | | | |
| | | | | | | | | | |
| |NOT USED | | | 11 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 12 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 13 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 14 | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | 15 | | | | | |
| |GPS BUS | | | | | | | | |
| |INPUT | | | | | | | | |
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |ARINC 429 | | | 16 | | | | | |
| |WXR HZD | | | | | | | | |
| |BUS2 INPUT| | | | | | | | |

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |INACTIVE | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 17 | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 18 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 19 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 20 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 21 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 22 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 23 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 24 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 25 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 26 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 27 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 28 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 29 | | | | | |
| | | | | | | | | | |
| 1.357.00 |INPUT | | | | |100 |DIS | | |
| |DSCRT STAT| | | | | to | | | |
| |WORD 1 | | | | |200 | | | |
| | | | | | | | | | |
| |NOT USED | | | 11 | | | | | |
| | | | | | | | | | |
| |G/S |(1= | | 12 | | | | | |
| |INHIBIT |inhibit) | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 13 | | | | | |

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |NOT USED | | | 14 | | | | | |
| | | | | | | | | | |
| |GPWS MODES|(1= | | 15 | | | | | |
| |1 TO 5 |inhibit) | | | | | | | |
| |INHIBIT | | | | | | | | |
| |(AUDIO AND| | | | | | | | |
| |VISUAL) | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 16 | | | | | |
| | | | | | | | | | |
| |MOMENTARY |(1= | | 17 | | | | | |
| | | | | | | | | | |
| |SELF-TEST | | | 18 | | | | | |
| | | | | | | | | | |
| |LANDING |(1= down) | | 19 | | | | | |
| |GEAR | | | | | | | | |
| | | | | | | | | | |
| |LANDING |(1= | | 20 | | | | | |
| |FLAPS |extended) | | | | | | | |
| | | | | | | | | | |
| |G/S CANCEL|(1= | | 21 | | | | | |
| | |cancelled) | | | | | | | |
| | | | | | | | | | |
| |WXR 1 |(1= ON) | | 22 | | | | | |
| |ON/OFF | | | | | | | | |
| | | | | | | | | | |
| |TAD AND |(1= | | 23 | | | | | |
| |TCF |inhibit) | | | | | | | |
| |INHIBIT | | | | | | | | |
| | | | | | | | | | |
| |WXR 2 |(1= ON) | | 24 | | | | | |
| |ON/OFF | | | | | | | | |
| | | | | | | | | | |
| |TERR ON ND| | | 25 | | | | | |
| |CAPT INPUT| | | | | | | | |
| | | | | | | | | | |

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IAC
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |TERR ON ND| | | 26 | | | | | |
| |F/O INPUT | | | | | | | | |
| | | | | | | | | | |
| |NOT USED | | | 27 | | | | | |
| | | | | | | | | | |
| |NOT USED |(1= | | 28 | | | | | |
| |(RAAS) |activated) | | | | | | | |
| | | | | | | | | | |
| |ALL AUDIO |(1= | | 29 | | | | | |
| |INHIBIT |inhibit) | | | | | | | |
-------------------------------------------------------------------------------
6. _____________________
**ON A/C 901-901,
Post SB 34-1392 For A/C 901-901,
A. Enhanced GPWC

(Ref. Fig. 008)
enclosure.
- chassis,
- PCMCIA interface,
- front connector.

EFF :

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IAC
Enhanced GPWC
Figure 008

EFF :

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Page 32
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IAC
other circuitry.
Not Used):
---------------------------------------------------------
---------------------------------------------------------
| TOP | 8C| 429 INPUT 12(A) N/U |
| TOP | 8D| 429 INPUT 12(B) N/U |
| TOP | 5A| 429 INPUT 13(A) N/U |
| TOP | 6A| 429 INPUT 13(B) N/U |
| TOP | 1C| 429 INPUT 14(A) N/U |
| TOP | 1D| 429 INPUT 14(B) N/U |
| TOP | 4A| 429 INPUT 15(A) N/U |
| TOP | 4B| 429 INPUT 15(B) N/U |

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IAC
---------------------------------------------------------
---------------------------------------------------------
| TOP | 9C| 429 INPUT 9(A) FCU 2 (A) |
| TOP | 9D| 429 INPUT 9(B) FCU 2 (B) |
| TOP | 2A| 429 OUTPUT 2(A) WXR1 & WXR2 AUTOTILT |
| TOP | 2B| 429 OUTPUT 2(B) WXR1 & WXR2 AUTOTILT |
| TOP | 5C| 429 INPUT 16(A) N/U |
| TOP | 5D| 429 INPUT 16(B) N/U |
| TOP |11C| 429 INPUT 17(A) GPS1 BUS |
| TOP |11D| 429 INPUT 17(B) GPS1 BUS |

EFF :

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IAC
---------------------------------------------------------
---------------------------------------------------------
| | | (MOMENTARY) |
| | | OUTPUT |
| | | OUTPUT |
| | | OUTPUT |

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IAC
---------------------------------------------------------
---------------------------------------------------------
---------------------------------------------------------

(c) Chassis

operation.
storage medium.
(e) Front connector

terminal or a PC.

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IAC
1
2
use.
---------------------------------------------------------
---------------------------------------------------------
| FRONT | 15| 115 VAC-C (OR 28 VDC-) |
| FRONT | 5| 115 VAC-H (OR 28 VDC+) |
---------------------------------------------------------
**ON A/C 901-901,
(2) Internal Description

(Ref. Fig. 009)
(a) The hardware consists of three main circuit card assemblies:

- the controller card,
- the accessory card,
- the analog acquisition card.

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Enhanced GPWC - Block Diagram
Figure 009

EFF :

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IAC
1
_ The controller card contains the main processor
(microprocessor 486DX4), the Digital Information Transfer
System (DITS) handler microcontroller and the image generator
DSP.
2
_ The accessory card contains the power supply and the voice
generator DSP.
3
_ The analog acquisition card contains the analog acquisition
microcontroller.
(b) The Enhanced GPWC contains the following five processors:

- main processor (486DX4) that runs the Enhanced GPWC Application
software and the Boot Loader Software,
- DITS handler microcontroller that runs the DITS Handler
software,
- image generator DPS that runs the image generator software,
which is a part of the Application software,
- voice generator DSP that runs the voice generator software,
which is part of the Application software,
- analog acquisition microcontroller that runs the Analog
Acquisition software.
**ON A/C 901-901,
Post SB 31-1300 For A/C 901-901,
(Ref. Fig. 003)
(1) GPWS/LDG FLAP 3 pushbutton switch 13WZ

To avoid nuisance warnings during approach, the Enhanced GPWC needs
to know at which flap position the crew intends to land.
This pushbutton switch (item 5), when pressed (in) (white ON legend
on), indicates to the Enhanced GPWC that the pilot intends to land in
flap 3 position. When released (out), the pushbutton switch indicates
to the Enhanced GPWC that the pilot intends to land in flap FULL
position.
The GPWS FLAP message is permanently displayed in green on the MEMO
(2) GPWS/FLAP MODE pushbutton switch 7WZ

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.

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IAC
(3) GPWS/G/S MODE pushbutton switch 11WZ
(4) GPWS/SYS pushbutton switch 9WZ

When this pushbutton switch (item 2) is pressed (white OFF legend
on), all ground proximity alerts (Mode 1 to 5) are inhibited (visual
and audio) and no Enhanced GPWC self-test is possible.
- This pushbutton switch provides a FAULT warning indicating that a
failure in Modes 1 to 5 has been detected by the Enhanced GPWC.
displayed:
FWC:
GPWS ........OFF (cyan)
(associated with action requested)
display unit:
GPWS (amber)
(Ref. Fig. 010)
(5) GPWS/TERR pushbutton switch 31WZ

- When this pushbutton switch (item 1) is pressed (white OFF legend
on), the TAD and TCF functions are inhibited (visual display and
audio inhibition).
- The pushbutton switch provides a FAULT warning indicating that a
failure of TAD and/or TCF functions has been detected by the
Enhanced GPWC.
displayed:
FWC:
TERR OFF (green or amber)
GPWS TERR.............OFF (cyan)
display unit:
GPWS TERR (amber)

EFF :

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Config-3 Feb 01/08

IAC
Figure 010

EFF :

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Page 41
Config-3 Feb 01/08

IAC
**ON A/C 901-901,
(6) CAPT and F/O PULL UP/GPWS pushbutton switches 5WZ and 4WZ
These pushbutton switches, located on panels 301VU and 500VU, have
two functions when pressed (in):
(7) CAPT and F/O TERR ON ND pushbutton switches 30WZ1 and 30WZ2
These pushbutton switches (items 6 and 7) allow the crew to select or
deselect terrain display on ND.
(following manual or automatic pop up selection).
7. Operation
_________
A. General
(1) Warning modes

used in different combinations to monitor aircraft situation
awareness with respect to the terrain. The following functions are
implemented within the Enhanced GPWS:
Terrain Awareness and Display (TAD)
Terrain Clearance Floor (TCF)


EFF :

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IAC
1 SINK RATE GPWS
1 PULL UP PULL UP
2 TERRAIN GPWS
2 TERRAIN TERRAIN PULL UP PULL UP
3 DONT SINK GPWS
4 TOO LOW GEAR GPWS
5 GLIDE SLOPE GPWS
TAD TERRAIN AHEAD TERRAIN AHEAD GPWS
TAD TERRAIN AHEAD PULL UP TERRAIN AHEAD PULL UP PULL UP
OBSTACLE OBSTACLE AHEAD OBSTACLE AHEAD GPWS
OBSTACLE OBSTACLE AHEAD PULL UP OBSTACLE AHEAD PULL UP PULL UP
(3) Inhibitions
**ON A/C 901-901,
Post SB 31-1300 For A/C 901-901,
(Ref. Fig. 010)
**ON A/C 901-901,
only).
(b) Pressing the PULL UP/GPWS pushbutton switch on the main

instrument panel for Mode 5 (glide slope) visual and aural alert.
This inhibition is temporary and the mode is automatically
inhibition).

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This section describes the five warning modes of the Enhanced GPWC and
describes the operation of each of the modes.

(Ref. Fig. 011)

____
only.

beam.
(d) The penetration of this outer boundary activates the PULL UP

legends and produces the voice warning SINK RATE repeated twice,
then it remains silent unless the excessive descent rate
condition degrades by approximately 20 per cent.


EFF :

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Enhanced GPWS - Excessive Rate of Descent
Figure 011

EFF :

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Page 45
Config-3 Feb 01/08

IAC


(Ref. Fig. 012)
(a) Mode 2 provides a warning based on the radio altitude between the
aircraft and the ground and on how rapidly the radio altitude
decreases.

information. The increase of the altitude descent rate tends to
speed up the warning occurrence. The reduction of the altitude
descent rate or the initiation of a climb tends to delay the
referred to as Mode 2A and Mode 2B. Mode 2A is applied when the
landing flaps are not down and the aircraft is not in the glide
slope beam. Mode 2B requires that the landing flaps be down or
that the aircraft be in the glide slope beam within +/- 2 dots of
deviation during an ILS approach. The figure shows the warning
boundary for Mode 2A (landing flaps up). The closure rate is the
computed change in the radio altitude between the aircraft and
the ground. It is considered positive when the altitude
decreases.
The lower sloped line has an equation of:
H warn (ft.) = - 1579 ft. + 0.7895 X closure rate (FPM).
H warn (ft.) = 522 ft. + 0.1968 X closure rate (FPM).

EFF :

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IAC
Enhanced GPWS - Terrain Closure Rate - Mode
Figure 012

EFF :

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Page 47
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IAC
ft.
top, the PULL UP legends come on and the voice message is TERRAIN
TERRAIN.
sampled and stored. The PULL UP legends remain on and the voice
point where the PULL UP envelope was exited, the PULL UP legends
and voice stop. If another boundary penetration occurs during
this altitude gain time, and it lasts long enough to restart the
PULL UP warning plus 3 seconds, then the whole process begins
again with a new reference altitude for the 300 ft. after
boundary separation.

configuration.

the PULL UP legends come on, and the voice message is repeated
until the boundary is exited. If the gear or the flaps are up,
then the message is TERRAIN TERRAIN followed by PULL UP if the

EFF :

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Page 48
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IAC
condition persists. If both gear and flaps are in the landing

(Ref. Fig. 013)

takeoff.
(b) Penetration of the Mode 3 alert/boundary results in the message

DONT SINK and is based on altitude loss and radio altitude. This
alert/warning is only provided during takeoff when the aircraft
looses a predetermined amount of altitude.
(Ref. Fig. 013)
The sloped portion of the static warning envelope depicted is
defined by the following equation:
ALTITUDE LOSS (FT.) = 5.4 + 0.092 (RADIO ALTITUDE (FT.))
(c) Inertially compensated air data signals are used when possible.
(d) The descent required for a warning varies as a function of flight

signal and takeoff/approach mode logic, the Enhanced GPWC stores
the existing value of altitude. Subsequent samples of altitude,

EFF :

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Page 49
Config-3 Feb 01/08

IAC
Enhanced GPWS - Descent After Takeoff
Figure 013

EFF :

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Page 50
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IAC
(e) Mode 3 is biased or desensitized under certain conditions. This
is accomplished by sampling radio altitude and altitude at
takeoff or go-around, and combining these signals to establish
the field elevation (or ground elevation) at takeoff or at the
point of go-around. Subsequent altitude information is then
compared to this value to determine the altitude gained since
takeoff or go-around.
(f) A delay equivalent to 0.8 second is added to the warning output


(Ref. Fig. 014)
(a) Mode 4 generates three types of voice warning messages based on

the radio altitude, computed airspeed, and aircraft
configuration.
Mode 4 is composed of three sub-modes referred to as Modes 4A, 4B
and 4C.
Mode 4A is active during cruise and approach, with gear not in

landing configuration and flaps not in landing configuration
(full or conf 3 + LDG FLAP 3 selected on the overhead GPWS
control panel).
Mode 4B is active during cruise and approach, with:
- gear in landing configuration
OR
- flaps in landing configuration and gear not in landing
configuration.
All Mode 4 alerts are inhibited if flaps and gear are in landing
configuration.
A push action on the GPWS/FLAP MODE pushbutton switch (OFF legend

on) inhibits all Mode 4 alerts if gear is in landing
configuration.
(b) The standard upper boundary for Mode 4A is at 500 ft. radio
altitude. Below 190 kts, if the aircraft penetrates this boundary
with the gear still up and flap not in landing configuration, the
voice message is TOO LOW GEAR.
Above 190 kts :
- if flaps are not in landing configuration and TCF enabled or
TAD in high integrity (A/C position and geometric altitude have
a high accuracy), the upper boundary stays constant to a value
of 500 ft. radio altitude.

EFF :

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EFF :

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EFF :

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(Ref. Fig. 014)
- if flaps are not in landing configuration and TCF disabled and
TAD not in high integrity, the upper boundary increases
linearly with airspeed to a maximum of 1000 ft. radio altitude
at 250 kts or more.
Lowering the flaps or the gear in landing configuration results
in transition to Mode 4B.
(Ref. Fig. 014)
(c) The standard upper boundary for Mode 4B is at 245 ft. radio
altiude. Penetration below 159 kts results in TOO LOW GEAR voice
message with gear up, or TOO LOW FLAPS message with gear down and
flaps not in Landing configuration
Above 159 kts :
- if landing gear is up and flaps are down, the voice message is
TOO LOW GEAR. The upper boundary stays constant to a value of
245 ft.
(Ref. Fig. 014)
- if landing gear is down and flaps are not in landing
configuration, the voice message is TOO LOW TERRAIN. The upper
boundary stays constant to a value of 245 ft. if TAD is in high
integrity or TCF enabled.
(Ref. Fig. 014)
(See middle fig. (SHEET2))
Otherwise, the upper boundary increases linearly with airspeed
to a maximum value of 1000 ft. radio altitude at 250 kts or
more.
(Ref. Fig. 014)
(d) The Mode 4A and 4B maximum altitudes are reduced under different
circumstances to help reduce nuisance alerts.
First, through Envelope Modulation, lower maximums are used at
certain airports where operational procedures and terrain
characteristics may result in potential nuisance warnings.
Secondly, the Mode 4 maximum altitude is reduced from 1000 ft. to
800 ft. radio altitude if an overflight is detected. An
overflight is detected by sensing sudden changes in radio
altitude.

EFF :

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IAC
Current holding patterns can allow a 1000 ft. separation between
aircraft. Due to barometric altimetry errors, the actual
separation can be somewhat less than 1000 ft. If the radio
altitude rate of change is greater than or equal to -2200 ft. per
second, then the Mode 4 maximum altitude is reduced to 800 ft.
for 60 seconds following the excessive rate detection.
(e) Mode 4 also provides an alert based on a minimum radio altitude

clearance during takeoff. This alert is similar to the Mode 4A
alert that is active during the cruise and approach phases of
flight, only in this case, the minimum terrain clearance is a
function of the radio altitude of the aircraft.
A value equal to 75 percent of the current radio altitude is
accumulated in a long-term filter that is only allowed to
increase in value. If the radio altitude later decreases, the
filter stores its maximum attained value. Further decrease of
radio altitude below the stored filter value with gear or flap
results in the TOO LOW TERRAIN voice message (or equivalent).
radio altitude increases rapidly from zero foot to 400 ft. The
filter begins charging to 75 percent of 400 ft., or 300 ft. In 20
seconds, the filter will have charged up to approximately 220 ft.
If the radio altitude decreases so that 75 percent of this value
results in something less than 220 ft. (i.e., approximately 295
ft. or less), the filter remains at a value of 220 ft. Further
reductions in radio altitude below 220 ft. will result in the TOO
LOW TERRAIN voice message.
This warning is provided to prevent inadvertent controlled flight
into the ground during takeoff climb into terrain that produces
insufficient closure rate for a Mode 2 warning. After change from
takeoff to cruise and approach, then Modes 4A and 4B provide this
protection.
The basic audio declutter feature applies a ratchet function to
the Mode 4 aural alerts which are similar to the Mode 3
ratcheting alert/warning. Once the alert/warning is provided, the
envelope is biased down by 20 percent and further alerts are held
off until this additional 20 percent radio altitude is lost. The
becomes greater than the indication on the curves.

EFF :

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(Ref. Fig. 015)
approaches.
beam before enabling this mode. Higher upper limits are used at
0.0875 DDM = 0,36 degree. The first warning occurs whenever the
aircraft is more than 1.3 dots below the beam. It is called a
soft glide slope warning because the volume level of the GLIDE
SLOPE warning is approximately one half (- 6 db) that of the
other warnings.
more than 2 dots below the beam. It is called loud glide slope
because the volume level is increased to that of the other
warnings.
(c) The basic audio de-clutter feature provides GLIDE SLOPE message
logic which suppresses the aural alert after one message has been
given. Follow-on alerts are only allowed when the aircraft
descends lower on the glide slope beam by approximately 20 per
cent. The alert lamp remains on until the excessive FLY UP
condition has been corrected. The aural alerts are provided
continuously once the aircraft exceeds 2 dots FLY UP. Below 300
ft. AGL the messages speed up as altitude is lowered or deviation
is increased. Actual time between GLIDE SLOPE messages for these
conditions is controlled by the equation:
RADIO ALTITUDE (FT.)

PAUSE(SEC) = --------------------------------- X 0.0067
GLIDE SLOPE DEVIATION (DOTS FLY UP)
Additionally, the audio de-clutter feature allows for Mode 5

GLIDE SLOPE alerts to occur during penetration of the Mode 1
outer envelope while the Mode 1 SINKRATE audio is suppressed.
descending below 30 ft.

EFF :

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Enhanced GPWS - Descent Below Glide Slope
Figure 015

EFF :

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IAC
altitude is shown along with the constant separation 0.7 dot
between the two boundaries. A delay of approximately 0.8 second
during a warning condition. The delay also turns off the warning
output when two successive samples show a loss of the enabling
logic. The repetition rate of the GLIDE SLOPE message is
(f) The gear-down logic requirement for Mode 5 is deleted at certain

airports.
(1) Background
use of navigational signals from GPS/IRS/FMS navigation equipement.
some airports.
of the approach.
airports.

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be either QNH or QFE corrected. This altitude information is verified
in one of two ways:
area.
- latitude position from GPS or FMGC or the ADIRU,
- longitude position from GPS or FMGC or the ADIRU,
- QNH or QFE mode of baro altitude correction. QNH mode is baro
altitude correction to sea level. QFE mode is selected for baro
altitude correction to the airport field elevation,
- radio altitude.

EFF :

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The GPS is the preferred source for latitude and longitude. The
Enhanced-GPWS will then us preferably GPS and corrected IRS latitude

envelope modulation required for particular airport approaches.
- bias the Mode 1 warning boundaries for SINK RATE and PULL UP to the
right to allow greater altitude descent rates before a warning is
generated.
(Ref. Fig. 011)
- lower the maximum upper limit for Mode 2A and Mode 2B.
(Ref. Fig. 012)
- lower the maximum upper limit for Mode 4 to allow less minimum
(Ref. Fig. 014)
- expand the maximum Mode 5 radio altitude level where a warning can
begin. This allows GLIDE SLOPE warnings for higher radio altitudes.
The gear down requirement is also removed during warning expansion,
to allow gear up warnings.
The actual data for each of the established areas is in tables stored
in the Enhanced GPWC non-volatile memory. This data can be for either
a snapshot area or an envelope modulation area. In fact, these
areas can actually overlap since the envelope modulation is not
performed until the snapshot conditions have been verified. Every
snapshot has an associated envelope modulation area, but not every
envelope modulation area has an associated snapshot area. This is
because some locations use glide slope instead of the snapshot
feature as a cross check on corrected altitude data. All of the data
extracted for each location is used to form a unique key which
establishes the aircraft position, orientation and altitude.
Stored data for latitude, longitude, terrain elevation, expected
elevation tolerance, minimum expected radio altitude, heading (track)
and maximum allowable time to reach the envelope modulation area are
compared to real time computed values for these parameters in order
to set snapshot latch. This latch is intentionally stored in
volatile RAM memory and cleared during power loss recovery. The
associated signal validities are used to establish signal integrity
prior to setting the snapshot latch. The maximum time term is used
to clear the snapshot latch once this time has expired unless the
envelope modulation conditions are satisfied first.
Logic is required to satisfy one or more of the envelope modulation
keys. In each case, if the key is required, the associated
conditions are monitored.

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The following is a summary of the envelope modulation, and snapshot
keys:
ENVELOPE MODULATION KEYS
-----------------------------------------------------------------------------
|------------------|--------------------------------------------------------|
| ENVELOPE | REQUIRES VALID LATITUDE AND LONGITUDE TO BE WITHIN |
| MODULATION AREA | DEFINED AREA |
|------------------|--------------------------------------------------------|
| G/S SELECTED | REQUIRES VALID GLIDE SLOPE WITHIN +/- 2 DOTS |
|------------------|--------------------------------------------------------|
| LOC SELECTED | REQUIRES VALID LOCALIZER WITHIN +/- 2 DOTS |
|------------------|--------------------------------------------------------|
| | VALUE |
|------------------|--------------------------------------------------------|
| CRS SELECTED | REQUIRES VALID RUNWAY COURSE WITHIN +/- 10 DEG OF |
| | SELECTED VALUE |
| | If the aircraft installation does not provide runway |
| | course (or selected heading) then this key is not |
| | required. |
|------------------|--------------------------------------------------------|
| MIN ALTITUDE | REQUIRES VALID CORRECTED ALTITUDE (QFE OR QNH) TO BE |
| SELECTED | GREATER THAN SELECTED VALUE |
|------------------|--------------------------------------------------------|
| SNAPSHOT SELECTED| REQUIRES SNAPSHOT DETECTED |
-----------------------------------------------------------------------------
SNAPSHOT KEYS
-----------------------------------------------------------------------------
|------------------|--------------------------------------------------------|
| SNAPSHOT AREA | REQUIRES VALID LATITUDE AND LONGITUDE TO BE WITHIN |
| | DEFINED AREA |
|------------------|--------------------------------------------------------|
| | VALUE |
|------------------|--------------------------------------------------------|
| MINIMUM RADIO | REQUIRES VALID RADIO ALTITUDE TO BE GREATER THAN |
| ALTITUDE | SELECTED VALUE |
|------------------|--------------------------------------------------------|
| TERRAIN ELEVATION| REQUIRES TERRAIN ELEVATION (QFE OR QNH) TO BE WITHIN |
| | A SPECIFIC TOLERANCE OF THE SELECTED VALUE |
|------------------|--------------------------------------------------------|
| MAXIMUM TIME | MAXIMUM TIME PERMITTED TO SATISFY ALL ENVELOPE |

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-----------------------------------------------------------------------------
|------------------|--------------------------------------------------------|
| | MODULATION KEYS AFTER LEAVING THE SNAPSHOT |
|__________________|________________________________________________________|
All of the keys, either by virtue of not being selected, or by

being selected and satisfied, are required to enable envelope
modulation. Envelope modulation parameters are either within the
selected values if the keys fit, or defaulted to normal values if
the keys do not fit. These parameters are used as inputs to the
warning modes and thereby provide the mechanism for envelope
modulation.
D. Enhanced Features
(1) Terrain Awareness alerting and Display (TAD) functions

The terrain awareness component of the Enhanced GPWS is divided into
functional blocks with an interface to Navigation Display.
(Ref. Fig. 016)
The highlighted blocks monitor aircraft position with respect to
local terrain data base and provide rapid audio and visual alerts
when a terrain threat is detected. Terrain threats are recognized and
annunciated when terrain violates specific computed envelope
boundaries forward of the aircraft path.
The terrain awareness alert lamps and audio outputs behave in the
same manner as the standard GPWS mode alerts. A terrain caution alert
or terrain warning alert initiates a specific audio alert phrase
(Ref. para.D.(1)(d)2_ and D.(1)(d)3_).
Complementing the terrain threat alerts, the Enhanced GPWS also
maintains a synthetic image of local terrain forward of the aircraft
for display on EFIS Navigation Displays (ND).
The Enhanced GPWS is configured to automatically de-select the
weather display and pop-up a display of the terrain threats when they
occur. The logic used provides an external input for predictive
windshear alerts that can override a terrain display and revert to
the weather display with the corresponding windshear data (if WR/PWS
installed).
The Enhanced GPWS provides two external display outputs, each with
independent range-scaling control in the same fashion as a weather
radar on both NDs. Changes of range scaling to one ND do not affect
the other display. Each of these two independent outputs may be used
to drive more than one display.

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Figure 016

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(a) Enhanced GPWS Input processing and signal selection function.
(Ref. Fig. 016)
The input processing and signal selection function conditions and
formats aircraft data into proper form for use by the Enhanced
GPWS while insulating the Enhanced GPWS from variations in
aircraft type and configuration.
1
The Enhanced GPWS will use GPS, corrected IRS and FMS as valid
position sources and will inhibit itself automatically if all
the figures of merit (FOM) for these sources exceed the
current Enhanced GPWS required accuracy.
The terrain threat detection and display processing are
automatically disabled. This is indicated to the flight crew
by an ECAM memo (TERR STBY).
**ON A/C 901-901,
Post SB 31-1300 For A/C 901-901,
(Ref. Fig. 010)
**ON A/C 901-901,

the ADIRU 1.
Aircraft altitude for the Terrain Awareness functions is also
computed from pressure altitude and SAT received from the air
data portion of the ADIRU, altitude from the Global
Positioning System (if available), and height above ground
provided by the Radio Altimeter (RA).
When GPS parameters are available via a specific Pin-Program,
and from GPIRS, the Enhanced GPWS computes a Geometric
Altitude.
2
_ Control Inputs
Installations provide discrete terrain display select
pushbutton switches (TERR ON ND) in the cockpit for each
display. These are momentary-action pushbutton switches that
are processed by the Enhanced GPWS input processing and signal
selection block as input to display control logic.

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Additionally, for aircraft with predictive windshear radar
capability (if WR/PWS installed), a windshear override boolean
is computed using alert level bits from label 077 on WXR
hazard bus for the display control logic.
**ON A/C 901-901,
Post SB 34-1392 For A/C 901-901,
(Ref. Fig. 005)
**ON A/C 901-901,
This boolean allows the Enhanced GPWC to manage priority

between Enhanced GPWC alerts and PWS alerts. The installation
requires input of cockpit-selected range scales provided by
the FCU for each ND.

1
2
_ Obstacle Data
In addition to terrain surface data, the terrain database
contains obstacle data. The obstacle data are displayed as
terrain data (same coloring scheme) and cause visual
indications of warning and caution alerts as terrain. The
current obstacle database is obtained from N.O.A.A. (National
Oceanic and Atmospheric Administration). It includes obtacles
in the United States and part of Canada, Mexico, the Bahamas

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and Europe. Obstacle alerting and display is activated via a
specific programming pin.
3
performed.
(c) Terrain Threat Detection

The terrain threat detection and display processing block
performs the threat analysis on the terrain data within computed
caution and warning envelope boundaries below and forward of the
aircraft path. Results of these threat assessments are combined
with background terrain data and data for the nearest runway and
formatted into a terrain display image which can be displayed on
Navigation Display in place of the weather image. In the event of
terrain caution or warning conditions, a specific audio alert is
triggered and the terrain display image is enhanced to highlight
each of the types of terrain threats.
1
_ Terrain Caution and Warning Envelopes
(Ref. Fig. 017)
a
_ Caution Altitude Floor
The caution altitude floor (or terrain floor) is computed
as a function of aircraft altitude with respect to nearest
runway altitude and range to the nearest runway threshold
position. This parameter represents a distance below the
aircraft. The relationship to the nearest runway threshold
location prevents undesired alerts when the aircraft is
taking off or landing at an airport. The system is
compatible with terrain clearances allowed for by
regulatory approach and departure design criteria.

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Enhanced GPWS - Terrain Detection Envelope
Figure 017

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b
_ Caution Look Ahead Distance
The caution look ahead distance is computed from aircraft
ground speed and turn rate to provide an advanced caution
with adequate time for the crew to react safely. Depending
on the situation this distance roughly corresponds to
between 40 and 60 seconds for advance alerting.
c
_ Warning Altitude Floor
The warning altitude floor is set to a fraction of the
caution altitude floor, as illustrated in the upper part of
this illustration.
(Ref. Fig. 017)
The warning altitude floor is computed as a function of
aircraft altitude with respect to nearest runway altitude
and range to the nearest runway threshold position. This
parameter represents a distance below the aircraft. The
relationship to the nearest runway threshold location
prevents undesired alerts when the aircraft is taking off
or landing at an airport.
d
_ Warning Look Ahead Distance
The warning look ahead distance is a fraction of the
caution look ahead distance (computed from aircraft ground
speed and turn rate) to provide an advanced warning with
adequate time for the crew to react safely.
e
_ Cut off altitude around airport
The Enhanced GPWS look ahead algorithms as well as the
terrain display ignores all terrain and obstacles below a
calculated altitude define as the Absolute Cut Off Altitude
(ACOA). ACOA de-clutters terrain around airport, especially
during final approach when the aircraft normally approaches
the ground. It also has the effect to clearly showing the
runway approach and departure routes on the terrain display
because the valley floors will typically be black.
Cut off altitude value depends on the destination runway
and is comprised between 200ft and 400ft.

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(d) Terrain / obstacle displays and Alerts
(Ref. Fig. 018, 019)
cockpit display. In the event of terrain or obstacle caution or
warning conditions, an aural alert and lamp outputs are
triggered. The background image is then enhanced to highlight
terrain or obstacle threats forward of the aircraft. Obstacle
threats forward of the aircraft are also enhanced if the adjacent
terrain altitude is within a lowerterrain layer, or if the
adjacent cells are not illuminated. Obstacle enhancement is only
applicable to the 15, 30 and 60 arc second tiers.
patterns in green, yellow or red. The density and color vary
according to how close the terrain or obstacle in relation to
aircraft altitude. Additionally, the display of terrain based on
absolute terrain elevation is provided if the optional Peaks mode
is enabled. Terrain and obstacle alerts are depicted by
displaying the threatening terrain as solid yellow and/or red.
The terrain display algorithms process the set of digital
elevation matrix overlays into a matching set of display matrix
for the background and terrain threat areas and kept small to
reduce memory requirements and transfer time to the radar display
output processor. The aircraft position and aircraft heading are
used at the radar display output processor to extract the
radar-like sweeping image ahead of the aircraft from the display
overlays.
-------------------------------------------------------------------------------
| Color | Threat |
-------------------------------------------------------------------------------
| | impact) |
|---------------------|-------------------------------------------------------|
| | impact) |
|---------------------|-------------------------------------------------------|
| | altitude |
|---------------------|-------------------------------------------------------|
| High Density | Terrain that is between 1000 ft. and 2000 ft. above |

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R Enhanced GPWS - Peaks Terrain background display legend
Figure 018

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Enhanced GPWS - Terrain background display on ND
Figure 019

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-------------------------------------------------------------------------------
| Color | Threat |
-------------------------------------------------------------------------------
|---------------------|-------------------------------------------------------|
| Medium Density | Terrain that is 500 ft. (250 ft. with gear down) |
| Yellow | below to 1000 ft. above aircraft altitude |
|---------------------|-------------------------------------------------------|
| Solid Green | (Peaks only) Highest terrain not within 500 ft. |
| | (250 ft. with gear down) of aircraft altitude. |
| | Mainly appears with dotted yellow terrain when the |
| | aircraft altitude is within 500 ft. (250 ft. with |
| | gear down) of terrain. |
|---------------------|-------------------------------------------------------|
| Hight Density | Terrain that is 500 ft. (250 ft. with gear down) below|
| Green Dots (1) | to 1000 ft. below aircraft altitude. |
| |-------------------------------------------------------|
| | range on the display. |
|---------------------|-------------------------------------------------------|
| Low Density | Terrain that is 1000 ft. to 2000 ft. below aircraft |
| Green Dots | altitude. |
| |-------------------------------------------------------|
| | range on the display |
|---------------------|-------------------------------------------------------|
|---------------------|-------------------------------------------------------|
| Low Density | (Peaks only) Terrain elevation equal to 0 ft. MSL. |
| Cyan Dots | |
|---------------------|-------------------------------------------------------|
| Magenta | |
-------------------------------------------------------------------------------
1
_ Background display (Option)
(Ref. Fig. 018)
There are two different background Terrain Awareness display
mode: standard and Peaks. For both modes the background
display is computed from the aircraft altitude with respect to
the terrain data in the digital elevation matrix overlays.
- Standard mode
Terrain is displayed using colors and shading patterns
corresponding to the vertical displacement between the
terrain elevation and the current aircraft altitude. Red and

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yellow dot patterns indicate terrain near or above the
current altitude of the aircraft. Solid yellow and red
colors indicate caution and warning areas with respect to
the flight path of the aircraft.
High and low density green display patterns indicate terrain
that is below the aircraft and within 2000 ft. of the
aircraft altitude. Terrain more than 2000 ft. below the
aircraft is not displayed and the terrain display is
typically blank during the enroute portion of the flight.
- Peaks mode
The Peaks terrain display adds additional density patterns
and level thresholds to the standard mode display levels and
patterns. These additionallevels are based on absolute
terrain elevations in relation to the range and distribution
of terrain in the display area. The Peaks display is thus a
merged display applicable to all phases of flight. At
altitude safely above all terrain for the display range
chosen, the terrain is displayed independent of aircraft
altitude emphasizing the highest and lowest elevations to
provide increased situational awareness. This increased
awareness can be particularly valuable to the flight crew in
the event of an unplanned descent or off-route deviation and
for the purpose of previewing terrain prior to descent.
The Peaks display includes a high green level to indicate
the highest non-threatening terrain. The standard lower
density green display patterns indicate mid and upper
terrain in the display area as well as terrain that is
within 2000 ft.of the aircraft. The red and yellow dot
patterns are unchanged and continue to indicate terrain that
is near or above the current altitude of the aircraft. Solid
yellow and red colors are also unchanged and continue to
indicate caution and warning areas in relation to the flight
path of the aircraft. Terrain identified as water (0 ft.
MSL) is displayed as cyan dots. The Peaks display is
prioritized such that higher level colors and densities
override lower color and densities for maximum situational
awareness of the most significant terrain in relation to the
altitude and flight path of the aircraft.
(Ref. Fig. 018)
With the Peaks display, on EIS 2, two elevation numbers
indicating the highest and lowest terrain currently being
displayed are shown on the display. The elevation numbers
indicate terrain in hundred of feet above sea level (MSL).
The terrain elevation numbers are displayed with the highest
terrain number on top, and the lowest terrain number beneath
it. The highest terrain number is shown in the same color as
the highest terrain color pattern on the display, and the

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lowest terrain number is shown in the color of the lowest
terrain color pattern shown on the display. A single
elevation number is displayed when the screen is all black
or blue as a result of flying over water or relatively flat
terrain where there is no appreciable difference in terrain
elevations.
On EIS 1, only the highest elevation number is displayed
within the terrain frame.
The elevation numbers on the display are an additional
indication that the terrain display is selected.
(Ref. Fig. 019)
2
_ Terrain and Obstacle caution alert (option)
(Ref. Fig. 020)
obstacle caution alert, a specific audio alert and light
highlight the terrain caution threats.
At the start of a terrain caution alert, the Terrain Awareness
AHEAD, TERRAIN AHEAD. The phrase is repeated after seven
seconds if still within the terrain caution envelope. The
Terrain Awareness function respond to an obstacle caution
alert by triggering the obstacle caution audio alert phrase
OBSTACLE AHEAD, OBSTACLE AHEAD. The phrase is repeated after
seven seconds if still within the terrain caution envelope.
During a terrain caution alert or obstacle caution alert, the
GPWS legend of the PULL UP/GPWS pushbutton switches 4WZ and
5WZ is on.
During an obstacle caution alert areas where an obstacle
violates the terraincaution envelope along the aircraft track,
and within plus or minus 90 deg. of the aircraft track, are
displayed with the caution color yellow.
3
_ Terrain and obstacle warning alert
(Ref. Fig. 020)
obstacle warning alert, a specific audio alert and light
highlight the terrain or obstacle caution and warning threats.

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Enhanced GPWS - Warning and Caution Display on ND (with EIS2)
Figure 020

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At the start of a terrain warning alert, the Terrain Awareness
within the terrain warning envelope. The Terrain Awareness
function responds to an obstacle warning alert by triggering
the obstacle warning audio alert OBSTACLE AHEAD, PULL UP. The
phrase is repeated continuously while within the terrain
warning envelope.
During a terrain or obstacle warning alert, the PULL UP legend
of the PULL UP/GPWS pushbutton switches 4WZ and 5WZ is on.
displayed with the warning color 100 per cent red.
NOTE : - Terrain is displayed on NDs if the ARC or ROSE mode

____
is selected on the FCU.
- When an alert (caution or warning) occurs and the FCU
mode is not a correct mode (ARC or ROSE), the message
TERR. CHANGE MODE is displayed on NDs.
- When an alert (caution or warning) occurs and the
range selected on the FCU is 160 or 320 NM the message
TERR. REDUCE RANGE is displayed on NDs.

airports. Lower resolution grids are used outside airport areas
where aircraft enroute altitude makes hazardous conditions
sources are input to this process, and are checked and formatted

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Enhanced GPWC. Updates and additions are easily accomplished by
inserting a single PCMCIA card in the card slot on the face of
the Enhanced GPWC. Status LEDs on the face of the Enhanced GPWC
allow the operator to monitor the data base load progress and
completion.
(f) Obstacle database

The obstacle database is included with the terrain database in
the terrain database PCMCIA card. Both files are loaded in the
Enhanced GPWC with the obstacle database being accessed by the
Enhanced GPWS application only if obstacle alerting is basic to
the aircraft type, or if not basic, if enabled via program pin.
The obstacle data is processed by the display processing function
in the same fashion as terrain is presented on the display as
terrain (coloring scheme), and causes visual indications of
warning and caution alerts like terrain.
(2) Airbus Corrected Barometric Altitude

Airbus Corrected Barometric Altitude is available on
A318/A319/A320/A321 series aircraft. It provides accurate corrected
barometric altitude data regardless of the altimeter reference
setting (QNH or QFE). Airbus corrected baro altitude allows the
Terrain Awareness and Display function to remain enabled during QFE
approaches conducted by aircraft not equipped with GPS, and provides
a more accurate corrected baro altitude input to the Geometric
Altitude algorithm for GPS-equipped aircraft. The Enhanced GPWS
examines the selected baro reference (QNH, STD or QFE) from the
Flight Control Unit (FCU). If the selected baro reference is QFE,
then the Enhanced GPWS computes corrected barometric altitude using
destination QNH data from the Flight Management System (FMS) and
standard (uncorrected) altitude. For aircraft not equipped with GPS,
Airbus corrected barometric altitude is used as the altitude source
for the Terrain Awareness and Display functions and the Envelope
Modulation function.
(3) Geometric Altitude

Geometric Altitude is a computed aircraft altitude designed to help
to ensure optimal operation of the Enhanced GPWS Terrain Awareness
and Display functions through all phases of flight and atmospheric
conditions. Geometric Altitude uses an improved pressure altitude
calculation, GPS altitude, radio altitude, and terrain and runway
elevation data to reduce or eliminate errors potentially induced in
corrected barometric altitude by temperature extremes, non-standard
altitude conditions, and altimeter miss-sets. Geometric Altitude also

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allows continuous Enhanced GPWS operations in QFE environments
without custom inputs or special operational procedures. With the
Geometric Altitude function, Enhanced GPWS can operate reliably
throughout extreme local pressure or temperature variations from
standard, is not susceptible to altimeter miss-sets by the flight
crew, and will not require any custom inputs or special procedures by
the flight crew when operating in a QFE environment.
(a) Required inputs.

The Geometric Altitude algorithm requires GPS altitude with
Vertical Figure of Merit (VFOM) and RAIM failure indication along
with standard (uncorrected) altitude and radio altitude. Ground
speed, roll angle, and position (latitude and longitude) are used
indirectly and are also required. Additionally, corrected
barometric altitude, static air temperature (SAT), GPS
operational mode and the number of satellites tracked are used if
available. The required GPS signals are provided via ADIRU on the
GPIRS bus or directly from the GPSSU or MMR. Standard altitude,
corrected barometric altitude, and SAT are provided directly from
the ADR. If SAT is not available, geometric altitude is computed
using standard altitude with a corresponding reduction in
accuracy.
(b) Altitude calculation

The Geometric Altitude consists of three main functions:
- computation of non-standard altitude
- computation of the component altitudes and VFOMs
- final altitude-signal blending.
Additional logic exists to handle reversionary modes and signal
reasonable checking for each component altitude.
(Ref. Fig. 021)

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Enhanced GPWS - Additional logic
Figure 021

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1
_ Non-Standart Altitude
To support the Geometric Altitude function, the Enhanced GPWS
computes a non-standard altitude using the hydrostatic
equation relating changes in height to changes in pressure and
temperature. Non-standard altitude uses static pressure
derived from standard altitude, along with static air
temperature, to continuously accumulate changes in Geometric
Altitude. Since the non-standard altitude algorithm
incorporates actual atmospheric temperature, it does not
suffer from errors due to non-standard temperatures.
Non-standard altitude is highly accurate for measuring
relative vertical changes over short periods of time and
distance, such as during take off and approach. Non-standard
altitude does not provide an absolute altitude and is prone to
significant errors over extended periods of time and distance
due to the effects of pressure gradients and long-term
integration errors. Due to these limitations, non-standard
altitude is not used directly, but is calibrated using
additional signals and data to produce a set of component
altitudes for use in the final altitude solution.
2
_ Computed component altitudes
The Enhanced GPWS generates three component altitudes that are
combined, along with corrected altitude if available, to
produce Geometric Altitude. These component altitudes are
runway calibrated altitude, GPS calibrated altitude, and radio
altitude calibrated altitude.
- Runway calibrated altitude is a one-time calibration of
non-standard altitude during take off run. A correction
factor for non-standard is computed using the runway
elevation from the Enhanced GPWS runway database while the
aircraft is on the ground. Runway calibrated altitude is
used during the take off and climb-out portions of flight.
VFOM of runway calibrated altitude is estimated based on
changes in altitude since calibration, time since
calibration, and distance from the runway.
- GPS calibrated altitude is produced by combining GPS
altitude and non-standard altitude through a complementary
filter. The complementary filter is dynamically optimized to
reduce errors in GPS altitude while minimizing pressure
gradient and drift errors of non-standard altitude. GPS
calibrated altitude is accurate through all phases of flight
and is the primary altitude source during the cruise portion
of flight. GPS calibrated altitude VFOM is estimate using
GPS VFOM and estimated non-standard altitude drift errors.
- Radio altitude calibrated altitude is a calibration of
non-standard altitude during approach using an altitude

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derived from radio altitude (height above terrain) and the
terrain elevation data stored in the Enhanced GPWS terrain
database. This calibration is performed during the approach
phase of flight when the aircraft is within a minimum
distance and elevation of any runway. Once a correction
factor is determined, it is applied to non-standard altitude
until the aircraft lands. VFOM of radio altitude calibrated
altitude is based on the accuracy of the calibration as
estimated from the resolution of the terrain data and
flatness of the terrain. The altitude is re-calibrated if a
correction with a higher estimated accuracy is computed. An
estimated VFOM for corrected barometric altitude is computed
in order to determine its weight in the final altitude. VFOM
of corrected barometric altitude is based on aircraft
altitude above and distance from the nearest runway, with
the accuracy assumed to be the highest close to runway.
3
_ Blending and reasonableness checking
The final Geometric Altitude is computed by combining the
three computed component altitudes with optional corrected
barometric altitude. The weighting of each altitude in the
final solution is based on the corresponding estimated VFOM.
The blending algorithm gives the most weight to altitudes with
a higher estimated accuracy, reducing the effect of less
accurate altitudes on the final computed altitude. Each
component altitude is also checked for reasonableness using a
window monitor computed from GPS altitude and GPS VFOM.
Altitudes that are invalid, not available, or fall outside the
reasonableness window are not included in the final blended
altitude.
(4) The Terrain Clearance Floor (TCF)

element of protection to the standard Ground Proximity Warning
System. It creates an increasing terrain clearance envelope around
the airport runway to provide protection against Controlled Flight
Into Terrain (CFIT) situations beyond that which is currently
provided. TCF alerts are based on current aircraft location, nearest
runway center point position and radio altitude. TCF is active during
takeoff, cruise and final approach. This alert mode complements the
existing Mode 4 protection by providing an alert based on
insufficient terrain clearance even when in landing configuration.
Alerts for TCF illuminate GPWS cockpit lamps and produce aural
messages.

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(a) System inputs
-------------------------------------------------------------------------------
| Input | Source |
-------------------------------------------------------------------------------
|----------------------------------|------------------------------------------|
| Latitude | External: GPS/IRS/FMS |
|----------------------------------|------------------------------------------|
| Longitude | External: GPS/IRS/FMS |
|----------------------------------|------------------------------------------|
|----------------------------------|------------------------------------------|
|----------------------------------|------------------------------------------|
|----------------------------------|------------------------------------------|
|----------------------------------|------------------------------------------|
|----------------------------------|------------------------------------------|
-------------------------------------------------------------------------------

the runway record of the runway closest to the current aircaft
position.
(c) Alert Envelope

nearest runway.
(Ref. Fig. 022)

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Enhanced GPWS - TCF Alert Envelope
Figure 022

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Thus the inner and outer radii of the envelope are modulated
factor is typically 0.25 NM to 1 NM and varies with position
accuracy.
The TCF curve is limited to a minimum value of 245 ft. when it is
determined that the aircraft is to the side of the runway.
(Ref. Fig. 023)
This feature provides improved alerting when landing to the side
of the runway.
(d) Runway Field Clearance Floor (RFCF) The Runway Field Clearance
Floor (RFCF) alert envelope is a circular band centered over the
selected runway. But unlike the radio altitude based TCF
envelope, the RFCF envelope only extends 5 NM past the end of the
runway. The bias factor (where the protection starts) is equal to
the TCF Bias factor (k) plus an additional offset proportional to
the Geometric Altitude Figure Of Merit (FOM).
(Ref. Fig. 024)
This feature provides improved alerting for cases where the
runway is at a high elevation compared to the terrain below the
approach path. In these cases the radio altitude may be large
enough to inhibit normal TCF operation, but the aircraft could
actually be below the runway elevation. Field clearance (height
above runway) is determined by subtracting the elevation of the
selected destination runway from the current altitude (MSL).
(e) System Outputs

When an aircraft penetrates the TCF alert envelope, the following

EFF :

901-901, 34-48-00

Page 84
Config-3 Feb 01/08

IAC
Enhances GPWS - TCF Curve Limit
Figure 023

EFF :

901-901, 34-48-00

Page 85
Config-3 Feb 01/08

IAC
Enhanced GPWS - Shape of the Alert Envelope
Figure 024

EFF :

901-901, 34-48-00

Page 86
Config-3 Feb 01/08

IAC
(1) Audio Output

------------------------------------------------------------------------
|----------------------------------------------------------------------|
| HIGHEST | Mode 1 Pull Up | PULL UP | PULL UP |
|----------|--------------------------|-------------------|------------|
| | Mode 2 Pull Up Preface | TERRAIN TERRAIN | PULL UP |
|----------|--------------------------|-------------------|------------|
| | Mode 2 Pull Up | PULL UP | PULL UP |
|----------|--------------------------|-------------------|------------|
| | Terrain Awareness Preface| TERRAIN AHEAD | PULL UP |
| | | PULL UP | |
|----------|--------------------------|-------------------|------------|
| | Terrain Awareness Warning| TERRAIN AHEAD | PULL UP |
| | | PULL UP | |
|----------------------------------------------------------------------|
| | Obstacle awareness | OBSTACLE AHEAD | PULL UP |
| | Preface | PULL UP | |
|----------|--------------------------|-------------------|------------|
| | Obstacle Awareness | OBSTACLE AHEAD | PULL UP |
| | Warning | PULL UP | |
|----------|--------------------------|-------------------|------------|
|----------|--------------------------|-------------------|------------|
| * | Terrain Awareness Caution| TERRAIN AHEAD | GPWS |
|----------|--------------------------|-------------------|------------|
| | Obstacle Awareness | OBSTACLE AHEAD | GPWS |
| | Caution | | |
|----------|--------------------------|-------------------|------------|
|----------|--------------------------|-------------------|------------|
|----------|--------------------------|-------------------|------------|
|----------|--------------------------|-------------------|------------|
|----------|--------------------------|-------------------|------------|

EFF :

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Page 87
Config-3 Feb 01/08

IAC
------------------------------------------------------------------------
|----------------------------------------------------------------------|
|----------|--------------------------|-------------------|------------|
|----------|--------------------------|-------------------|------------|
| LOWEST * | Mode 5 Glide slope | GLIDE SLOPE | GPWS |
------------------------------------------------------------------------
that:
ceases,
(2) Alert discrete outputs

PULL UPaudio message activate the warning lamp output (which
illuminates PULL UP red legend).
All other messages activate the alert lamp output (which illuminates
GPWS amber legend).
(Ref. Fig. 003)
NOTE : Indications on ECAM might be inhibited depending on phase of

____
flights computed by FWC.
**ON A/C 901-901,
Post SB 31-1300 For A/C 901-901,
(Ref. Fig. 025)

EFF :

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Page 88
Config-3 Feb 01/08

IAC
**ON A/C 901-901,
(4) Inhibitions
(Ref. Fig. 006)

TCAS).


display indications. This input is wired to the TERR pushbutton
switch to manually inhibit the TAD and TCF functions.
- When the automatic deselection is activated, the TAD and TCF
functions can also be automatically inhibited when the aircraft
position is not accurate enough. This is indicated to the crew
by the automatic deselection of the terrain display and the
illumination of the TERR STBY memo on the EWD.

EFF :

901-901, 34-48-00

Page 89
Config-3 Feb 01/08

IAC

EFF :

901-901, 34-48-00

Page 90
Config-3 Feb 01/08

IAC

EFF :

901-901, 34-48-00

Page 91
Config-3 Feb 01/08

IAC

EFF :

901-901, 34-48-00

Page 92
Config-3 Feb 01/08

IAC

EFF :

901-901, 34-48-00

Page 93
Config-3 Feb 01/08

IAC
**ON A/C 901-901,
Post SB 34-1392 For A/C 901-901,
(5) Autotilt capability

The automatic tilt angle capability uses aircraft altitude above the
terrain and terrain elevations in the area to generate a tilt angle
for the weather radar system.
This automatic tilt angle setting causes minimum ground clutter to be
displayed while maintaining the optimum weather detection capability.
With manual tilt control, there is a possibility of:
- overscan where the weather cells and the terrain are below the
antenna beam scan and in this case, the display is blank, or
- underscan where the antenna scan basically hits the ground below
the weather cells and in this case, the display only shows the
ground clutter.
The calculated tilt angle is transmitted to the weather radar
system via an ARINC 429 output bus on labels 061, 062, 063, 064 and
065.
The Enhanced GPWS computes a tilt angle for each sector based on
underlying terrain elevations. There are two tilt angles: a Short
Range Tilt (SRT) angle and a Long Range Tilt (LRT) angle.
The SRT angle covers 95 per cent of the ground below the aircraft
The LRT angle covers 90 per cent of the ground below the aircraft
The terrain database is divided into five short-range sectors and
five long- range sectors in a semi-circle in front of the aircraft.
(Ref. Fig. 026)
**ON A/C 901-901,
F. Enhanced GPWC Maintenance Output

8. Test
____
A. Self-Tests

EFF :

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Page 94
Config-3 Feb 01/08

IAC
Enhanced GPWS - Autotilt Capability
Figure 026

EFF :

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Page 95
Config-3 Feb 01/08

IAC
(2) The Enhanced GPWC self-test is initiated by momentarily pressing PULL
UP/GPWS pushbutton switches or via the MCDU on the ground.
When activated by pressing the PULL UP/GPWS pushbutton switches, the
jack on the front panel of the Enhanced GPWC. The self-test is
divided into six different levels to help with Enhanced GPWC testing
and troubleshooting.
(a) Level 1
Level 1 (functional testing) provides an overview of the current
- the FAULT legend of the GPWS/SYS pushbutton switch comes on,
- the FAULT legend of the GPWS/TERR pushbutton switch comes on,
- the GPWS legends of both PULL UP/GPWS pushbutton switches come
on,
- the GLIDE SLOPE audio phase is broadcast,
- the GPWS legends of both PULL UP/GPWS pushbutton switches go
off,
- the PULL UP legends of both PULL UP/GPWS pushbutton switches
come on,
- the PULL UP audio phase is broadcast,
- the TERRAIN AHEAD PULL UP audio phase is broadcast,
- the PULL UP legends of both PULL UP/GPWS pushbutton switches go
off,
- the ON legends of both TERR ON ND pushbutton switches come on,
- the terrain self-test pattern is displayed on both NDs.
* The uppers area is colored in cyan if peaks option is
activated, black otherwise.
(Ref. Fig. 027)
A long level 1 self-test sequence is initiated when the PULL
UP/GPWS pushbutton switch is not released while self-test voices
start.
- Additional sequence when long self-test initiated:

EFF :

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Page 96
Config-3 Feb 01/08

IAC
Enhanced GPWS - Test Pattern
Figure 027

EFF :

901-901, 34-48-00

Page 97
Config-3 Feb 01/08

IAC
SINK RATE
PULL UP
TERRAIN
PULL UP
DONT SINK
DONT SINK
TOO LOW TERRAIN
TOO LOW GEAR
TOO LOW FLAPS
TOO LOW TERRAIN
GLIDE SLOPE
TOO LOW TERRAIN
TERRAIN AHEAD
TERRAIN AHEAD
TERRAIN AHEAD PULL UP
OBSTACLE AHEAD
OBSTACLE AHEAD
OBSTACLE AHEAD PULL UP
- the terrain self-test pattern disappears.

- the ON legends of both TERR ON ND pushbutton switches and the
If the aircraft is fitted with EIS2 and if the Peaks display
option is selected, then the Peaks elevations are provided to
the displays as follows:
XXX (amber)
XXX (amber)
for 5 seconds and then:
290 (Red) High altitude
-13 (Green) Low altitude
(b) Level 2
Level 2 (current faults) provides a listing of the internal and
external fault currently detected by the Enhanced GPWC.
Level 2 self-test is initiated by pressing the PULL UP/GPWS
self-test.
(c) Level 3
Level 3 ( Enhanced GPWS configuration) indicates the current
configuration by listing the current hardware, software,
databases and program pin inputs detected by the Enhanced GPWC.

EFF :

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IAC
(d) Level 4
Level 4 (fault history) provides a historical record of both
(e) Level 5
Level 5 (warning history) provides a historical record of the
(f) Level 6
Level 6 (discrete test) provides annunciation of discrete input
(3) To speed up the navigation of self-test levels and information, two

PULL UP/GPWS pushbutton switch for less than 2 seconds is considered
to be a short cancel. Pressing and holding the PULL UP/GPWS
pushbutton switch for more than 2 seconds is considered to be a long
cancel.
B. CFDS Interface

22-82-00).

The BITE:
segments,

EFF :

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Config-3 Feb 01/08

IAC
transceiver, ILS receiver, ADIRU, SFCC, LGCIU, ECAM control panel,
GPS and CFDIU),
- Nnormal mode
- Interactive mode.
(a) Normal mode

the fault memories.

- LAST LEG REPORT
(Ref. Fig. 028)
(Ref. Fig. 028)
(Ref. Fig. 028)
- GROUND SCANNING
(Ref. Fig. 029)
(Ref. Fig. 030)
- CLASS 3 FAULTS
(Ref. Fig. 028)
- GROUND REPORT
(Ref. Fig. 029)
- CURRENT STATUS
(Ref. Fig. 030)
- TEST
(Ref. Fig. 031)

EFF :

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Page A0
Config-3 Feb 01/08

IAC
Figure 028

EFF :

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Page A1
Config-3 Feb 01/08

IAC
Figure 029

EFF :

901-901, 34-48-00

Page A2
Config-3 Feb 01/08

IAC
Figure 030

EFF :

901-901, 34-48-00

Page A3
Config-3 Feb 01/08

IAC
Figure 031

EFF :

901-901, 34-48-00

Page A4
Config-3 Feb 01/08

IAC
(3) Failure condition
-------------------------------------------------------------------------------
|-----------------------------------------------------------------------------|
| ARINC 429 | IRS BUS INACTIVE | No expected input labels received |
| Bus Fault | | for more than 4 s. |
|-----------------------------------------------------------------------------|
| ARINC 429 | FMGC LATITUDE | The SSM of the input data indicates|
| Signal Fault | FAILURE | Failure/Warning or the input label |
| | | is not meeting the required update |
| | | rate. |
|-----------------------------------------------------------------------------|
| Discrete | Flaps stuck down | For at least 60 s: |
| Input Faults | | - FLAPS are in landing configura- |
| | | tion through SFFC1 (GROUND |
| | | signal at GPWC FLAPS discrete |
| | | input) or FLAP MODE pushbutton |
| | | switch is selected OFF and |
| |--------------------------------------------------------------|
| | Flaps stuck up | For at least 2 s: |
| | | - FLAPS are not in landing configu-|
| | | ration and FLAP MODE pushbutton |
| | | switch is in normal position |
| | | (not OFF) and |
| | | - RADIO ALT < = 100 ft. and |
| | | - MODE 4 TOO LOW FLAPS alert is |
| | | on. |
| |--------------------------------------------------------------|
| | Gear stuck down | For at least 60 s: |
| | | - GEAR is down through LGCIU1 and |
| |--------------------------------------------------------------|
| | Gear stuck up | For at least 2 s: |
| | | - GEAR not down and |
| | | - RADIO ALT < = 100 ft. and |
| | | - MODE 4 TOO LOW GEAR alert is |
| | | on. |
-------------------------------------------------------------------------------

EFF :

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Page A5
Config-3 Feb 01/08

IAC
---------------------------------------------------------------------------
|-------------------------------------------------------------------------|
|-------------------------------------------------------------------------|
| GPWC (1WZ) | 1 | 34-48-34 |
| GPWC (1WZ) | 3 | 34-48-34 |
| WRG:PIN PROG/GPWC (1WZ) | 1 | 34-48-34 |
| CAPT/FO PULL UP/GPWS PB SW (4WZ/5WZ)/GPWC(1WZ) | 1 | 34-48-34 |
| F/O PULL UP/GPWS PB SW (5WZ)/GPWC(1WZ) | 1 | 34-48-08 |
| ECP(6WT)/GPWC(1WZ) | 1 | 31-61-12 |
| GPWS SYS PB SW (9WZ)/GPWC (1WZ) | 1 | 34-48-08 |
| GPWS TERR PB SW (31WZ)/GPWC(1WZ) | 1 | 34-48-08 |
| GPWC(1WZ)/FWC1/2(1WW1/2)/WXR1/2(1SQ1/2) | 1 | 34-48-34 |
| CAPT TERR ON ND PB SW (30WZ1)/GPWC (1WZ) | 1 | 34-48-08 |
| FO TERR ON ND PB SW (30WZ2)/GPWC (1WZ) | 1 | 34-48-08 |
---------------------------------------------------------------------------

EFF :

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Page A6
Config-3 Feb 01/08

IAC
---------------------------------------------------------------------------
|-------------------------------------------------------------------------|
|-------------------------------------------------------------------------|
| GPWS FLP MODE PB SW (7WZ)/SFCC1(21CV)/GPWC(1WZ) | 1 | 34-48-08 |
| LGCIU1 (5GA1)/GPWC (1WZ) | 1 | 32-31-71 |
| CFDIU (1TW)/GPWC (1WZ) | 3 | 31-32-34 |
| RA1 (2SA1)/GPWC (1WZ) | 1 | 34-42-33 |
| ADIRU1 (1FP1)/GPWC (1WZ) | 1 | 34-12-34 |
| ADIRU1 (1FP1)/GPWC (1WZ) | 3 | 34-12-34 |
| ILS1 (2RT1)/GPWC (1WZ) | 1 | 34-36-31 |
| ILS1 (2RT1)/GPWC (1WZ) | 3 | 34-36-31 |
| FMGC1 (1CA1)/GPWC (1WZ) | 1 | 22-83-34 |
| FMGC1 (1CA1)/GPWC (1WZ) | 3 | 22-83-34 |
| FCU (3CA) BUS CP-L/GPWC (1WZ) | 1 | 22-81-12 |
| FCU (3CA) BUS CP-R/GPWC (1WZ) | 1 | 22-81-12 |
| WXR1 (1SQ1)/GPWC (1WZ) | 1 | 34-41-33 |
| WXR2 (1SQ2)/GPWC (1WZ) | 1 | 34-41-33 |
---------------------------------------------------------------------------
C. BITE Implementation
The BITE capability is implemented primarily in software. Most of the
tests run continuously, while the remainder run only as the result of
certain events (e.g. power-up). Failures are indicated by monitor output
discretes, the ARINC 429 outputs, the Enhanced GPWC audio output, and on
the MCDU (interactive mode).
These failures are saved in the flight history memory if they occurred
during flight. Some BITE failures inhibit alerts and warnings. In these
cases, the self-test is inhibited.
Internal test processing:

EFF :

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Page A7
Config-3 Feb 01/08

IAC
------------------------------------------------------------------------------
| TEST | TESTED INTERNAL COMPONENTS | DURATION | ACTIVATION |
| DESIGNATION | | | CONDITIONS |
|----------------------------------------------------------------------------|
| MCDU system | - CPU | 30 s | Relevant MCDU |
| test | - RAM | | menu line key |
| | - EPROM | | selection |
| | - Wait state | | |
| | - Non Envelope modulation NVM | | |
| | - Watchdog timer | | |
| | - A/D converter | | |
| | - Voice generator | | |
| | - ARINC 429 transmitter | | |
| | - Software configuration data | | |
| | base monitor | | |
| | - ARINC 429 parity | | |
| | - Software operating system | | |
| | monitor | | |
| | - Software watchdog monitor | | |
| | - Envelope modulation NVM | | |
| | - ARINC 429 receiver | | |
|----------------------------------------------------------------------------|
| Cockpit | Ref. para. 8. A. | | Ref. para. 8. A.|
| Self-test | | | |
------------------------------------------------------------------------------
D. Power-up Test Initialization and Cockpit Repercussions


- Duration: 20 s.
- none

- Tests pass:
- none
- Tests failed:
- GPWS panel:
FAULT legend of SYS pushbutton switch on and/or

EFF :

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Page A8
Config-3 Feb 01/08

IAC
FAULT legend of pushbutton switch on
- ECAM warning:
NAV GPWS FAULT and/or
NAV GPWS TERR FAULT
- ECAM STATUS:
GPWS INOP and/or
GPWS TERR INOP

EFF :

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Page A9
Config-3 Feb 01/08

IAC
GROUND PROXIMITY WARNING SYSTEM (GPWS) - SERVICING
__________________________________________________
TASK 34-48-00-610-001
Uploading of the Enhanced GPWC Database
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
34-48-00-740-002 BITE Test of the Enhanced GPWC
**ON A/C 001-012, 014-099, 101-199, 902-999,
Post SB 34-1189 For A/C 001-012,014-099,
34-48-00-991-002 Fig. 301
**ON A/C 001-012, 014-099, 101-199, 902-999,
3. __________
Job Set-up
NOTE : Refer to the equipment manufacturer Service Bulletin related to the

____

EFF :

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IAC
**ON A/C 001-012, 014-099, 101-199, 902-999,
Post SB 34-1189 For A/C 001-012,014-099,
Subtask 34-48-00-861-055

(Ref. TASK 24-41-00-861-002).
Subtask 34-48-00-010-053
B. Get Access
128.
Subtask 34-48-00-865-066
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-099, 101-199, 902-999,
4. Procedure
_________
**ON A/C 001-012, 014-099, 101-199, 902-999,
Post SB 34-1189 For A/C 001-012,014-099,
(Ref. Fig. 301/TASK 34-48-00-991-002)
Subtask 34-48-00-970-050
A. Loading of the PCMCIA Card Software
NOTE : Before you load the software make sure that the version of the
____
terrain data base is correct.
(1) Make sure that the COMPUTER OK LED on the face of the Enhanced GPWC,
is on.

EFF :

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IAC
Enhanced GPWC Face
Figure 301/TASK 34-48-00-991-002

EFF :

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IAC
(2) Open the door on the face of the Enhanced GPWC.
(3) Put the PCMCIA card into the PCMCIA card slot.
(4) During software loading, the IN PROG LED stays on and the COMPUTER OK
LED is off.
(5) When the loading is completed, the XFER COMP LED comes on.
(6) Remove the PCMCIA card from the Enhanced GPWC.
(7) After approximately 15 seconds, the COMPUTER OK LED comes on to tell

the operator that the loading of the PCMCIA card contents is
completed.
(8) On the label on the front panel door of the Enhanced GPWC, write the
number of the database that you loaded.
(9) Close the door on the face of the Enhanced GPWC.
Subtask 34-48-00-740-053
B. Do the BITE Test of the Enhanced GPWC (Ref. TASK 34-48-00-740-002).
**ON A/C 001-012, 014-099, 101-199, 902-999,
5. Close-up
________
**ON A/C 001-012, 014-099, 101-199, 902-999,
Post SB 34-1189 For A/C 001-012,014-099,
Subtask 34-48-00-410-053
A. Close Access
items.

EFF :

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Page 304
Config-1 Feb 01/08

IAC
Subtask 34-48-00-862-054

(Ref. TASK 24-41-00-862-002).

EFF :

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Page 305
Config-1 Feb 01/08

IAC
**ON A/C 901-901,
Post SB 34-1389 For A/C 901-901,
GROUND PROXIMITY WARNING SYSTEM (GPWS) - SERVICING

__________________________________________________
TASK 34-48-00-610-004
Uploading of the Enhanced GPWC Database
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
34-48-00-740-006 BITE Test of the Enhanced GPWS
34-48-00-991-003 Fig. 301
3. __________
Job Set-up
NOTE : Refer to the equipment manufacturer Service Bulletin related to the

____
Subtask 34-48-00-861-057

(Ref. TASK 24-41-00-861-002).

EFF :

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Subtask 34-48-00-010-055
B. Get Access
in zone 128.
Subtask 34-48-00-865-071
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
C/B NOT APPLICABLE
4. Procedure
_________
(Ref. Fig. 301/TASK 34-48-00-991-003)
Subtask 34-48-00-970-052
A. Loading of the PCMCIA Card Software
NOTE : Before you load the software make sure that the version of the
____
terrain data base is correct.
(1) Make sure that the COMPUTER OK LED on the face of the Enhanced GPWC,
is on.
(2) Open the door on the face of the Enhanced GPWC.
(3) Put the PCMCIA card into the PCMCIA card slot.
(4) During software loading, the IN PROG LED stays on and the COMPUTER OK
LED is off.
(5) When the loading is completed, the XFER COMP LED comes on.
(6) Remove the PCMCIA card from the Enhanced GPWC.
(7) After approximately 15 seconds, the COMPUTER OK LED comes on to tell

the operator that the loading of the PCMCIA card contents is
completed.

EFF :

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Config-2 Feb 01/08

IAC
Enhanced GPWC Face
Figure 301/TASK 34-48-00-991-003

EFF :

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Page 303
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IAC
(8) On the label on the front panel door of the Enhanced GPWC, write the
number of the database that you loaded.
(9) Close the door on the face of the Enhanced GPWC.
Subtask 34-48-00-740-057
B. Do the BITE Test of the Enhanced GPWC (Ref. TASK 34-48-00-740-006).
5. Close-up
________
Subtask 34-48-00-410-055
A. Close Access
items.
Subtask 34-48-00-862-056

(Ref. TASK 24-41-00-862-002).

EFF :

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GROUND PROXIMITY WARNING SYSTEM (GPWS) - ADJUSTMENT/TEST
________________________________________________________
**ON A/C 001-012, 014-099,
TASK 34-48-00-710-001
Operational Test of GPWS Ground Self-test Function
_______
1. __________________
Reason for the Job

Operational test of GPWS ground self-test function
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-48-00-860-050

(Ref. TASK 24-41-00-861-002)
switch related to the ADIRU1 to NAV (Ref. TASK 34-10-00-860-002).
(3) On the overhead control and indicating panel 21VU, on the GPWS
section, make sure that the four GPWS pushbutton switches are
released (legends off).

EFF :

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Page 501
Config-1 Feb 01/08

IAC
Subtask 34-48-00-865-051
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
**ON A/C 001-012, 014-019,
Subtask 34-48-00-710-050
A. Operational Test of GPWS Ground Self-test Function
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
On the CAPT (F/O) lighting/LOUD

SPEAKER control panel 301VU (500VU):
- push then immediately release the On the panel 21VU:

GPWS/G/S pushbutton switch. - the FAULT legend of the GPWS/SYS
pushbutton switch comes on.

- the GLIDE SLOPE aural warning
operates then stops.

- the G/S legends come on then go off.
- the GPWS legends come on then go off.

- the WHOOP WHOOP PULL-UP aural warning
On the panel 21VU:
- the FAULT legend of the GPWS/SYS
pushbutton switch goes off.

EFF :

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Page 502
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IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- push the GPWS/G/S pushbutton The above warnings operate, then all
switch and hold it for 5 seconds these warnings, one after the other:
after the first aural warning. - SINK RATE
- WHOOP WHOOP PULL-UP
- TERRAIN
- DONT SINK
- TOO LOW TERRAIN
- TOO LOW GEAR
- TOO LOW FLAPS
- TOO LOW TERRAIN
- GLIDE SLOPE
- MINIMUMS.
**ON A/C 001-012, 014-099,
Post SB 34-1042 For A/C 001-012,014-019,
Subtask 34-48-00-710-050-A
A. Operational Test of GPWS Ground Self-test Function
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
On the CAPT (F/O) lighting/LOUD

- push then immediately release the On the panel 21VU:

GPWS/G/S pushbutton switch. - the FAULT legend of the GPWS/SYS

- the GLIDE SLOPE aural warning

- the G/S legends come on then go off.
- the GPWS legends come on then go off.

- the WHOOP WHOOP PULL-UP aural warning

EFF :

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Page 503
Config-1 Feb 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
On the panel 21VU:
- push the GPWS/G/S pushbutton The above warnings operate, then all
switch and hold it for 5 seconds these warnings, one after the other:
after the first aural warning. - SINK RATE
- TERRAIN
- DONT SINK
- TOO LOW TERRAIN
- TOO LOW GEAR
- TOO LOW FLAPS
- TOO LOW TERRAIN
- GLIDE SLOPE
- MINIMUMS - MINIMUMS.
**ON A/C 001-012, 014-099,
5. Close-up
________
Subtask 34-48-00-860-051
switch related to the ADIRU1 to OFF.

(Ref. TASK 24-41-00-862-002).
items.

EFF :

001-012, 014-099, 34-48-00

Page 504
Config-1 Feb 01/08

IAC
**ON A/C 001-012, 014-099, 101-199, 902-999,
Post SB 34-1189 For A/C 001-012,014-099,

Post SB 34-1193 For A/C 001-012,014-099,
TASK 34-48-00-710-001-A
Operational Test of the Enhanced GPWS Ground Self-Test Function
_______
1. __________________
Reason for the Job

Operational test of GPWS ground self-test function
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
**ON A/C 101-199, 902-999,
34-48-00-991-001-B Fig. 501
**ON A/C 001-012, 014-099,
34-48-00-991-001 Fig. 501A

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 505
Config-1 Feb 01/08

IAC
**ON A/C 001-012, 014-099, 101-199, 902-999,
3. __________
Job Set-up
Subtask 34-48-00-860-059

(Ref. TASK 24-41-00-861-002).
section, make sure that the five GPWS pushbutton switches are
(4) On the CAPT and F/O LIGHTING/LOUD SPEAKER control panels 301VU and
500VU, set the ND potentiometer to BRT.
(6) On the FCU, on the CAPT and F/O EFIS control panels, set the scale
Subtask 34-48-00-865-057
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 506
Config-1 Feb 01/08

IAC
4. Procedure
_________
Subtask 34-48-00-860-080
A. Status of the Audio Menu
(1) On the center pedestral, on one MCDU, get access to the SYSTEM
REPORT/TEST NAV page
(Ref. TASK 31-32-00-860-010).
(a) Push the line key adjacent to the GPWC indication.
(b) Push the line key adjacent to the CURRENT STATUS indication.
1
_ If the CURRENT STATUS shows:
- AUDIO MENU: 0, do the para. related to the operational
test of the enhanced GPWS ground self-test function with
AUDIO MENU: 0
AUDIO MENU: 1
**ON A/C 101-199, 902-999,
Subtask 34-48-00-710-066-B
B. Operational Test of the Enhanced GPWS Ground Self-Test Function with

AUDIO MENU: O
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
On the CAPT (F/O) LIGHTING/LOUD

- push the PULL UP/GPWS pushbutton On the panel 21VU:

switch and hold it for five - the FAULT legend of the GPWS/SYS
seconds after the first aural pushbutton switch comes on.
warning. - the FAULT legend of the GPWS/TERR

- the GPWS legends come on.
In the loudspeakers:

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 507
Config-1 Feb 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- the GLIDESLOPE aural warning operates
then stops.

- the GPWS legends go off.
- the PULL UP legends come on.
- the PULL UP aural warning operates
then stops.
- the TERRAIN TERRAIN PULL UP aural
warning operates then stops.

- the PULL UP legends go off.
On the LANDING GEAR control and

indicating panel 402VU and on the TERR
ON ND panel 403VU:
- the ON legends of the TERR ON ND
pushbutton switches come on.
On the CAPT (F/O) ND:

- the test pattern is shown.
On the test pattern

- the amber TERR TST indication comes
into view
- the Peaks Elevation numbers come into
view for five seconds as follows:
* XXX (amber)
* XXX (amber)
and then
* 290 (red) high altitude
* -13 (green) low altitude
- the Terrain Database (TDB) number
comes into view.
(Ref. Fig. 501/TASK 34-48-00-991-001-
B)
Then all these warnings operate, one

after the other:
- SINK RATE
- PULL UP

EFF :

101-199, 902-999, 34-48-00

Page 508
Config-1 Feb 01/08

IAC
Figure 501/TASK 34-48-00-991-001-B

EFF :

101-199, 902-999, 34-48-00

Page 509
Config-1 Feb 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- TERRAIN
- PULL UP
- DONT SINK
- DONT SINK
- TOO LOW TERRAIN
- TOO LOW GEAR
- TOO LOW FLAPS
- TOO LOW TERRAIN
- GLIDE SLOPE
- TOO LOW TERRAIN
- CAUTION TERRAIN
- CAUTION TERRAIN
- TERRAIN TERRAIN PULL UP
- CAUTION OBSTACLE
- CAUTION OBSTACLE
- OBSTACLE OBSTACLE PULL UP

ON ND panel 403VU:
pushbutton switches go off.
On the panel 21VU:

- the FAULT legend of the GPWS/TERR
On the CAPT (F/O) NDs:

- the test pattern goes out of view.

EFF :

101-199, 902-999, 34-48-00

Page 510
Config-1 Feb 01/08

IAC
Subtask 34-48-00-710-067-B
C. Operational Test of the Enhanced GPWS Ground Self-Test Function with

AUDIO MENU: 1
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------



then stops.

then stops.
- the TERRAIN AHEAD PULL UP aural


ON ND panel 403VU:


EFF :

101-199, 902-999, 34-48-00

Page 511
Config-1 Feb 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
On the test pattern
into view
* XXX (amber)
* XXX (amber)
and then
comes into view.
(Ref. Fig. 501/TASK 34-48-00-991-001-
B)

after the other:
- SINK RATE
- PULL UP
- TERRAIN
- PULL UP
- DONT SINK
- DONT SINK
- TOO LOW TERRAIN
- TOO LOW GEAR
- TOO LOW FLAPS
- TOO LOW TERRAIN
- GLIDE SLOPE
- TOO LOW TERRAIN
- TERRAIN AHEAD
- TERRAIN AHEAD
- TERRAIN AHEAD PULL UP
- OBSTACLE AHEAD
- OBSTACLE AHEAD
- OBSTACLE AHEAD PULL UP

ON ND panel 403VU:
On the panel 21VU:

EFF :

101-199, 902-999, 34-48-00

Page 512
Config-1 Feb 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

**ON A/C 001-012, 014-099,
Subtask 34-48-00-710-066
B. Operational Test of Enhanced GPWS Ground Self-test Function with AUDIO

MENU: O
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

- push the GPWS/G/S pushbutton On the panel 21VU:


- the G/S legends come on.
then stops.

- the G/S legends go off.
then stops.

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 513
Config-1 Feb 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------


ON ND panel 403VU:

- the TEST PATTERN is shown and the
amber TERR TST indication comes into
view.
(Ref. Fig. 501A/TASK 34-48-00-991-
001)
The above warnings operate, then all

these warnings, one after the other:
- SINK RATE
- PULL UP
- TERRAIN
- PULL UP
- DONT SINK
- DONT SINK
- TOO LOW TERRAIN
- TOO LOW GEAR
- TOO LOW FLAPS
- TOO LOW TERRAIN
- GLIDE SLOPE
- MINIMUMS MINIMUMS (with P/N 102-102
only)
- TOO LOW TERRAIN
- CAUTION TERRAIN
- CAUTION TERRAIN

ON ND panel 403VU:

EFF :

001-012, 014-099, 34-48-00

Page 514
Config-1 Feb 01/08

IAC
Figure 501A/TASK 34-48-00-991-001

EFF :

001-012, 014-099, 34-48-00

Page 515
Config-1 Feb 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- the amber TERR TST indication goes
out of view.
On the panel 21VU:


- the TEST PATTERN goes out of view.
Subtask 34-48-00-710-067
C. Operational Test of Enhanced GPWS Ground Self-test Function with Audio

Menu: 1
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

- push the GPWS/G/S pushbutton On the panel 21VU:


- the G/S legends come on.
then stops.

- the G/S legends go off.

EFF :

001-012, 014-099, 34-48-00

Page 516
Config-1 Feb 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
then stops.


ON ND panel 403VU:

- the TEST PATTERN is shown and the
amber TERR TST indication comes into
view.
(Ref. Fig. 501A/TASK 34-48-00-991-
001)
The above warnings operate, then all

these warnings, one after the other:
- SINK RATE
- PULL UP
- TERRAIN
- PULL UP
- DONT SINK
- DONT SINK
- TOO LOW TERRAIN
- TOO LOW GEAR
- TOO LOW FLAPS
- TOO LOW TERRAIN
- GLIDE SLOPE
- MINIMUMS MINIMUMS (with P/N 102-102
only)
- TOO LOW TERRAIN
- TERRAIN AHEAD
- TERRAIN AHEAD

ON ND panel 403VU:

EFF :

001-012, 014-099, 34-48-00

Page 517
Config-1 Feb 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

- the amber TERR TST indication goes
our of view.
On the panel 21VU:


- the TEST PATTERN goes out of view.
**ON A/C 001-012, 014-099, 101-199, 902-999,
5. Close-up
________
Subtask 34-48-00-860-060

(Ref. TASK 24-41-00-862-002).
items.

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 518
Config-1 Feb 01/08

IAC
**ON A/C 001-012, 014-099,
TASK 34-48-00-710-002
Operational Test of the GPWS with Stall Warning Test and Activation of the:
GPWS/SYS Pushbutton Switch and EMER CANC Key
_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
3. __________
Job Set-up
Subtask 34-48-00-860-052

(Ref. TASK 24-41-00-861-002)
page
(Ref. TASK 31-32-00-860-010).

EFF :

001-012, 014-099, 34-48-00

Page 519
Config-1 Feb 01/08

IAC
Subtask 34-48-00-865-053
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-019,
49VU FWS/FWC1/SPLY 3WW E02
**ON A/C 020-099,
49VU FWS/FWC1/SPLY 3WW F01
**ON A/C 001-012, 014-099,

121VU EIS/FWC2/SPLY 2WW Q07

EFF :

001-012, 014-099, 34-48-00

Page 520
Config-1 Feb 01/08

IAC
4. Procedure
_________
**ON A/C 001-012, 014-019,
Subtask 34-48-00-710-053-A
A. Operational Test of the GPWS with Stall Warning Test and Activation of
the GPWS/SYS Pushbutton Switch and EMER CANC Key
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the MCDU, on the NAV page:

the ADC1 indication. - the ADIRS ADR1 1/2 menu page comes
into view.
- push the NEXT PAGE function - the ADIRS ADR1 2/2 menu page comes
key. into view.
- push the line key adjacent to - these indications: AOA SENSOR

the AOA SENSOR TEST indication. COMMANDED TO FIXED POSITION
CHECK STALL WARNING
come into view.
- push the line key adjacent to On the panel 21VU:

the TEST START indication. - the FAULT legend of the GPWS/SYS
pushbutton switch comes on after a
time between four and sixty seconds.
On the CAPT and F/O glareshield
panels 130VU and 131VU:
- the MASTER WARN lights flash.
- you can hear the cricket aural
warning and the stall voice.

the RETURN indication. - the FAULT legend of the GPWS/SYS
pusbutton switch goes off.
- the MASTER WARN lights go off.
- the Oral warnings stop.

EFF :

001-012, 014-099, 34-48-00

Page 521
Config-1 Feb 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
ECAM control panel:
- push and hold the EMER CANC On the panel 21VU:

key. - the FAULT legend of the GPWS/SYS
pushbutton switch comes on after
- push the GPWS/SYS pushbutton - the FAULT legend goes off.

switch - the OFF legend comes on.
- Release the GPWS/SYS pushbutton - the FAULT legend comes on.

switch. - the OFF legend goes off.

ECAM control panel:
- release the EMER CANC key. On the overhead panel 21VU:

5. On the overhead circuit breaker

panel 49VU:
- open the circuit breaker 3WW.
On the rear circuit braker panel

121VU:
6. Close the circuit breakers 2WW

and 3WW.

EFF :

001-012, 014-019, 34-48-00

Page 522
Config-1 Feb 01/08

IAC
**ON A/C 001-012, 014-099,
Post SB 34-1042 For A/C 001-012,014-019,
Subtask 34-48-00-710-053
A. Operational Test of the GPWS with Stall Warning Test and Activation of
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

the ADR1 indication. - the ADIRS ADR1 1/2 menu page comes
into view.
key. into view.
- push the line key adjacent to - these indications: AOA SENSOR

the AOA SENSOR TEST indication. COMMANDED TO FIXED POSITION
CHECK STALL WARNING
come into view.

the TEST START indication. - the FAULT legend of the GPWS/SYS
pushbutton switch comes on after a
time between four and sixty seconds.

the RETURN indication. - the FAULT legend of the GPWS/SYS
pusbutton switch goes off.
- the Oral warnings stop.

EFF :

001-012, 014-099, 34-48-00

Page 523
Config-1 Feb 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
ECAM control panel:

3. On the panel 21VU: - the FAULT legend goes off.

- push the GPWS/SYS pushbutton - the OFF legend comes on.
switch
- Release the GPWS/SYS pushbutton - the FAULT legend comes on.


ECAM control panel:


panel 49VU:
On the rear circuit braker panel

121VU:

and 3WW.

EFF :

001-012, 014-099, 34-48-00

Page 524
Config-1 Feb 01/08

IAC
**ON A/C 001-012, 014-099,
5. Close-up
________
Subtask 34-48-00-860-053

(Ref. TASK 24-41-00-862-002).
items.

EFF :

001-012, 014-099, 34-48-00

Page 525
Config-1 Feb 01/08

IAC
**ON A/C 001-012, 014-099, 101-199, 902-999,
Post SB 34-1189 For A/C 001-012,014-099,
TASK 34-48-00-710-002-A
Operational Test of the Enhanced GPWS with Stall Warning Test and Activation of
_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
3. __________
Job Set-up
Subtask 34-48-00-860-061

(Ref. TASK 24-41-00-861-002).

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 526
Config-1 Feb 01/08

IAC
page
(Ref. TASK 31-32-00-860-010).
(4) On the overhead panel, on the the ADIRS CDU, set the OFF/NAV/ATT
selector switch related to the ADIRU1 to NAV (Ref. TASK 34-10-00-860-
002).
**ON A/C 001-012, 014-099, 101-199, 902-999,
Post SB 34-1249 For A/C 001-012,014-099,
Subtask 34-48-00-865-058
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 001-012, 014-019,
49VU FWS/FWC1/SPLY 3WW E02
**ON A/C 020-099, 101-199, 902-999,
49VU FWS/FWC1/SPLY 3WW F01
**ON A/C 001-012, 014-099, 101-199, 902-999,

121VU EIS/FWC2/SPLY 2WW Q07

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 527
Config-1 Feb 01/08

IAC
4. Procedure
_________
**ON A/C 101-199, 902-999,
Subtask 34-48-00-710-057-A
A. Operational Test of the Enhanced GPWS with Stall Warning Test and
Activation of the GPWS/SYS Pushbutton Switch and EMER CANC Key
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

the ADR1 indication. - the ADIRS ADR1 menu page comes into
view.
- push the line key adjacent to - the OUTPUT TESTS page comes into
- push the line key adjacent to - these indications come into view:
the AOA SENSOR TEST indication. AOA SENSOR COMMANDED TO FIXED
POSITION CHECK STALL WARNING.
On the panel 21VU:

- the FAULT legend of the GPWS/SYS and
GPWS/TERR pushbutton switches comes
on after a time between 4 and 60
seconds.
On the CAPT and F/O glareshield panels

130VU and 131VU:

the YES indication. - the TEST OK indication comes into
view.
On the panel 21VU:

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 528
Config-1 Feb 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- the FAULT legend of the GPWS/SYS and
GPWS/TERR pusbutton switches goes
off.

130VU and 131VU:
- the aural warnings stop.
On the MCDU, push the line key

adjacent to the RETURN indication
until the CFDS menu page comes
into view.

ECAM control panel:


switch
- release the GPWS/SYS pushbutton - the FAULT legend comes on.


ECAM control panel:


panel 49VU:
On the rear circuit breaker panel

121VU:

EFF :

101-199, 902-999, 34-48-00

Page 529
Config-1 Feb 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

and 3WW.
**ON A/C 001-012, 014-099,
Post SB 34-1249 For A/C 001-012,014-099,
Subtask 34-48-00-710-057
A. Operational Test of the Enhanced GPWS with Stall Warning Test and
Activation of the GPWS/SYS Pushbutton Switch and EMER CANC Key
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

the ADR1 indication. - the ADIRS ADR1 1/2 menu page comes
into view.
key. into view.
- push the line key adjacent to - these indications come into view:
the AOA SENSOR TEST indication. AOA SENSOR COMMANDED TO FIXED
POSITION CHECK STALL WARNING.

the TEST START indication. - the FAULT legend of the GPWS/SYS and
GPWS/TERR pushbutton switches comes
on after a time between 4 and 60
seconds.

130VU and 131VU:

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 530
Config-1 Feb 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
the RETURN indication. - the FAULT legend of the GPWS/SYS and
GPWS/TERR pusbutton switches goes
off.

130VU and 131VU:
- the aural warnings stop.

ECAM control panel:


switch
- release the GPWS/SYS pushbutton - the FAULT legend comes on.


ECAM control panel:


panel 49VU:
On the rear circuit breaker panel

121VU:

and 3WW.

EFF :

001-012, 014-099, 34-48-00

Page 531
Config-1 Feb 01/08

IAC
**ON A/C 001-012, 014-099, 101-199, 902-999,
5. Close-up
________
Subtask 34-48-00-860-062

(Ref. TASK 24-41-00-862-002).
items.

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 532
Config-1 Feb 01/08

IAC
**ON A/C 001-012, 014-099,
TASK 34-48-00-710-003
Operational Test of the STATUS/HISTORY
1. __________________
Reason for the Job
Operational test of STATUS/HISTORY
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 34-48-00-010-051
A. Get Access

EFF :

001-012, 014-099, 34-48-00

Page 533
Config-1 Feb 01/08

IAC
Subtask 34-48-00-860-054

(Ref. TASK 24-41-00-861-002).
section, make sure that the legends of the four GPWS pushbutton
switches are off.
Subtask 34-48-00-865-055
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
**ON A/C 001-012, 014-019,
Subtask 34-48-00-710-054
A. Operational Test of the STATUS/HISTORY
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

the face of the GPWC:
- set the STATUS/HISTORY switch The GPWC display shows these

to PRESENT STATUS then indications :
immediately go back to the - ALL TEST SEGMENTS
initial position. - GPWS OK (or its condition)
- END TEST.

EFF :

001-012, 014-099, 34-48-00

Page 534
Config-1 Feb 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
set the STATUS/HISTORY switch to The GPWC display shows these
FLIGHT HISTORY then immediately indications :
go back to the initial position. - ALL TEST SEGMENTS
- PREVIOUS TEN FLIGHTS OK (or the
faults of the last 10 flights)
- QNH SELECTED
- END TEST.
**ON A/C 020-099,
Subtask 34-48-00-710-054-A
A. Operational Test of the STATUS/HISTORY
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

the face of the GPWC:

to PRESENT STATUS then indications:
initial position. - GPWS OK (or its condition)
- END TEST.

to FLIGHT HISTORY then indications:
initial position. - PREVIOUS TEN FLIGHTS OK (or the
faults of the last 10 flights)
- QFE SELECTED
- END TEST.

EFF :

001-012, 014-099, 34-48-00

Page 535
Config-1 Feb 01/08

IAC
**ON A/C 001-012, 014-099,
5. Close-up
________
Subtask 34-48-00-860-055

(Ref. TASK 24-41-00-862-002).
items.
Subtask 34-48-00-410-051
B. Close Access

EFF :

001-012, 014-099, 34-48-00

Page 536
Config-1 Feb 01/08

IAC
**ON A/C 001-012, 014-099,
Post SB 34-1042 For A/C 001-012,014-019,
TASK 34-48-00-740-002
BITE Test of the GPWS
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
3. __________
Job Set-up
Subtask 34-48-00-860-056

(Ref. TASK 24-41-00-861-002).
page then push the NEXT PAGE function key until the GPWC indication
comes into view.
(Ref. TASK 31-32-00-860-010).

EFF :

001-012, 014-099, 34-48-00

Page 537
Config-1 Feb 01/08

IAC
Subtask 34-48-00-865-056
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 34-48-00-740-050
A. BITE Test of the GPWS
____
used.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
On the MCDU, on the NAV page: On the MCDU:

- push the line key adjacent to the - the GPWC page comes into view.
GPWC indication.
- push the line key adjacent to the On the GPWC TEST page:
TEST indication. - the TEST IN PROGRESS indication comes
into view
- at the end of the test, the TEST OK
5. Close-up
________
Subtask 34-48-00-860-057
switch related to the ADIRU1 to OFF (Ref. TASK 34-10-00-860-005).

EFF :

001-012, 014-099, 34-48-00

Page 538
Config-1 Feb 01/08

IAC
(Ref. TASK 24-41-00-862-002).
items.

EFF :

001-012, 014-099, 34-48-00

Page 539
Config-1 Feb 01/08

IAC
**ON A/C 001-012, 014-099, 101-199, 902-999,
Post SB 34-1189 For A/C 001-012,014-099,
TASK 34-48-00-740-002-A
BITE Test of the Enhanced GPWC
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
3. __________
Job Set-up
Subtask 34-48-00-860-063

(Ref. TASK 24-41-00-861-002).
comes into view.
(Ref. TASK 31-32-00-860-010).

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 540
Config-1 Feb 01/08

IAC
Subtask 34-48-00-865-059
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
**ON A/C 001-012, 014-099, 101-199, 902-999,
Post SB 34-1193 For A/C 001-012,014-099,
Subtask 34-48-00-740-051
A. BITE Test of the Enhanced GPWC
____
used.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
GPWC indication.
- push the line key adjacent to the - the subsequent GPWC TEST pages with
TEST indication. instructions come into view.
- push the line key adjacent to the - the TEST IN PROGRESS 20S indication
START TEST indication, comes into VIEW.
- after 20s obey the instructions that
are shown on the subsequent pages
until the TEST OK indication comes
into view.

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 541
Config-1 Feb 01/08

IAC
**ON A/C 001-012, 014-099, 101-199, 902-999,
5. Close-up
________
Subtask 34-48-00-860-064

(Ref. TASK 24-41-00-862-002).
items.

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-00

Page 542
Config-1 Feb 01/08

IAC
**ON A/C 901-901,
Post SB 34-1389 For A/C 901-901,
GROUND PROXIMITY WARNING SYSTEM (GPWS) - ADJUSTMENT/TEST

________________________________________________________
TASK 34-48-00-740-006
BITE Test of the Enhanced GPWS
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
3. __________
Job Set-up
Subtask 34-48-00-860-085

(Ref. TASK 24-41-00-861-002).

EFF :

901-901, 34-48-00

Page 501
Config-2 Feb 01/08

IAC
comes into view.
(Ref. TASK 31-32-00-860-010).
Subtask 34-48-00-865-072
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 34-48-00-740-058
A. BITE Test of the Enhanced GPWC
____
used.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
GPWC indication.
- push the line key adjacent to the - the subsequent GPWC TEST pages with
TEST indication. instructions come into view.
- push the line key adjacent to the - the TEST IN PROGRESS 20S indication
START TEST indication, comes into VIEW.
- after 20s obey the instructions that
are shown on the subsequent pages
until the TEST OK indication comes
into view.

EFF :

901-901, 34-48-00

Page 502
Config-2 Feb 01/08

IAC
5. Close-up
________
Subtask 34-48-00-860-086

(Ref. TASK 24-41-00-862-002).
items.

EFF :

901-901, 34-48-00

Page 503
Config-2 Feb 01/08

IAC
TASK 34-48-00-710-001-B
Operational Test of the Enhanced GPWS Ground Self-Test Function
_______
1. __________________
Reason for the Job
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Page
34-48-00-991-004 Fig. 501
3. __________
Job Set-up
Subtask 34-48-00-860-090

(Ref. TASK 24-41-00-861-002).
(4) On the CAPT and F/O LIGHTING/LOUD SPEAKER control panels 301VU and
500VU, set the ND potentiometer to BRT.

EFF :

901-901, 34-48-00

Page 504
Config-2 Feb 01/08

IAC
(6) On the FCU, on the CAPT and F/O EFIS control panels, set the scale
Subtask 34-48-00-865-074
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 34-48-00-860-091
A. Status of the Audio Menu
(1) On the center pedestral, on one MCDU, get access to the SYSTEM
REPORT/TEST NAV page
(Ref. TASK 31-32-00-860-010).
(a) Push the line key adjacent to the GPWC indication.
(b) Push the line key adjacent to the CURRENT STATUS indication.
1
_ If the CURRENT STATUS shows:
AUDIO MENU: 0
AUDIO MENU: 1

EFF :

901-901, 34-48-00

Page 505
Config-2 Feb 01/08

IAC
Subtask 34-48-00-710-074
B. Operational Test of the Enhanced GPWS Ground Self-Test Function with

AUDIO MENU: O
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------



then stops.

then stops.


ON ND panel 403VU:


EFF :

901-901, 34-48-00

Page 506
Config-2 Feb 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
On the test pattern
into view
* XXX (amber)
* XXX (amber)
and then
comes into view.
(Ref. Fig. 501/TASK 34-48-00-991-004)

after the other:
- SINK RATE
- PULL UP
- TERRAIN
- PULL UP
- DONT SINK
- DONT SINK
- TOO LOW TERRAIN
- TOO LOW GEAR
- TOO LOW FLAPS
- TOO LOW TERRAIN
- GLIDE SLOPE
- TOO LOW TERRAIN
- CAUTION TERRAIN
- CAUTION TERRAIN
- CAUTION OBSTACLE
- CAUTION OBSTACLE
- OBSTACLE OBSTACLE PULL UP

ON ND panel 403VU:
On the panel 21VU:


EFF :

901-901, 34-48-00

Page 507
Config-2 Feb 01/08

IAC
Enhanced GPWS - Test Pattern
Figure 501/TASK 34-48-00-991-004

EFF :

901-901, 34-48-00

Page 508
Config-2 Feb 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

Subtask 34-48-00-710-075
C. Operational Test of the Enhanced GPWS Ground Self-Test Function with

AUDIO MENU: 1
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------



then stops.

then stops.


EFF :

901-901, 34-48-00

Page 509
Config-2 Feb 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
ON ND panel 403VU:

On the test pattern

into view
* XXX (amber)
* XXX (amber)
and then
comes into view.
(Ref. Fig. 501/TASK 34-48-00-991-004)

after the other:
- SINK RATE
- PULL UP
- TERRAIN
- PULL UP
- DONT SINK
- DONT SINK
- TOO LOW TERRAIN
- TOO LOW GEAR
- TOO LOW FLAPS
- TOO LOW TERRAIN
- GLIDE SLOPE
- TOO LOW TERRAIN
- TERRAIN AHEAD
- TERRAIN AHEAD
- OBSTACLE AHEAD
- OBSTACLE AHEAD
- OBSTACLE AHEAD PULL UP

EFF :

901-901, 34-48-00

Page 510
Config-2 Feb 01/08

IAC
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
ON ND panel 403VU:
On the panel 21VU:


5. Close-up
________
Subtask 34-48-00-860-092

(Ref. TASK 24-41-00-862-002).
items.

EFF :

901-901, 34-48-00

Page 511
Config-2 Feb 01/08

IAC
COMPUTER - GROUND PROXIMITY WARNING (GPWC) (1WZ) - REMOVAL/INSTALLATION
_______________________________________________________________________
TASK 34-48-34-000-001
Removal of the GPWC (1WZ)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-48-34-991-001 Fig. 401
3. __________
Job Set-up
Subtask 34-48-34-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-34

Page 401
Config-1 Feb 01/08

IAC
Subtask 34-48-34-010-050
B. Get Access
128.
4. Procedure
_________
(Ref. Fig. 401/TASK 34-48-34-991-001)
Subtask 34-48-34-020-050
A. Removal of the GPWC
(1) Loosen the nut (4).
(2) Lower the nut (4).
(3) Pull the GPWC (1) on its rack (3) to disconnect the electrical
connectors (2).
(4) Remove the GPWC (1) from its rack (3).

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-34

Page 402
Config-1 Feb 01/08

IAC
GPWC
Figure 401/TASK 34-48-34-991-001

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-34

Page 403
Config-1 Feb 01/08

IAC
TASK 34-48-34-400-001
Installation of the GPWC (1WZ)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R 31-32-00-860-001 Procedure to Get Access to the SYSTEM REPORT/TEST

R Menu Page
34-48-00-610-001 Uploading of the Enhanced GPWC Database
34-48-00-710-001 Operational Test of GPWS Ground Self-test Function
34-48-00-710-001 Operational Test of the Enhanced GPWS Ground
Self-Test Function
34-48-34-991-001 Fig. 401
3. __________
Job Set-up
Subtask 34-48-34-860-050
824 in zone 128.

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-34

Page 404
Config-1 Feb 01/08

IAC
Subtask 34-48-34-865-051
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
(Ref. Fig. 401/TASK 34-48-34-991-001)
Subtask 34-48-34-420-050
A. Installation of the GPWC
correct condition.
(5) Install the GPWC (1) on its rack (3).
(6) Push the GPWC (1) on its rack (3) to connect the electrical
connectors (2).
(7) Engage the nut (4) on the lug (5) and tighten.
Subtask 34-48-34-865-052
breaker(s):
3WZ, 2WZ
**ON A/C 001-012, 014-099,
Subtask 34-48-34-710-050
C. Do the operational test of the GPWS (Ref. TASK 34-48-00-710-001).

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-34

Page 405
Config-1 Feb 01/08

IAC
**ON A/C 001-012, 014-099, 101-199, 902-999,
Post SB 34-1042 For A/C 001-012,014-019,

Post SB 34-1189 For A/C 001-012,014-099,
Subtask 34-48-34-710-050-A
R C. Do a check of the version of the terrain database loaded in the Enhanced

R GPWC, on the MCDU, on the LRU IDENTIFICATION page (access from the SYSTEM
R REPORT/TEST NAV: RADIO NAV page 3/3 (Ref. TASK 31-32-00-860-001)).
R (1) Make sure that the version of the terrain database loaded in the
R Enhanced GPWC is the latest available (Refer to SIL 34-080).
R
R (2) Do the operational test of the Enhanced GPWS (Ref. TASK 34-48-00-710-
001).
R
**ON A/C 001-012, 014-099, 101-199, 902-999,
Post SB 34-1189 For A/C 001-012,014-099,
Subtask 34-48-34-610-050
D. If the Enhanced GPWS has not the last updated database, do the loading of
the Enhanced GPWC Data Base (Ref. TASK 34-48-00-610-001) at the next
maintenance opportunity.
**ON A/C 001-012, 014-099, 101-199, 902-999,
5. Close-up
________
Subtask 34-48-34-860-051
items.
Subtask 34-48-34-410-050
B. Close Access

EFF :

001-012, 014-099, 101-199, 902-999, 34-48-34

Page 406
Config-1 Feb 01/08

IAC
**ON A/C 901-901,
Post SB 34-1389 For A/C 901-901,
COMPUTER - GROUND PROXIMITY WARNING (GPWC) - REMOVAL/INSTALLATION

_________________________________________________________________
TASK 34-48-34-000-003
Removal of the GPWC (1WZ)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
34-48-34-991-002 Fig. 401
3. __________
Job Set-up
Subtask 34-48-34-865-053
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

EFF :

901-901, 34-48-34

Page 401
Config-2 Feb 01/08

IAC
Subtask 34-48-34-010-051
B. Get Access
in zone 128.
4. Procedure
_________
(Ref. Fig. 401/TASK 34-48-34-991-002)
Subtask 34-48-34-020-051
A. Removal of the GPWC
(1) Loosen the nut (4).
(2) Lower the nut (4).
(3) Pull the GPWC (1) on its rack (3) to disconnect the electrical
connectors (2).
(4) Remove the GPWC (1) from its rack (3).

EFF :

901-901, 34-48-34

Page 402
Config-2 Feb 01/08

IAC
GPWC
Figure 401/TASK 34-48-34-991-002

EFF :

901-901, 34-48-34

Page 403
Config-2 Feb 01/08

IAC
TASK 34-48-34-400-002
Installation of the GPWC (1WZ)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
31-32-00-860-001 Procedure to Get Access to the SYSTEM REPORT/TEST

Menu Page
34-48-00-610-004 Uploading of the Enhanced GPWC Database
34-48-00-710-001 Operational Test of the Enhanced GPWS Ground
Self-Test Function
34-48-34-991-002 Fig. 401
3. __________
Job Set-up
Subtask 34-48-34-860-052

EFF :

901-901, 34-48-34

Page 404
Config-2 Feb 01/08

IAC
Subtask 34-48-34-865-054
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
(Ref. Fig. 401/TASK 34-48-34-991-002)
Subtask 34-48-34-420-051
A. Installation of the GPWC
correct condition.
(5) Install the GPWC (1) on its rack (3).
(6) Push the GPWC (1) on its rack (3) to connect the electrical
connectors (2).
(7) Engage the nut (4) on the lug (5) and tighten.
Subtask 34-48-34-865-055
breaker(s):
2WZ

EFF :

901-901, 34-48-34

Page 405
Config-2 Feb 01/08

IAC
Subtask 34-48-34-710-051
C. Do a check of the version of the terrain database loaded in the Enhanced

GPWC, on the MCDU, on the LRU IDENTIFICATION page (access from the SYSTEM
REPORT/TEST NAV: RADIO NAV page 3/3 (Ref. TASK 31-32-00-860-001)).
(1) Make sure that the version of the terrain database loaded in the
Enhanced GPWC is the latest available (Refer to SIL 34-080).
(2) Do the operational test of the Enhanced GPWS (Ref. TASK 34-48-00-710-
001).
Subtask 34-48-34-610-052
D. If the Enhanced GPWS has not the last updated database, do the loading of
the Enhanced GPWC Data Base (Ref. TASK 34-48-00-610-004) at the next
maintenance opportunity.
5. Close-up
________
Subtask 34-48-34-860-053
items.
Subtask 34-48-34-410-051
B. Close Access

EFF :

901-901, 34-48-34

Page 406
Config-2 Feb 01/08

IAC
DME - DESCRIPTION AND OPERATION
_______________________________
1. _______
General
The Distance Measuring Equipment (DME) is a radio aid to medium range
navigation which provides the crew with :
- a digital readout of the slant range distance of the aircraft from a
selected ground station
- audio signals which identify the selected ground station.
The DME uses the frequency band from 962 MHz to 1213 MHz for reception and
R transmission.
2. Component
__________________
Location
(Ref. Fig. 001)
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
2SD1 INTRG-DME, 1 81VU 127 824 34-51-33
2SD2 INTRG-DME, 2 82VU 128 824 34-51-33
3SD1 ANTENNA-DME, 1 121 NONE 34-51-11
3SD2 ANTENNA-DME, 2 NONE 127 NONE 34-51-11
3. __________________
System Description
**ON A/C 001-012, 014-099,
A. Principle
- The principle of the DME navigation is based on the measurement of the
transmission time. Paired interrogation pulses go from an onboard
interrogator to a selected ground station. After 50 microseconds, the
station transmits the reply pulses to the aircraft.
- The measurement of time between transmitting the interrogation pulses
and receiving the reply pulses is a function of the slant range
distance of the aircraft to the ground station.
The measurement value is converted into nautical miles and shown to the
crew.
- The interrogation frequencies vary from 1041 to 1150 MHz. The reply
frequencies vary from 962 to 1213 MHz.
- Furthermore, the ground station provides a Morse identification.

EFF :

ALL 34-51-00

Page 1
Aug 01/07

IAC
DME - Component Location
Figure 001

EFF :

ALL 34-51-00

Page 2
Feb 01/96

IAC
(Ref. Fig. 002)
The DME comprises two independent systems. Each system consists of :
- one DME interrogator 2SD1 (2SD2)
- one DME antenna 3SD1 (3SD2)
- one dual VOR/DME Radio Magnetic Indicator (VOR/DME RMI) 11FN.
The components given after can control the DME system:
(Ref. Fig. 003)
- the CAPT (F/O) Audio Control Panel (ACP) 2RN1 (2RN2) and the Audio
Management Unit (AMU) 1RN for audio controls
- the Multipurpose Control and Display Unit 1(2) (MCDU) 3CA1 (3CA2), the
Radio Management Panel 1(2) (RMP) 1RG1 (1RG2), and the Flight
Management and Guidance Computer 1(2) (FMGC) 1CA1 (1CA2) for
frequency/course selection
- The MCDU and the Centralized Fault-Display Interface-Unit (CFDIU) 1TW
for test causes.
The DME data are shown on :
- the CAPT and F/O Primary Flight Displays (PFD)
- the CAPT and F/O Navigation Displays (ND)
- the VOR/DME RMI
- the MCDU(s) (maintenance data).
(1) Data display

(Ref. Fig. 004)
(a) On the PFDs

With ILS/DME collocated stations, the ILS/DME distance is shown
in magenta in the L lower corner of the PFD (Item 1). These data
come into view when you push the ILS pushbutton switch located on
the EFIS control section of the Flight Control Unit (FCU).
(b) On the NDs

The VOR/DME distance is shown in green in the L lower corner of
the ND for DME system 1 (Item 2), and in the R lower corner of
the ND for DME system 2 (Item 3) when :
- you set the mode selector switch on the EFIS control section of
the FCU to ROSE (ILS, VOR, NAV) or ARC
- you set the ADF/VOR/OFF switch to VOR.
In addition, when you push the VOR-D pushbutton switch on the
EFIS control section of the FCU, this causes :
Display of the VOR/DME and DME ground stations which are not
already included in the flight plan, with the mode selector
switch in ROSE NAV and ARC positions :
- a circle for the DME station
- circle plus cross symbol for the VOR/DME station.

R

EFF :

001-012, 014-099, 34-51-00

Page 3
May 01/06

IAC
DME - Block Diagram
Figure 002

R

EFF :

001-012, 014-099, 34-51-00

Page 4
May 01/06

IAC
R DME - Block Diagram
R Figure 002A

R

EFF :

101-199, 902-999, 34-51-00

Page 5
May 01/07

IAC
DME - Block Diagram
R Figure 002B

R

EFF :

901-901, 34-51-00

Page 6
May 01/07

IAC
DME - Control and Indicating
Figure 003

R

EFF :

001-012, 014-099, 34-51-00

Page 7/8
Aug 01/06

IAC
R DME - Control and Indicating
R Figure 003A

R

EFF :

101-199, 902-999, 34-51-00

Page 9
May 01/07

IAC
INTENTIONALLY BLANK

34-51-00

Page 10
May 01/07
R
IAC
DME - Control and Indicating
Figure 003B

R

EFF :

901-901, 34-51-00

Page 11/12
May 01/07

IAC
DME - Data and Fault Displays
Figure 004

R

EFF :

001-012, 014-099, 34-51-00

Page 13
Feb 01/07

IAC
(c) On the VOR/DME RMI
Two windows are available for indication of both distances from
the DME 1 and DME 2 (Item 4) when the VOR/DME stations are
collocated.
When the DME or RMI monitoring circuits detect a fault, the
corresponding display window (Item 5) is blanked.
In case of No Computed Data (NCD) (out-of-range station) the
windows show white horizontal dashed lines (Item 6).
In addition, the LEDs on the face of the DME interrogator
indicate the status of the DME system.
(2) Audio control

The DME interrogator applies its audio output to the audio
integrating system. This system controls and directs the output to
the headsets and/or the loud speakers. The pilot can control the DME
audio signals by pressing the VOR pushbutton switch on the ACP and
adjusting the related potentiometer to the correct audio level.
In case of collocated ILS/DME ground stations and when the ILS
pushbutton switch is pressed on the EFIS control section of the FCU,
the pilot can control the DME audio signal through the VOR pushbutton
switch on the ACP.
R **ON A/C 101-199, 902-999,
R A. Principle
R - The principle of the DME navigation is based on the measurement of the
R transmission time. Paired interrogation pulses go from an onboard
R interrogator to a selected ground station. After 50 microseconds, the
R station transmits the reply pulses to the aircraft.
R - The measurement of time between transmitting the interrogation pulses
R and receiving the reply pulses is a function of the slant range
R distance of the aircraft to the ground station.
R The measurement value is converted into nautical miles and shown to the
R crew.
R - The interrogation frequencies vary from 1041 to 1150 MHz. The reply
R frequencies vary from 962 to 1213 MHz.
R - Furthermore, the ground station provides a Morse identification.
R B. System Architecture
R (Ref. Fig. 002A)
R The DME comprises two independent systems. Each system consists of :
R - one DME interrogator 2SD1 (2SD2)
R - one DME antenna 3SD1 (3SD2)
R The components given after can control the DME system:
R (Ref. Fig. 003A)

R

EFF :

001-012, 014-099, 101-199, 902-999, 34-51-00

Page 14
May 01/07

IAC
R - the CAPT (F/O) Audio Control Panel (ACP) 2RN1 (2RN2) and the Audio
R Management Unit (AMU) 1RN for audio controls
R - the Multipurpose Control and Display Unit 1(2) (MCDU) 3CA1 (3CA2), the
R Radio Management Panel 1(2) (RMP) 1RG1 (1RG2), and the Flight
R Management and Guidance Computer 1(2) (FMGC) 1CA1 (1CA2) for
R frequency/course selection
R - The MCDU and the Centralized Fault-Display Interface-Unit (CFDIU) 1TW
R for test causes.
R The DME data are shown on :
R - the CAPT and F/O Primary Flight Displays (PFD)
R - the CAPT and F/O Navigation Displays (ND)
R - the MCDU(s) (maintenance data).
R C. Utilization Technical Data
R (1) Data display

R (Ref. Fig. 004A)
R (a) On the PFDs

R With ILS/DME collocated stations, the ILS/DME distance is shown
R in magenta in the L lower corner of the PFD (Item 1). These data
R come into view when you push the ILS pushbutton switch located on
R the EFIS control section of the Flight Control Unit (FCU).
R (b) On the NDs

R The VOR/DME distance is shown in green in the L lower corner of
R the ND for DME system 1 (Item 2), and in the R lower corner of
R the ND for DME system 2 (Item 3) when :
R - you set the mode selector switch on the EFIS control section of
R the FCU to ROSE (ILS, VOR, NAV) or ARC
R - you set the ADF/VOR/OFF switch to VOR.
R In addition, when you push the VOR-D pushbutton switch on the
R EFIS control section of the FCU, this causes :
R Display of the VOR/DME and DME ground stations which are not
R already included in the flight plan, with the mode selector
R switch in ROSE NAV and ARC positions :
R - a circle for the DME station
R - circle plus cross symbol for the VOR/DME station.
R (c) In addition, the LEDs on the face of the DME interrogator

R indicate the status of the DME system.

R

EFF :

101-199, 902-999, 34-51-00

Page 15
May 01/07

IAC
R DME - Data and Fault Displays
R Figure 004A

R

EFF :

101-199, 902-999, 34-51-00

Page 16
May 01/07

IAC
(2) Audio control
the headsets and/or the loud speakers. The pilot can control the DME
the pilot can control the DME audio signal through the ILS pushbutton
switch on the ACP.
**ON A/C 901-901,
A. Principle
- The principle of the DME navigation is based on the measurement of the
transmission time. Paired interrogation pulses go from an onboard
interrogator to a selected ground station. After 50 microseconds, the
station transmits the reply pulses to the aircraft.
- The measurement of time between transmitting the interrogation pulses
and receiving the reply pulses is a function of the slant range
distance of the aircraft to the ground station.
The measurement value is converted into nautical miles and shown to the
crew.
- The interrogation frequencies vary from 1025 to 1150 MHz. The reply
frequencies vary from 962 to 1213 MHz.
- Furthermore, the ground station provides a Morse identification.
(Ref. Fig. 002B)
The DME comprises two independent systems. Each system consists of:
- one DME interrogator 2SD1 (2SD2),
- one DME antenna 3SD1 (3SD2),
R - one dual VOR/ADF/DME Radio Magnetic Indicator (VOR/ADF/DME RMI) 21FN.
The components given after can control the DME system:
(Ref. Fig. 003B)
- the CAPT (F/O) Audio Control Panel (ACP) 2RN1 (2RN2) and the Audio
Management Unit (AMU) 1RN for audio controls,
- the Multipurpose Control and Display Unit 1(2) (MCDU) 3CA1 (3CA2), the
Radio Management Panel 1(2) (RMP) 1RG1 (1RG2), and the Flight
Management and Guidance Computer 1(2) (FMGC) 1CA1 (1CA2) for
frequency/course selection,
- the MCDU and the Centralized Fault Display Interface Unit (CFDIU) 1TW
for test causes.
The DME data are shown on:
- the CAPT and F/O Primary Flight Displays (PFD),
- the CAPT and F/O Navigation Displays (ND),

EFF :

101-199, 901-999, 34-51-00

Page 17
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IAC
- the VOR/ADF/DME RMI,
- the MCDU(s) (maintenance data).
(1) Data display

(Ref. Fig. 004B)
(a) On the PFDs

With ILS/DME collocated stations, the ILS/DME distance is shown
in magenta in the L lower corner of the PFD (Item 1). These data
come into view when you push the ILS pushbutton switch located on
the EFIS control section of the Flight Control Unit (FCU).
(b) On the NDs

The VOR/DME distance is shown in green in the L lower corner of
the ND for DME system 1 (Item 2), and in the R lower corner of
the ND for DME system 2 (Item 3) when:
- you set the mode selector switch on the EFIS control section of
the FCU to ROSE (ILS, VOR, NAV) or ARC,
- you set the ADF/VOR/OFF switch to VOR.
In addition, when you push the VOR-D pushbutton switch on the
EFIS control section of the FCU, this causes:
Display of the VOR/DME and DME ground stations which are not
already included in the flight plan, with the mode selector
switch in ROSE NAV and ARC positions:
- a circle for the DME station
- circle plus cross symbol for the VOR/DME station.
(c) On the VOR/ADF/DME RMI

Two windows are available for indication of both distances from
the DME 1 and DME 2 (Item 4) when the VOR/DME stations are
collocated.
When the DME or RMI monitoring circuits detect a fault, the
corresponding display window (Item 5) is blanked.
In case of Non Computed Data (NCD) (out-of-range station) the
windows show white horizontal dashed lines (Item 6).
In addition, the LEDs on the face of the DME interrogator
indicate the status of the DME system.
(2) Audio control

the headsets and/or the loudspeakers. The pilot can control the DME

R

EFF :

901-901, 34-51-00

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DME - Data and Fault Displays
Figure 004B

R

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901-901, 34-51-00

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May 01/07

IAC
the pilot can control the DME audio signal through the ILS pushbutton
switch on the ACP.
**ON A/C ALL
4. ____________
Power Supply
**ON A/C 001-012, 014-099,
(Ref. Fig. 002)

- 115VAC SHED ESS BUS 801XP via circuit breaker 1SD1 for system 1
- 115VAC BUS2 BUS 204XP via circuit breaker 1SD2 for system 2.
The 115VAC ESS BUS 401XP energizes the VOR/DME RMI via circuit breaker 12FN.
R **ON A/C 101-199, 902-999,
R (Ref. Fig. 002A)

R Energization of each system is through 115VAC 400 Hz buses :
R - 115VAC SHED ESS BUS 801XP via circuit breaker 1SD1 for system 1
R - 115VAC BUS2 BUS 204XP via circuit breaker 1SD2 for system 2.
R **ON A/C 901-901,
R (Ref. Fig. 002B)

- 115VAC SHED ESS BUS 801XP via circuit breaker 1SD1 for system 1
- 115VAC BUS2 BUS 204XP via circuit breaker 1SD2 for system 2.
The 115VAC ESS BUS 401XP energizes the VOR/ADF/DME RMI via circuit breaker
12FN.
**ON A/C ALL
5. _____________________

EFF :

ALL 34-51-00

Page 20
May 01/07

IAC
**ON A/C 001-012, 014-099,
A. DME Interrogator
(1) Description
(Ref. Fig. 005)
The face of the interrogator is fitted with a handle, two attaching
parts, a TEST pushbutton switch and three LEDs.
The name, color and function of the three LEDs are as follows:
- CONTROL INPUT FAIL (red) indicates the status of the ARINC 429
input control word when the TEST pushbutton switch is pressed.
- LRU STATUS/PASS (green) indicates that no faults are detected
during the self-test sequence.
- LRU STATUS/FAIL (red) indicates that a fault is detected during the
self-test sequence.
The microprocessor based interrogator consists of various assemblies
interconnected through a motherboard and housed in a case which
conforms to the ARINC 600 form factor 4 MCU.
The assemblies include :
- a chassis on which the motherboard, the rear connector, the
circulator and a low-pass filter are fitted. The circulator
isolates the transmitter signals from the receiver signals. The
low-pass filter reduces transmission harmonics.
- a power supply module which converts the aircraft 115VAC to +5,
-12, +12, +15, -28, +36, +50 and +86 VDC for the various internal
circuits.
- a synthesizer which contains a Voltage Controlled Oscillator (VCO)
which generates the L-band frequency, and a Stabilized Master
Oscillator (SMO) which produces the tuning voltage for the voltage
controlled oscillator.
- a driver which contains a 3-stage amplifier and a modulator.
- a receiver which operates in the 962 to 1213 MHz frequency band.
- a video processor which determines the range measurement timing and
produces the audio identification signal.
- a range processor which contains a CPU, memory units, a self-test
generator and a range counter.
The CPU controls the interrogator functions, signal processing,
circuit monitoring and fault analysis.
- a monitor which detects faults within the interrogator.

EFF :

001-012, 014-099, 34-51-00

Page 21
Feb 01/07
R
IAC
DME - Interrogator
Figure 005

R

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001-012, 014-099, 34-51-00

Page 22
Feb 01/07

IAC
R
**ON A/C 901-901,
A. DME Interrogator

R (Ref. Fig. 005A)
The face of the interrogator is fitted with a handle, two attaching
parts, two momentary pushbutton switches and a front panel Liquid
Crystal Display (LCD).
The LCD is used as a fault display and as an operator interface
during certain modes. The front panel display also provides user
interfaces for test and troubleshooting.
The front panel contains two momentary pushbutton switches for
interfacing with the LCD pages.
An RS-232 maintenace access port is provided on the front panel. This
port is compatible with RS-232 serial ports on Personal Computers
(PC).
The back is equipped with one ARINC 600 size one connector, which
includes three plugs:
- Top Plug (TP): is not installed
- Middle Plug (MP): aircraft interconnection, and the coaxial antenna
- Bottom Plug (BP): connection with the power supply circuit.
R **ON A/C 101-199, 901-999,
R Post SB 34-1226 For A/C 901-901,
R A. DME Interrogator
R (1) Description
R (Ref. Fig. 005B)
R The face of the interrogator is fitted with a handle, two lugs, a
R TEST pushbutton switch and two LEDs.
R The name, color and function of the two LEDs are as follows:
R - CONTROL FAIL (red) indicates invalid frequency input tuning words
R - LRU STATUS (green) indicates that no faults are detected during the
R test sequence
R - LRU STATUS (red) indicates that a fault is detected during the test
R sequence.
R The back is equipped with two ARINC 600 size one connectors which
R include three plugs:
R - Top Plug (TP): connection with the automatic test circuit
R - Middle Plug (MP): connection with the antenna and peripheral
R circuits

R

EFF :

ALL 34-51-00

Page 23
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IAC
DME - Interrogator
R Figure 005A

R

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901-901, 34-51-00

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Aug 01/07

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DME - Interrogator
R Figure 005B

R

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101-199, 901-999, 34-51-00

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Aug 01/07

IAC
R - Bottom Plug (BP): connection with the power supply circuit and
R suppressor.
**ON A/C 001-012, 014-099,
(2) Operation
(Ref. Fig. 006)
(a) Interrogation
When the frequency for a DME ground station is selected on the
RMP or by the FMGC, a serial digital tuning word is transmitted
along an ARINC 429 data bus to the range processor in the
interrogator. The range processor uses the frequency data to
provide a tuning word for the synthesizer. In the synthesizer the
Voltage Controlled Oscillator (VCO), which operates in the L-band
range of 1025 to 1150 MHz, generates the transmitter signal which
after amplification is applied to the driver. The frequency of
the VCO is controlled by the Stabilized Master Oscillator (SMO)
circuit which locks on to the selected frequency.
The synthesizer output is pulse modulated in the driver,
amplified to 75 W and applied to the power amplifier. The range
processor provides the trigger signals for the driver modulator.
The driver also provides a local oscillation for the first mixer
in the receiver. In the power amplifier the pulses from the
driver are shaped and amplified to a nominal 500 W. The amplified
pulses are then transmitted through a circulator and a low-pass
filter to the antenna to interrogate the ground station.
(b) Reply signal processing

Reply pulses from a DME ground station are received by the
antenna and applied through the circulator to the receiver.
In the receiver the reply pulses are filtered, amplified and
mixed with the local oscillation from the driver to produce a 63
MHz IF signal. After further amplification and filtering, a
second mixer combines the 63 MHz signal with a local 52.3 MHz
oscillation to produce a 10.7 MHz IF signal which is applied to
the video processor through a video detector.
In the video processor the signal is applied to a threshold
detector and a pulse pair decoder. The threshold detector
determines the range measurement timing. The decoder verifies
that a valid pulse is received and applies the valid video pulse
to the range processor. An audio identification circuit in the
video processor decodes and amplifies the identification signal
transmitted by the DME ground station and provides an output to
the audio system in the aircraft.

R

EFF :

ALL 34-51-00

Page 26
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IAC
DME Interrogator - Simplified Block Diagram
Figure 006

R

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001-012, 014-099, 34-51-00

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(c) Distance measurement
A range counter in the range processor, which generates the
driver and power amplifier trigger pulses, measures the time
interval between the first interrogation pulse and the reception
of the first valid video pulse. The time delay of the reply pulse
is converted to a distance value and stored in memory. During an
interrogation cycle, additional reply pulse delay measurements
are made and processed to produce an accurate range distance.
The range distance data is transmitted through ARINC 429 data
ports to the DMC, the VOR/DME RMI and the FMGC.
(d) Suppression
An external suppression signal is transmitted by each DME
interrogator to the other DME interrogator and ATC systems to
prevent simultaneous transmission and to interrupt reception of
the other systems.
(e) Modes
The DME system has three basic modes: standby, directed and free
scan.
- standby mode: in this mode no distance data is computed, the
NCD indication appears in the VOR/DME RMI, and the NCD signal
is also transmitted to the FMGC. The DME reverts to the standby
mode when it is not communicating with a ground station.
- directed mode: in this mode up to five foreground stations are
designated by the FMGC to the DME interrogator.
- free scanning mode: in this mode any or all of five stations
can be designated by the FMGC. If less than five stations are
designated, the DME fills the empty slots with the closest
stations.
The DME scans the background loop, consisting of the other 247
stations, searching for station pulses.
(3) Monitoring
During normal operation, a self-test routine under microprocessor
control is performed periodically to monitor the following:
(a) Receiver gain
(b) CPU memory circuits, program and clock
(c) Power amplifier output
(d) SMO frequency locking
(e) Range counting

R

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__________

REVISION NO. 57 May 01/08

L.E.P. 1-21 REVISED TO REFLECT THIS REVISION INDICATING

34-10-00 EFFECTIVITY UPDATED

34-10-00 EFFECTIVITY UPDATED

34-10-00 CORRECTION/ADDITION/AMPLIFICATION ALL

34-10-00 EFFECTIVITY UPDATED

34-11-00 03 MOD.36743P5253 REMOVED 101-199, 901-999,

34-11-00 EFFECTIVITY UPDATED

34-11-15 LAYOUT IMPROVED OR EFFECTIVITY UPDATED

34-11-16 MOD.27620P5638 INCORPORATED 101-199, 902-999,

34-11-17 LAYOUT IMPROVED OR EFFECTIVITY UPDATED

34-11-19 CORRECTION/ADDITION/AMPLIFICATION ALL

34-12-00 03 EFFECTIVITY UPDATED

34-12-12 EFFECTIVITY UPDATED

34-12-34 EFFECTIVITY UPDATED

34-13-00 03 EFFECTIVITY UPDATED

34-13-00 CORRECTION/ADDITION/AMPLIFICATION ALL

34-13-00 EFFECTIVITY UPDATED

34-14-00 02 EFFECTIVITY UPDATED

34-14-00 EFFECTIVITY UPDATED

34-15-21 TOPIC CANCELLED

34-18-00 02 EFFECTIVITY UPDATED

34-21-00 MOD.20165P0116 INCORPORATED 001-012, 014-099,

UPDATED ANEMOMETRIC VALUES.

34-22-00 EFFECTIVITY UPDATED

34-22-25 CORRECTION/ADDITION/AMPLIFICATION 101-199, 902-999,

34-22-25 EFFECTIVITY UPDATED

34-36-00 02 TECHNICAL CORRECTIONS 101-199, 901-999,

34-41-00 MOD.34660P8710 INCORPORATED 901-901,

34-42-11 EFFECTIVITY UPDATED

34-43-00 01 EFFECTIVITY UPDATED

34-43-00 02 CORRECTION/ADDITION/AMPLIFICATION 101-199, 902-999,

34-43-00 01 SB 31-1276 01 INCORPORATED 901-901,

34-43-00 02 MOD.36725P9824 INCORPORATED 101-199, 902-999,

34-43-00 03 SB 31-1276 01 INCORPORATED 901-901,

34-43-20 REPRINTED 901-901,

34-48-00 02 EFFECTIVITY UPDATED

34-48-00 03 REPRINTED 901-901,

34-52-00 CORRECTION/ADDITION/AMPLIFICATION 001-012, 014-099, 101-199,

34-53-00 CORRECTION/ADDITION/AMPLIFICATION 101-199, 902-999,

LIST OF EFFECTIVE PAGES

CH/SE/SU C PAGE DATE CH/SE/SU C PAGE DATE CH/SE/SU C PAGE DATE

RECORD 34-00-00 R 4 May01/08 34-10-00 R 311 May01/08

34-11-00 01 15 May01/06 34-11-00 501 May01/07 34-11-16 403 Aug01/07

34-11-18 413 Nov01/07 34-12-00 01 23 Feb01/08 34-12-12 R 405 May01/08

34-13-00 01 16 May01/06 34-13-00 02 11 Feb01/07 34-13-00 03 R 50 May01/08

34-13-00 R 535 May01/08 34-13-00 R 586 May01/08 34-13-00 604 May01/07

34-14-00 01 50 Feb01/08 34-14-00 02 R 43 May01/08 34-14-00 02 D 94

34-14-00 R 530 May01/08 34-18-00 02 R 1 May01/08 34-18-00 02 R 52 May01/08

34-21-00 513 May01/07 34-22-00 02 18 May01/07 34-22-00 R 528 May01/08

34-22-25 R 513 May01/08 34-36-00 02 13 Feb01/07 34-36-00 01 514 May01/06

34-36-31 01 401 May01/06 34-41-00 01 39 May01/06 34-41-00 02 51 Feb01/08

34-41-00 02 A 2 Feb01/08 34-41-11 02 407 Feb01/08 34-42-00 8 Feb01/07

34-42-33 401 Feb01/96 34-43-00 01 R 33 May01/08 34-43-00 01 R 84 May01/08

34-43-00 03 39 Feb01/08 34-43-00 01 302 May01/07 34-43-00 02 504 May01/07

34-43-10 39 May01/07 34-43-11 01 405 May01/07 34-43-20 29 May01/07

34-43-20 80 May01/07 34-48-00 01 2 May01/06 34-48-00 01 53 May01/02

34-48-00 02 16 May01/07 34-48-00 02 67 Aug01/07 34-48-00 02 A 18 Aug01/07

34-48-00 02 A 69 Feb01/08 34-48-00 03 28 Feb01/08 34-48-00 03 79 Feb01/08

34-48-00 01 512 Feb01/08 34-48-34 02 404 Feb01/08 34-51-00 48 Aug01/07

34-52-00 1 May01/07 34-52-00 52 May01/07 34-52-00 510 Aug01/06

34-52-00 561 Feb01/07 34-53-00 11 May01/07 34-53-00 513 Feb01/07