Amm 320 Capitulo 24 Sistemas Elec.

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PAGE
R
R
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N
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N
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21
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512
513
514
515
516
517
401
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407
408
401
402
403
404
405
401
DATE
May01/03
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402
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34-42-11
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34-42-11
34-42-11
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34-42-33
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34-42-45
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513
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401
402
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401
402
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34-43-00
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34-48-00
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D
D
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CH/SE/SU
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34-48-00
34-48-00
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34-48-00
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D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
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D
D
D
D
D
D
D
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6
7
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39
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41
42
43
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47
48
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50
51
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53
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55
56
DATE
CH/SE/SU
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
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34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
34-48-00
01
01
01
01
01
01
01
01
01
01
01
01
01
01
01
01
01
01
01
01
01
01
01
01
01
PAGE
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
57
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61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
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78
79
80
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1
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DATE
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CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
_______
SUBJECT
NAVIGATION - GENERAL
____________________
DESCRIPTION AND OPERATION
General
System Description
ADIRS
Integrated Standby Instrument
System (ISIS) (optional system)
Landing and Taxiing Aids
Independent Position Determining
Dependent Position Determining
________
CH/SE/SU
34-00-00
__________________________________
AIR
DATA/INERTIAL REFERENCE SYSTEM
_______
(ADIRS)
General
34-10-00
___________________________________
AIR DATA/INERTIAL REFERENCE SYSTEM
________
(ADIRS)
MAINTENANCE PRACTICES
ADIRS Start Procedure
IR Alignment Procedure
ADIRS Stop Procedure
34-10-00
___________________________________
________
(ADIRS)
SERVICING
Flushing of the Principal Total
Pressure Lines
Flushing of the Principal Static
Pressure Lines
Draining and flushing of standby
pneumatic circuits
34-10-00
___________________________________
________
(ADIRS)
DEACTIVATION/REACTIVATION
Check of the ADR1
Refer to the MMEL TASK: 34-10-01
ADIRS - Check of all Flight
Control Accelerometers for Correct
Operation
34-10-00
C
_
PAGE ___________
____
EFFECTIVITY
1
1
1
1
3
ALL
ALL
ALL
ALL
ALL
4
5
7
ALL
ALL
ALL
1
1
ALL
ALL
201
201
204
212
ALL
ALL
ALL
ALL
301
301
ALL
ALL
305
ALL
308
ALL
401
401
401
407
ALL
ALL
ALL
ALL
407
ALL
34-CONTENTS
R
MXA
Page 1
May 01/03
CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
SUBJECT
_______
CH/SE/SU
________
___________________________________
________
(ADIRS)
ADJUSTMENT/TEST
Check of the ADIRS CDU Brightness
and Display
Test of the Angle of Attack
Warning
Operational Test of the 5-minute
Time Delay of ADIRU 2 and 3 Power
Disconnection in Emergency
Configuration
34-10-00
SENSORS, POWER SUPPLY AND SWITCHING

General
Component Location
Power Supply
General
ADIRS Power Supply Distribution
in Normal Configuration
ADIRS Power Supply Distribution
after Loss of Main Electrical
Generation
Circuit Breakers
Component Description
Static Probes
Pitot Probes
Air Data Modules (ADM)
Total Air Temperature (TAT)
Sensor
Angle Of Attack (AOA) Sensor
Selector Switches
34-11-00
SENSORS, POWER SUPPLY AND SWITCHING

ADJUSTMENT/TEST
Functional Test of the ADM
Test of the Monitoring of the
ADR/AOA 26VAC Power Supply
Test of the Monitoring of the
ADIRS Power Supply (115VAC-28VDC)
PROBE - PITOT
REMOVAL/INSTALLATION
Removal of the Pitot Probe (9DA1,
9DA2, 9DA3)
34-11-00
C
_
PAGE ___________
____
EFFECTIVITY
501
501
ALL
ALL
505
ALL
511
ALL
1
1
2
5
5
7
ALL
ALL
ALL
ALL
ALL
ALL
ALL
11
12
12
12
16
25
ALL
ALL
ALL
ALL
ALL
ALL
27
31
ALL
ALL
501
501
507
ALL
ALL
ALL
512
ALL
401
401
ALL
ALL
34-11-15
34-CONTENTS
R
MXA
Page 2
May 01/03
CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
_______
SUBJECT
Installation of the Pitot Probe
(9DA1, 9DA2, 9DA3)
PROBE - PITOT
ADJUSTMENT/TEST
Test of the Pitot Probe (9DA1,
9DA2, 9DA3) without the CFDS
PROBE - PITOT
INSPECTION/CHECK
Inspection/Check of the Pitot
Probe (9DA1, 9DA2, 9DA3)
PROBE - STATIC
Removal of the Static Probe (7DA1,
7DA2, 7DA3, 8DA1, 8DA2, 8DA3)
Installation of the Static Probe
(7DA1, 7DA2, 7DA3, 8DA1, 8DA2,
8DA3)
PROBE - STATIC
ADJUSTMENT/TEST
Test of the Static Probe (7DA1,
8DA1, 7DA2, 8DA2, 7DA3, 8DA3)
without the CFDS.
MODULE - AIR DATA
Removal of the Air Data Module
(19FP1, 19FP2, 19FP3, 19FP4,
19FP5, 19FP6, 19FP7, 19FP8)
Installation of the Air Data
Module (19FP1, 19FP2, 19FP3,
19FP4, 19FP5, 19FP6, 19FP7, 19FP8)
MODULE - AIR DATA
ADJUSTMENT/TEST
Test of the Air Data Module
without the CFDS
SENSOR - TOTAL TEMPERATURE
Removal of the TAT Sensor (11FP1,
11FP2)
Installation of the TAT Sensor
(11FP1, 11FP2)
SENSOR - TOTAL TEMPERATURE
ADJUSTMENT/TEST
Test of the TAT Sensor (11FP1,
11FP2) without the CFDS
SENSOR - ANGLE OF ATTACK
CH/SE/SU
________
C
_
____ ___________
PAGE
EFFECTIVITY
406 ALL
34-11-15
501
501
ALL
ALL
601
601
ALL
ALL
401
401
ALL
ALL
405
ALL
501
501
ALL
ALL
401
401
ALL
ALL
406
ALL
501
501
ALL
ALL
401
401
ALL
ALL
405
ALL
501
501
ALL
ALL
401
ALL
34-11-15
34-11-16
34-11-16
34-11-17
34-11-17
34-11-18
34-11-18
34-11-19
34-CONTENTS
R
MXA
Page 3
May 01/03
CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
_______
SUBJECT
Removal of the Angle of Attack
Sensor (3FP1, 3FP2, 3FP3)
Installation of the Angle of
Attack Sensor (3FP1, 3FP2, 3FP3)
SENSOR - ANGLE OF ATTACK
INSPECTION/CHECK
Inspection Sensor Angle of Attack
(3FP1, 3FP2, 3FP3)
CH/SE/SU
________

(ADIRU & CDU)
General
Component Location
Interface
Mechanical Interface
Electrical Interface
ADIRS CDU
ADIRU
CONTROL AND DISPLAY UNIT (CDU) - ADIRS
Removal of the ADIRS CDU (2FP)
Installation of the ADIRS CDU
(2FP)
REFERENCE UNIT - AIR DATA/INERTIAL
(ADIRU)
Removal of the ADIRU (1FP1, 1FP2,
1FP3)
Installation of the ADIRU (1FP1,
1FP2, 1FP3)
REFERENCE UNIT - AIR DATA/INERTIAL
(ADIRU)
INSPECTION/CHECK
ADIRU Removal Criteria
MOUNT - ADIRU
Removal of the ADIRU Mount
Installation of the ADIRU Mount
34-12-00
AIR DATA
General
System Description
ADR Operation
34-13-00
C
_
____ ___________
PAGE
EFFECTIVITY
401 ALL
405
ALL
601
601
ALL
ALL
1
1
1
4
4
4
20
20
24
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
401
401
404
ALL
ALL
ALL
401
401
ALL
ALL
404
ALL
601
601
ALL
ALL
401
401
405
ALL
ALL
ALL
1
1
1
1
ALL
ALL
ALL
ALL
34-11-19
34-12-12
34-12-34
34-12-34
34-12-51
34-CONTENTS
R
MXA
Page 4
May 01/03
CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
_______
SUBJECT
Operation/Control and Indicating
Control
Indicating
Warnings
CH/SE/SU
________
AIR DATA
PFD Mach Number - Overspeed Check
Reactivation of PFD Mach Number Overspeed Check
34-13-00
AIR DATA
ADJUSTMENT/TEST
Operational Test of the AIR DATA
Switching Function
Operational Test of the VMO/MMO
Overspeed Warnings
Operational Test of the ALT
Comparison Warning
Operational Test of the ALT
DYNAMIC SLEW TEST
Operational Test of the CAS
DYNAMIC SLEW TEST
Operational Test of the AOA SENSOR
TEST
Operational Test of the Overspeed
Warnings in the Slats/Flaps and
Landing Gear Extended (VFE/VLE)
Configuration
Functional Test of the Altitude
and Airspeed Data
Leak Test of the Principal Static
and Total Air Data System
INTERFACE TEST of the ADR
Read the CFDIU for the ADR CURRENT
STATUS
34-13-00
ATTITUDE, HEADING AND POSITION

General
System Description
General
Inputs
Software Computation
C
_
____ ___________
PAGE
EFFECTIVITY
39 ALL
39 ALL
39 ALL
48 ALL
401
401
404
ALL
ALL
ALL
501
501
ALL
ALL
505
ALL
513
ALL
518
ALL
522
ALL
526
ALL
527
ALL
536
ALL
543
ALL
548
555
ALL
ALL
1
1
1
1
1
5
ALL
ALL
ALL
ALL
ALL
ALL
34-14-00
34-CONTENTS
R
MXA
Page 5
May 01/03
CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
SUBJECT
_______
CH/SE/SU
________
IR Output Data
Control
Indicating
Warnings
ADIRUs Performance Criteria
ATTITUDE, HEADING AND POSITION
ADJUSTMENT/TEST
Operational Test of the
Attitude/Heading (ATT/HDG)
Switching Function
Attitude/Heading (ATT/HDG)
Comparison Warning
Interface Test of the IR
Read CFDIU for IR CURRENT STATUS
34-14-00
ADIRS - BITE
General
Component Location
Computers Directly Linked to the
CFDS
ADIRS Control Panel
Other LRUs of the System
System Description
Reporting Function
Interactive Function
34-18-00
STANDBY DATA : ALTITUDE AND AIRSPEED

General
Component Location
System Description
Standby Altimeter
Standby Airspeed Indicator
34-21-00
STANDBY DATA : ALTITUDE AND AIRSPEED

ADJUSTMENT/TEST
Low range leak test of standby
pneumatic circuits
Functional Test of the Standby
Airspeed Indicator
C
_
____ ___________
PAGE
EFFECTIVITY
15 ALL
33 ALL
33 ALL
43 ALL
54 ALL
54 ALL
501
501
ALL
ALL
505
ALL
510
517
ALL
ALL
1
1
3
3
ALL
ALL
ALL
ALL
3
4
5
5
19
ALL
ALL
ALL
ALL
ALL
1
1
1
1
1
6
ALL
ALL
ALL
ALL
ALL
ALL
501
501
ALL
ALL
506
ALL
34-21-00
34-CONTENTS
R
MXA
Page 6
May 01/03
CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
_______
SUBJECT
Functional Test of the Standby
Altimeter
ALTIMETER - STANDBY
Removal of the Standby Altimeter
(3FN)
Installation of the Standby
Altimeter (3FN)
ALTIMETER - STANDBY
ADJUSTMENT/TEST
ADJUSTING/ALIGNING/CALIBRATING of
the Standby Altimeter
INDICATOR - STANDBY AIRSPEED
Removal of the Standby Airspeed
Indicator (9FN)
Airspeed Indicator (9FN)
INDICATOR - STANDBY AIRSPEED
ADJUSTMENT/TEST
ADJUSTING/ALIGNING/CALIBRATING of
the Standby Airspeed Indicator
CH/SE/SU
________
STANDBY DATA : ATTITUDE AND HEADING

General
Standby Heading
Standby Attitude
Component Location
System Description
Standby Compass
Standby Horizon Indicator
34-22-00
STANDBY DATA : ATTITUDE AND HEADING

ADJUSTMENT/TEST
Operational Check of the standby
compass including light test and
visual check
Compensation Adjustment/Test of
the Standby Compass
COMPASS - STANDBY
Removal of the Standby Compass
(2FN)
C
_
____ ___________
PAGE
EFFECTIVITY
509 ALL
34-21-22
401
401
ALL
ALL
404
ALL
501
501
ALL
ALL
401
401
ALL
ALL
404
ALL
501
501
ALL
ALL
1
1
1
1
1
1
1
5
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
501
501
ALL
ALL
504
ALL
401
401
ALL
ALL
404
ALL
34-21-22
34-21-26
34-21-26
34-22-00
34-22-23
34-CONTENTS
R
MXA
Page 7
May 01/03
CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
_______
SUBJECT
Compass (2FN)
COMPASS - STANDBY
INSPECTION/CHECK
Detailed Visual Inspection of the
Standby Compass Damping Fluid
INDICATOR - STANDBY HORIZON
Removal of the Standby Horizon
Indicator (7FN)
Horizon Indicator (7FN)
CH/SE/SU
________
ILS
34-36-00
PAGE ___________
____
EFFECTIVITY
34-22-23
601
601
ALL
ALL
401
401
ALL
ALL
404
ALL
1
1
1
1
1
1
7
11
11
12
12
18
18
18
20
22
22
22
22
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
501
501
507
510
ALL
ALL
ALL
ALL
401
401
ALL
ALL
404
ALL
34-22-24

General
Component Location
System Description
Principle
System Architecture
Utilization Technical Data
Warnings
Power Supply
Component description
Receiver
Antennas
Operation
Control
Reconfiguration Switching
BITE Function
Access to ILS Sub-Menu Functions
Activation of the Test Function
Power-up Tests Initialization
and Cockpit Repercussions
ILS
ADJUSTMENT/TEST
BITE Test of the ILS
Operational Test of the ILS
Functional Test of the ILS
ANTENNA - LOCALIZER
Removal of the Localizer Antenna
(3RT)
Installation of the Localizer
Antenna (3RT)
C
_
34-36-00
34-36-11
34-CONTENTS
R
MXA
Page 8
May 01/03
CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
_______
SUBJECT
ANTENNA - GLIDE/SLOPE
Removal of the Glide/Slope Antenna
(4RT)
Installation of the Glide/Slope
Antenna (4RT)
RECEIVER - ILS
Removal of the ILS Receiver (2RT1,
2RT2)
Installation of the ILS Receiver
(2RT1, 2RT2)
________
CH/SE/SU
34-36-18
WEATHER RADAR SYSTEM

General
Component Location
System Description
General
General Technical
Characteristics
Power Supply
Weather Radar Transceiver
Weather Radar Antenna
Weather Radar Control Unit
Weather Radar Wave guide and
Wave guide Switch
Data Word and Control Word
Definition
Data Word and Control Word
Definition
Operation
Basic Principles
Control and Indicating
Utilization of Controls and
Indicating
Test
Maintenance Test
Maintenance Indicators on
Transceiver and Antenna Drive
BITE Function
34-41-00
C
_
PAGE ___________
____
EFFECTIVITY
401
401
ALL
ALL
404
ALL
401
401
ALL
ALL
404
ALL
1
1
1
4
4
9
ALL
ALL
ALL
ALL
ALL
ALL
10
10
10
15
17
17
ALL
ALL
ALL
ALL
ALL
ALL
17
ALL
18
ALL
21
21
21
23
ALL
ALL
ALL
ALL
29
29
31
ALL
ALL
ALL
33
39
ALL
ALL
34-36-31
34-CONTENTS
R
MXA
Page 9
May 01/03
CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
_______
SUBJECT
WEATHER RADAR SYSTEM
ADJUSTMENT/TEST
Functional test of the Tilt
Control of the Weather-Radar
Antenna Drive-Unit
BITE Test of the Weather Radar
System Test of the Weather Radar
ANTENNA ASSEMBLY - WEATHER RADAR
Removal of the Antenna Assembly Weather Radar (7SQ, 11SQ)
Installation of the Antenna
Assembly - Weather Radar (7SQ,
11SQ)
CONTROL UNIT - WEATHER RADAR
Removal of the Weather Radar
Control Unit (3SQ)
Installation of the Weather Radar
Control Unit (3SQ)
TRANSCEIVER - WEATHER RADAR
Transceiver (1SQ1, 1SQ2)
Transceiver (1SQ1, 1SQ2)
MOUNTING TRAY - WEATHER RADAR
TRANSCEIVER
Transceiver Mounting Tray (9SQ)
Transceiver Mounting Tray (9SQ)
WAVE GUIDE ASSEMBLY
Removal of the Wave Guide Assembly
Installation of the Wave Guide
Assembly
________
CH/SE/SU
34-41-00
RADIO ALTIMETER
General
Component Location
System Description
Principle
System Architecture
34-42-00
C
_
PAGE ___________
____
EFFECTIVITY
501
501
ALL
ALL
508
512
ALL
ALL
401
401
ALL
ALL
405
ALL
401
401
ALL
ALL
404
ALL
401
401
ALL
ALL
404
ALL
401
401
ALL
ALL
404
ALL
401
401
406
ALL
ALL
ALL
1
1
1
1
1
1
ALL
ALL
ALL
ALL
ALL
ALL
34-41-11
34-41-12
34-41-33
34-41-37
34-41-41
34-CONTENTS
R
MXA
Page 10
May 01/03
CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
SUBJECT
_______
CH/SE/SU
________

Warnings
Power Supply
Transceiver
Antennas
Fans
Operation
Control
Test
Access to Radio Altimeter
Sub-menu Functions
RADIO ALTIMETER
ADJUSTMENT/TEST
BITE Test of the Radio Altimeter
Operational Check and Detailed
Inspection for Contamination of
the Radio Altimeter Fan
Ramp Test of the Radio Altimeter
Warning Test of the Radio
Altimeter
ANTENNA - RADIO ALTIMETER
Removal of the Radio Altimeter
Antennas 5SA1, 5SA2, 6SA1, 6SA2
Installation of the Radio
Altimeter Antennas 5SA1, 5SA2,
6SA1, 6SA2
TRANSCEIVER - RADIO ALTIMETER
Removal of the Radio Altimeter
Transceiver 2SA1 and 2SA2
Altimeter Transceiver 2SA1 and
2SA2
FAN - RADIO ALTIMETER TRANSCEIVER
Removal of the Radio
Altimeter-Transceiver Fan 3SA1
(3SA2)
C
_
____ ___________
PAGE
EFFECTIVITY
5 ALL
7 ALL
7 ALL
7 ALL
7 ALL
12 ALL
12 ALL
12 ALL
12 ALL
12 ALL
14 ALL
14 ALL
14
16
ALL
ALL
501
501
504
ALL
ALL
ALL
508
512
ALL
ALL
401
401
ALL
ALL
406
ALL
401
401
ALL
ALL
404
ALL
401
401
ALL
ALL
34-42-00
34-42-11
34-42-33
34-42-45
34-CONTENTS
R
MXA
Page 11
May 01/03
CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
_______
SUBJECT
Altimeter-Transceiver Fan 3SA1
(3SA2)
FAN - RADIO ALTIMETER TRANSCEIVER
CLEANING/PAINTING
Cleaning of the Radio Altimeter
Transceiver Fan
CH/SE/SU
________
TCAS (TRAFFIC COLLISION AVOIDANCE

SYSTEM)
General
Component Location
System Description
Principle
System Architecture
Associated Items
Peripherals
ATC/TCAS Control
Unit-Operational Use
34-43-00
GROUND PROXIMITY WARNING SYSTEM (GPWS)

General
Component Location
System Description
General
Warnings
Digital Data Inputs
Discrete Data Inputs
Warning Outputs
Monitor Output
Bus Output
Audio Output
Power Supply
GPWC (1WZ)
GPWC (1WZ)
GPWC (1WZ)
Pushbutton Switches
SYS Pushbutton Switch 9WZ
Operation
General
Detailed Operation - Modes 1
34-48-00
C
_
____ ___________
PAGE
EFFECTIVITY
405 ALL
34-42-45
701
701
ALL
ALL
1
1
1
1
1
1
5
5
7
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
1
1
1
3
3
3
3
3
6
6
6
6
8
8
8
14
14
17
17
26
26
27
27
41
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
001-011,
001-011,
012-099,
012-099,
001-011,
001-011,
ALL
ALL
ALL
ALL
001-011,
34-CONTENTS
R
MXA
Page 12
May 01/03
CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
SUBJECT
_______
CH/SE/SU
________
C
_
through 5
Envelope Modulation
through 5
Envelope Modulation
Warning Generation and
Inhibition
GPWC Maintenance Output
Test
Airborne Self-test
Ground Self-Test
Ground Vocabulary Test
Status History Test
Fault Messages
Status History Test
CFDS Interface
Status History Test
CFDS Interface
ENHANCED GROUND PROXIMITY WARNING
SYSTEM (GPWS)
General
Basic GPWS Modes
Enhanced Features
Component Location
System Description
General
Warnings
Digital Data Inputs
Discrete Data Inputs
Warning Outputs
Monitor Outputs
Bus Output
Audio Output
Power Supply
Interface
Digital Outputs
Enhanced GPWC
Pushbutton Switches
Operation
PAGE ___________
____
EFFECTIVITY
49
54
001-011,
ALL
60
62
ALL
ALL
65
67
67
67
68
68
71
74
75
77
78
82
84
85
ALL
ALL
ALL
ALL
001-011,
001-011,
001-011,
012-099,
012-099,
012-099,
001-011,
001-011,
001-011,
ALL
1
1
1
3
3
6
6
6
6
8
8
11
11
11
11
12
12
29
29
37
39
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
34-48-00
2
34-CONTENTS
R
MXA
Page 13
May 01/03
CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
SUBJECT
_______
CH/SE/SU
________
General
through 5
Envelope Modulation
Enhanced Features
Warning Generation and
Inhibition
Enhanced GPWC Maintenance Output
Test
Self-Tests
CFDS Interface
BITE Implementation
SERVICING
Uploading of the Enhanced GPWC
Data Base
34-48-00

ADJUSTMENT/TEST
Operational Test of GPWS Ground
Self-test Function
Operational Test of Enhanced GPWS
Ground Self-test Function
Operational Test of the GPWS with
Stall Warning Test and Activation
of the: GPWS/SYS Pushbutton Switch
and EMER CANC Key
Operational Test of the Enhanced
GPWS with Stall Warning Test and
Activation of the GPWS/SYS
Pushbutton Switch and EMER CANC
Key
STATUS/HISTORY
BITE Test of the GPWS
BITE Test of the Enhanced GPWC
COMPUTER - GROUND PROXIMITY WARNING
(GPWC)
Removal of the GPWC (1WZ)
Installation of the GPWC (1WZ)
34-48-00
DME
C
_
____ ___________
PAGE
EFFECTIVITY
39 ALL
41 ALL
54
58
76
ALL
ALL
ALL
77
77
77
85
93
ALL
ALL
ALL
ALL
ALL
301
301
ALL
ALL
501
501
ALL
ALL
505
ALL
511
ALL
515
ALL
519
ALL
522
525
ALL
ALL
401
401
404
ALL
ALL
ALL
34-48-34
34-51-00
34-CONTENTS
R
MXA
Page 14
May 01/03
CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
_______
SUBJECT
General
Component Location
System Description
Principle
System Architecture
Power Supply
DME Interrogator
DME Antenna
Operation
Control
BITE Function
Access to DME Sub-menu Functions
CH/SE/SU
________
DME
ADJUSTMENT/TEST
BITE Test of the DME
Operational Test of the DME
Functional Test of the DME
ANTENNA - DME
Removal of the DME Antenna (3SD1,
3SD2)
Installation of the DME Antenna
(3SD1, 3SD2)
INTERROGATOR - DME
Removal of the DME Interrogator
(2SD1, 2SD2)
Installation of the DME
Interrogator (2SD1, 2SD2)
34-51-00
ATC/MODE S (SELECT)
General
Component Location
System Description
Principle
System Architecture
Warning
Power Supply
C
_
____ ___________
PAGE
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CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
_______
SUBJECT
ATC Transponder
Control Unit
Antenna
Operation
Control
Test
Maintenance Test
ATC
ADJUSTMENT/TEST
BITE Test of the ATC
Operational Test of the ATC
Functional Test of the Altitude
Reporting Function
Functional Test of the ATC/Mode S
Transponder
Functional Test of the ATC/Mode S
Transponder
Functional Test of the ATC
Antennas
ANTENNA - ATC
Removal of the ATC Antenna (7SH1,
7SH2, 7SH3, 7SH4)
Installation of the ATC Antenna
(7SH1, 7SH2, 7SH3, 7SH4)
CONTROL UNIT - ATC/TCAS
Removal of the ATC/TCAS Control
Unit (3SH)
Installation of the ATC/TCAS
Control Unit (3SH)
TRANSPONDER - ATC/MODE S
Removal of the ATC/Mode S
Transponder (1SH1, 1SH2)
Installation of the ATC/Mode S
Transponder (1SH1, 1SH2)
ADF
CH/SE/SU
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CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
_________________
_______
SUBJECT
General
Component Location
System Description
Principle
System Architecture
Utilisation Technical Data
Warning
Power Supply
ADF Receiver
Loop and Sense Antenna
Operation
Test
Maintenance Test
ADF
ADJUSTMENT/TEST
BITE Test of the ADF
Operational Test of the ADF
ANTENNA - ADF LOOP AND SENSE
Removal of the ADF Loop and Sense
Antenna
Installation of the ADF Loop and
Sense Antenna
RECEIVER - ADF
Removal of the ADF Receiver (2RP1,
2RP2)
Installation of the ADF Receiver
(2RP1, 2RP2)
VOR/MARKER
General
Foreword
VOR System
MARKER System
Component Location
System Description
Principle
System Architecture
CH/SE/SU
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CHAPTER 34
__________
NAVIGATION
TABLE OF CONTENTS
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SUBJECT
_______
CH/SE/SU
________
Warning
Power Supply
VOR/MKR Receiver
Antennas
Operation
Control
BITE Function
Access to the VOR/MKR Sub-menu
Functions
VOR/MARKER
ADJUSTMENT/TEST
BITE Test of the VOR/MKR
Operational Test of the VOR/MKR
Functional Test of the VOR/MKR
ANTENNA - VOR
Removal of the VOR Antenna 4RS
Installation of the VOR Antenna
4RS
ANTENNA - MARKER
Removal of the Marker Antenna
(1RS)
Installation of the Marker Antenna
(1RS)
RECEIVER - VOR/MARKER
Removal of the VOR/MKR Receiver
(3RS1, 3RS2)
Installation of the VOR/MKR
Receiver (3RS1, 3RS2)
RMI - VOR/ADF/DME
Removal of the VOR/ADF/DME RMI
(21FN)
Installation of the VOR/ADF/DME
RMI (21FN)
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NAVIGATION - GENERAL - DESCRIPTION AND OPERATION

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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 :
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(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.
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(b) A standby system

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The standby system includes a standby altimeter, a standby

airspeed indicator and a metric altimeter (optional) (Ref.
34-21) and the optional system ISIS (Ref. 34-22). They are
provided with pressure by static probes and pitot probe linked
to the ADIRU 3.
More explanations are given in the ADIRU system (Ref. 34-13).
KLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLM

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Navigation - Systems Overvieww

Figure 001

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(2) Attitude, heading and position function

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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
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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).
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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.
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(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:

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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).
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C. Landing and Taxiing Aids

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

The aircraft is equipped with one PVI installed on the glareshield
panel 131VU, Captain?s 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).
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(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).
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(3) Instrument Landing System (ILS) or Multi-Mode

(optional system)
Both ILS or MMR receivers are controlled from
Management Panels (RMPs) featuring two output
output and one dialog output.
All data are shown on the EFIS displays.
More explanations are given in the ILS system
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Receiver (MMR)
FMGCs and Radio
channels, one command
(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.

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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).
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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.
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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.
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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 :
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(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).
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NOTE : The Electronic Flight Instrumental System (EFIS) controls the

____
operation and superimposes the weather picture on the
Navigation Display.
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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.

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More explanations are given in the W/R system (Ref. 34-41).
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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).
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(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).
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(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.
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(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.

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(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.
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

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(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).
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(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).
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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).
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(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).
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(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.

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More explanations are given in the GPS system (Ref. 34-58).

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AIR DATA/INERTIAL REFERENCE SYSTEM (ADIRS) - DESCRIPTION AND OPERATION

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1. General
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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(s)) (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 (ADMs) 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).
These 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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AIR DATA/INERTIAL REFERENCE SYSTEM (ADIRS) - MAINTENANCE PRACTICES

__________________________________________________________________
TASK 34-10-00-860-002
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
31-60-00-860-001
Energize the Aircraft Electrical Circuits from the

External Power
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 24-41-00-861002).
(2) Do the EIS start procedure (PFDs and NDs only) (Ref. TASK 31-60-00860-001).

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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:
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------------------------------------------------------------------------------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
121VU
121VU
121VU
121VU
121VU
121VU
121VU
121VU
ADIRS/ADIRU/2PWR/SHED
ADIRS/ADIRU/3PWR/SWTG
ADIRS/ADIRU/2/26VAC AND AOA
ADIRS/ADIRU/2/115VAC
ADIRS/ADIRU/2/28VDC
ADIRS/ADIRU/3/28VDC
10FP
9FP
5FP2
5FP3
4FP2
4FP3
6FP2
6FP3
N11
N10
N09
N08
N07
N06
N05
N04
4. Procedure
_________
Subtask 34-10-00-710-065
A. ADIRS Start Procedure
(1) On the overhead panel, on the ADIRS CDU, set the three OFF/NAV/ATT
selector switches to NAV.
(2) 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.
(3) Make sure that the FAULT and OFF legends of the ADR1, ADR2 and ADR3
pushbutton switches are off.

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(4) 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.
(5) 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.
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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Page 203
Feb 01/96
TASK 34-10-00-860-004
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
31-60-00-860-001

External Power
EIS Start Procedure
3. __________
Job Set-up
Subtask 34-10-00-860-057
(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 (in). 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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Page 204
Feb 01/96
(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
R
R
R
R
R
R
IDENT. LOCATION
------------------------------------------------------------------------------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
49VU NAV PROBES/ADIRU3/PWR/SWTG
8FP
F09
5FP1
F07
4FP1
F06
6FP1
C02
121VU
121VU
121VU
121VU
121VU
121VU
121VU
121VU
121VU
121VU
121VU
CFDS/CFDIU/SPLY
CFDS/CFDIU/BACK/UP
AUTO FLT/FCU/2
AUTO FLT/FMGC/2
AUTO FLT/MCDU/2
2TW
8TW
9CA2
10CA2
11CA2
10FP
9FP
5FP2
5FP3
4FP2
4FP3

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N
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N
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J18
J17
M21
M17
N20
N11
N10
N09
N08
N07
N06
Page 205
May 01/99
IDENT. LOCATION
------------------------------------------------------------------------------121VU ADIRS/ADIRU/2/28VDC
6FP2
N05
121VU ADIRS/ADIRU/3/28VDC
6FP3
N04
121VU HYDRAULIC/LGCIU/SYS2
2GA
Q35
121VU HYDRAULIC/LGCIU/SYS1/GRND SPLY
52GA
Q34
4. Procedure
_________
Subtask 34-10-00-860-058
A. IR Alignment from the ADIRS CDU
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the ADIRS CDU:
- set the three OFF/NAV/ATT
selector switches to NAV
On the ADIRS CDU:

- the OFF legend of the ADR1, ADR2 and
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
present position (example for
Toulouse):
N 43 36? 8?? then push the ENT
key,
The ADIRS CDU shows the coordinates

N 43-36-8 (in the left part of the
display) and
E 1-21-9 (in the right part of the
display).

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Page 206
May 01/99
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------E 1 21? 9?? then push the ENT
key.
NOTE : If the coordinates are
____
incorrect, push the CLR
key and enter new data as
above.
R
R
R
R
R
R
NOTE : If an incorrect longitude

____
is entered two times in
sequence during PPOS
entry, the ADIRU?s will
accept this position until
the subsequent alignment.
switch to 2, then to 3 and make
sure that the coordinates shown
are the same for the three
ADIRUs. Set the SYS DISPLAY
selector switch to 1.
After a time delay of approximately 5

minutes:
- on the CAPT and F/O NDs , the HDG
warning flags go out of view and the
heading dial comes into view.
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 and the IRS ALIGNED
indication comes into 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 mod
STS - XCESS MOTION
| Excessive movements of the aircraft
| during the alignment.
STS - ADR FAULT
| ADR non valid.

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Page 207
Feb 01/97
----------------------------------------------------------------------------MAINTENANCE INDICATION
|
DESCRIPTION
ON THE CDU
|
----------------------------------------------------------------------------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.
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.
2. On the ADIRS CDU:
On the ADIRS CDU:

- the OFF legend of the ADR pushbutton
switches stays off after flashing
twice
- 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 FMGEC 1 and 2 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.

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Page 208
Feb 01/97
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------3. On the MCDU1 or 2:
On the MCDU1 or 2:
- turn the BRT knob.
- push the MCDU MENU mode key.
The MCDU MENU page comes into view.
- push the line key adjacent to

FMGC indication.
The A/C status page comes into view.
- push the INIT mode key.
The INIT A page comes into view.
- enter an airline code route.
The code number is shown in the

scratchpad line (lower part of the
MCDU).

the CO RTE indication
- The code number comes into view below

the CO RTE indication.
- The latitude and longitude are shown
below the LAT and LONG indications.
The slew prompts (arrow up and arrow
down) 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.
R
R
R
R
R
NOTE : If an incorrect longitude is

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

decrease:
- by 1 minute, each time you push the
slew key
- by 1 minute/second, if you push and
hold the slew key.

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Page 209
Feb 01/97
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------5. For the LONG change:
- on the MCDU, push the line key
adjacent to the LONG
coordinates.
The slew prompts (arrow up and arrow

down) move to the LONG indication.
- on the MCDU keyboard, push one

of the two slew keys.
The LONG coordinates increase or

decrease as for the LAT.
6. On the MCDU, push the line key

adjacent to the ALIGN IRS
indication.
On the MCDU, the ALIGN IRS indication

goes out of view.
7. On the ADIRS CDU, set the SYS

DISPLAY selector switch to 2,
then to 3 and make sure that the
coordinates shown are the same
for the three ADIRUs. Set the SYS
DISPLAY selector switch to 1
The coordinates which are in view on

the ADIRS CDU are the same as the
coordinates shown on the MCDU
minutes:
- on the CAPT and F/O NDs, the HDG
warning flags go out of view and the
heading dial comes into view.
minutes:
- on the ADIRS CDU, the ALIGN legend of
the IR1, IR2 and IR3 goes off.
IRS IN ALIGN 1 MN indication goes out
of view.
8. On the related circuit breaker:

- open the circuit breaker 10CA1.
- close the circuit breaker
10CA2.
9. Do the same test from the para.
2.
Same results.
10. On the related circuit breaker

panel, close the circuit breaker
10CA1.

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Page 210
Feb 01/97
5. Close-up
________
Subtask 34-10-00-410-062
A. Close Access

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Page 211
Feb 01/97
TASK 34-10-00-860-005
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
A. Referenced Information
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------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.

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N
N
R N
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N
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Page 212
Feb 01/97
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).

NEFF :
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N 34-10-00
N
N
N
NMXA
N
N
Page 213
Feb 01/97
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
R
Refer to the MPD TASK: 341100-01

2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
98D34103002000
98D34103003000
dry nitrogen source - 2 bars (29 psi)

1 ADAPTERS - AIR DATA SYSTEM FLUSHING
1 ADAPTER, PITOT - PNEUMATIC CLEANER
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-10-00-991-001
Fig. 301
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).

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N
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N
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Page 301
May 01/03
Routing of Pressure Lines

Figure 301/TASK 34-10-00-991-001

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Page 302
Feb 01/96
Subtask 34-10-00-860-051
B. Connect the Dry Nitrogen Source
(1) Disconnect the quick-disconnect coupling from the ADM 19FP1 (19FP2).
R
R
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.
4. Procedure
_________
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.
(8) Connect the quick-disconnect coupling to the ADM 19FP1 (19FP2).
NOTE : After the connection:
____
- make sure that a colored ring is shown on the
quick-disconnect coupling
- pull the connectors to be sure that they are correctly
attached.

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Page 303
Nov 01/00
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).

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N
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N
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Page 304
Nov 01/00
TASK 34-10-00-170-002
Flushing of the Principal Static Pressure Lines
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
98D34103002000

------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------R
52-41-00-410-002
34-10-00-991-001
Close the Avionics Compartment Doors after Access

Fig. 301
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.

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N
N
N
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N
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Page 305
May 01/02
Subtask 34-10-00-860-052
B. Connect the Dry Nitrogen Source
(1) Disconnect the quick-disconnect coupling from the ADM 19FP4 or 19FP5
(19FP6 or 19FP7).
R
R
R
(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).
(3) Attach the hose to prevent movement.
4. Procedure
_________
Subtask 34-10-00-170-051
A. Flushing of the Static Pressure Line
(1) Blow the gas into the hose at a pressure of 2 bars (29 psi) for
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 .

(6) Release the hose.
(7) Connect the quick-disconnect coupling to the ADM 19FP4 or 19FP5
(19FP6 or 19FP7).
____
attached.

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N
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NMXA
N
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Page 306
Nov 01/00
5. Close-up
________
Subtask 34-10-00-410-060
A. Close Access
items.
R
(2) Close the access door 824 (Ref. TASK 52-41-00-410-002).


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N
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Page 307
May 01/02
TASK 34-10-00-170-003
R
R
Draining and flushing of standby pneumatic circuits

1. __________________
Reason for the Job
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
98D34003500000
98D34103002000
98D34103003000
blanking cap
2 ADAPTER COVER-STATIC PORT
1 ADAPTER, PITOT - PNEUMATIC CLEANER
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------R
12-24-34-600-001
34-21-00-790-001
34-21-22-000-001
34-21-22-400-001
34-21-26-000-001
34-21-26-400-001
34-10-00-991-002
Bleeding of the Standby Air Data System

Low range leak test of standby pneumatic circuits
Removal of the Standby Altimeter (3FN)
Installation of the Standby Altimeter (3FN)
Removal of the Standby Airspeed Indicator (9FN)
Installation of the Standby Airspeed Indicator (9FN)
Fig. 302
3. __________
Job Set-up
(Ref. Fig. 302/TASK 34-10-00-991-002)
____

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Page 308
May 01/03
Location of Components Related to the Standby Pressure Lines-Schematic

Figure 302/TASK 34-10-00-991-002

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Page 309
Feb 01/96
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 quick-disconnect coupling. 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 34-21-26000-001).
(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.
R
R
R
R
(7) Connect a ADAPTERS - AIR DATA SYSTEM FLUSHING 3-pin adapter

(98D34103002100) ) to the hose of the standby altimeter and a
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).
(9) Attach the hoses to prevent movement.

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N
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N
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Page 310
Nov 01/00
4. Procedure
_________
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.
Subtask 34-10-00-860-054
B. Put the aircraft back to its initial configuration.
R
(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 quick-disconnect coupling to the pressure switch 14WN
(3).

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N
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Page 311
Nov 01/00
(6) Connect the quick-disconnect coupling (8) to the ADM 19FP3 and the
quick-disconnect coupling (4) to the ADM 19FP8.
____
quick-disconnect couplings (4) and (8)
attached.
(7) 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.
(8) Release the hoses.
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.

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N
N
R N
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N
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Page 312
Nov 01/00
AIR DATA/INERTIAL REFERENCE SYSTEM (ADIRS) - DEACTIVATION/REACTIVATION

______________________________________________________________________
TASK 34-10-00-040-001
Check of the ADR1
1. __________________
Reason for the Job
Air data inertial reference
ADIRS
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------R
No specific
No specific
circuit breaker(s) safety clip(s)

------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-32-00-860-010
31-60-00-860-001
31-60-00-860-002

External Power
Procedure to Get Access to the SYSTEM REPORT/TEST NAV
Page
EIS Start Procedure
EIS Stop Procedure

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N
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N
N
Page 401
May 01/00
3. __________
Job Set-up
Subtask 34-10-00-860-072
(2) On the center pedestal, on the MCDU, get the SYSTEM REPORT/TEST/NAV
page
(Ref. TASK 31-32-00-860-010).
- on the ADIRS CDU, set the OFF/NAV/ATT selector for ADR1 to NAV.
- on the ELEC panel 35VU, make sure that the battery voltage is
correct, between 26VDC and 30VDC.
(5) On the center pedestal, on the ECAM control panel, push the STS key.
(6) On the glareshield 13VU, on the CAPT EFIS control sections of the
FCU, set the mode selector switch to ROSE/NAV.
Subtask 34-10-00-010-066
B. Get Access

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Page 402
Feb 01/96
Subtask 34-10-00-865-080
IDENT. LOCATION
------------------------------------------------------------------------------49VU AUTO FLT/FCU/1
9CA1
B05
1GA
C09
5FP1
F07
4FP1
F06
6FP1
C02
121VU AUTO FLT/FCU/2
9CA2
M21
2GA
Q35
52GA
Q34
Subtask 34-10-00-865-081
D. Open, safety and tag this(these) circuit breaker(s):
IDENT. LOCATION
------------------------------------------------------------------------------105VU ELEC/CSM/G /EV AUTO/SPLY
7XE
C01
4. Procedure
_________
Subtask 34-10-00-740-052
A. Check of the ADR1
NOTE : - Ignore the warnings and indications (VLE, ...) which are not
____
related to this ADR1 test.
- The actions and the results of this procedure occur on the MCDU
used.
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------R
R
R
R
R
On the CAPT PFD:

- the SPD and ALT flags go out of view,
- the speed and altitude indications
(30 Kts and local altitude) are
shown.

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Page 403
May 01/03
R
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------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------If ADR2 and ADR3 are aligned
The OFF legend of the ADR2 and ADR3
(aircraft at line stop):
pushbutton switches comes on.
- push the ADR2 and ADR3
pushbutton switches
2. On the MCDU:
On the MCDU:

the ADR1 indication
- the ADIRS ADR1 1/2 page comes into

view.
R
R

the OUTPUT TESTS indication
- the OUTPUT TESTS page comes into

view.
R
R

the INTERFACE TEST indication
- the ADIRS ADR1 INTERFACE TEST 1/2

page comes into view.
R
R

the START TEST indication
From 0 to 5 seconds:
- on the ADIRS CDU, the FAULT and OFF
legends of the ADR1 pushbutton switch
come on then go off
- on the CAPT 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 ND, the TAS indication
goes out view
- on the panels 130VU and 131VU, the
MASTER WARN lights come on
- you can hear the continuous chime and
RETARD audio message.
- on the CAPT PFD, the warnings go out
of view
- on the lower ECAM display unit, in
the Inop System part, the message ADR
2 + 3 comes into view
- on the CAPT PFD, the altitude
increases.
After 10 seconds:
- on the CAPT PFD, these values are
shown:
CAS: 367.7Kts
MACH: 0.66 M
ALTITUDE: 10000 Ft
R
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R
R
R
R
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Page 404
May 01/03
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- on the CAPT ND, this value is shown:
TAS: 433 Kts
- on the upper ECAM display unit, this
indication is shown:
OVERSPEED
VMO/MMO 350/.82
the RETURN/TEST STOP
indication.
The test procedure stops:

OVERSPEED warning indication goes out
of view
- on the CAPT PFD, the speed and
altitude indications go back to their
initial value
- on the MCDU, make sure that there are
no class 1 or Class 2 messages.
These messages can come into view:
- SFCC1 (21CV)/SFCC2 (22CV)/ADIRU1
(1FP1)
or
- SFCC 1/2 (21CV/22CV)/ADIRU1 (1FP1)
AOA INPUT A
or
- SFCC 1/2 (21CV/22CV)/ADIRU1 (1FP1)
AOA INPUT B
or
- SFCC1 (21CV) /SFCC2 (22CV)
5. Close-up
________
Subtask 34-10-00-860-073
(1) On the MCDU, push the line key adjacent to the RETURN indication
until the CFDS menu page comes into view.
(2) Do the EIS stop procedure (Ref. TASK 31-60-00-860-002).
(Ref. TASK 24-41-00-862-002).

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Page 405
May 01/03
Subtask 34-10-00-865-082
R
R
R
B. Remove the safety clip(s) and the tag(s) and close this(these) circuit
breaker(s):
7XE
Subtask 34-10-00-410-066
C. Close Access

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Page 406
May 01/03
TASK 34-10-00-040-002
ADIRS - Check of all Flight Control Accelerometers for Correct Operation
1. __________________
Reason for the Job
Air data inertial reference
ADIRS
ADIRS (FAA Only)
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------R
R
R
R
R
R
R
R
24-41-00-861-002
24-41-00-862-002
27-96-00-740-001
31-60-00-860-001
31-60-00-860-002

External Power
BITE Test of the EFCS (Ground Scanning)
EIS Start Procedure
EIS Stop Procedure
3. __________
Job Set-up
Subtask 34-10-00-860-077
R
(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).

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Page 407
Nov 01/02
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:
R
R
(1) Do the BITE test of the EFCS (Ground Scanning) (Ref. TASK 27-96-00740-001).
(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).

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Page 408
Nov 01/02
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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002

External Power
3. __________
Job Set-up
Subtask 34-10-00-860-063
(1) Energize the aircraft electrical circuits. (Ref. TASK 24-41-00-861002)
(2) on the panel 20VU, on the ADIRS CDU, make sure that the three
OFF/NAV/ATT selector switches are at OFF.

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Page 501
Feb 01/96
Subtask 34-10-00-010-063
B. Get Access
Subtask 34-10-00-865-050
R
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R
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IDENT. LOCATION
8FP
F09
5FP1
F07
4FP1
F06
6FP1
C02
121VU
121VU
121VU
121VU
121VU
121VU
121VU
121VU
ADIRS/ADIRU/2/28VDC
ADIRS/ADIRU/3/28VDC
10FP
9FP
5FP2
5FP3
4FP2
4FP3
6FP2
6FP3

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Page 502
May 01/99
4. Procedure
_________
Subtask 34-10-00-710-050
A. Check from the ADIRS CDU:
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the ADIRS CDU:
switch to TEST and keep it in
this position.
- the display (LCD) segments come on

- the ENT and CLR keys come on green.
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
ANN LT switch to TEST.
On the ADIRS CDU:

- 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.
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 24-41-00-862002)

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Page 503
Feb 01/96
Subtask 34-10-00-410-063
B. Close Access

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Page 504
Feb 01/96
TASK 34-10-00-710-007
Test of the Angle of Attack Warning
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------R
No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
27-50-00-866-009
31-32-00-860-010
31-60-00-860-001
31-60-00-860-002

External Power
Retraction of the Flaps on the Ground
Page
EIS Start Procedure
EIS Stop Procedure

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Page 505
Nov 01/01
3. __________
Job Set-up
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CAUTION : MAKE SURE THAT THE AOA SENSOR CAN MOVE FREELY DURING THE TEST (IT
_______
WILL MOVE FROM THE STANDBY POSITION TO THE TEST POSITION).
Subtask 34-10-00-860-065
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

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Page 506
May 01/01
Subtask 34-10-00-865-064
IDENT. LOCATION
------------------------------------------------------------------------------49VU L/G/LGCIU/SYS1/NORM
1GA
C09
5FP1
F07
4FP1
F06
6FP1
C02
121VU ADIRS/ADIRU/2PWR/SHED
10FP
N11
121VU ADIRS/ADIRU/3PWR/SWTG
9FP
N10
121VU ADIRS/ADIRU/2/26VAC AND AOA
5FP2
N09
5FP3
N08
121VU ADIRS/ADIRU/2/115VAC
4FP2
N07
4FP3
N06
6FP2
N05
6FP3
N04
121VU EIS/HORN/SPLY
2WC
P09
2GA
Q35
52GA
Q34
R
4. Procedure
_________
Subtask 34-10-00-710-062
A. Test of the Angle of Attack Warning
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the ADIRS CDU:

- make sure that the CAS, ALT, V/S data
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:

the ADR1 (ADR2) (ADR3)
indication.
- the ADIRS ADR1 (ADR2) (ADR3) 1/2 page

comes into view.

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Page 507
Nov 01/01
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- push the NEXT PAGE function
key.
comes into view.
the AOA SENSOR TEST indication.
- the ADIRS ADR1 (ADR2) (ADR3) AOA

SENSOR TEST page comes into view with
these indications: AOA SENSOR
COMMANDED TO FIXED POSITION
CHECK STALL WARNING.

the TEST START indication.
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.
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.

indication.
The test procedure stops.

The aural warnings stop.
3. Do the same procedure for the ADR

2 and the ADR 3.
You must get the same results.
4. On the MCDU:
the RETURN indication until the
CFDS menu page comes into view.
The CFDS menu page comes into view.

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Page 508
Nov 01/01
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).
R
Subtask 34-10-00-410-064
R
B. Close Access

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Page 509
Nov 01/01
INTENTIONALLY BLANK

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Page 510
Nov 01/01
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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-60-00-860-001
31-60-00-860-002

External Power
EIS Start Procedure
EIS Stop Procedure
3. __________
Job Set-up
Subtask 34-10-00-860-067

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Page 511
Nov 01/99

are on.
- on the panel 20VU, on the ADIRS CDU, make sure that the three
Subtask 34-10-00-010-057
B. Get Access
Subtask 34-10-00-865-068
IDENT. LOCATION
1GA
C09
5FP1
F07
4FP1
F06
6FP1
C02
10FP
N11
9FP
N10
5FP2
N09
5FP3
N08
4FP2
N07
4FP3
N06
6FP2
N05
6FP3
N04
121VU EIS/HORN/SPLY
2WC
P09
2GA
Q35
52GA
Q34

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Page 512
Nov 01/99
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
------------------------------------------------------------------------------1. On the ADIRS CDU:
On the ADIRS CDU:

seconds.
- the ALIGN legend comes on.
- push the ADR 2 and ADR 3

pushbutton switches.
- the OFF legend comes on.

On the F/O PFD:
- after approximately 35 seconds, the
attitude is shown.
- set the OFF/NAV/ATT selector

switches related to the IR 2
and IR 3 to NAV.
2. On the circuit breaker panel

121VU:
- open the circuit breakers 2WC,
10FP and 4FP2.
R
R
R
R
R
On the ADIRS CDU:

- the ON BAT light comes on.
- the ALIGN legend of the IR
annunciator stays on.
- the OFF legend ADR2 p/b sw
After 5 minutes
- the ALIGN legend of the IR
annunciator and the ON BAT
off.
2
goes off.
2
light go
On the F/O PFD:

- the ATT warning flag is shown.
121VU:
- close the circuit breakers 10FP
and 4FP2.
On the ADIRS CDU:

- the ON BAT light stays off.
- the ALIGN legend of the IR 2
annunciator comes on.

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Page 513
Nov 01/01
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------4. On the circuit breaker panel
On the ADIRS CDU:
121VU:
- open the circuit breakers 9FP
and 4FP3.
R
- the ON BAT light comes on.

After 5 minutes:
annunciator, the OFF legend ADR3 p/b
sw and the ON BAT light go off.

121VU:
- close the circuit breakers 2WC,
9FP and 4FP3.
- the ON BAT light stays off.

annunciator comes on.

- 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 24-41-00-862002).
Subtask 34-10-00-410-057
B. Close Access

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Page 514
Nov 01/01
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.).

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Page 1
Feb 01/96
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
3FP2
128 824
34-11-19
3FP3
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
19FP6
128 824
34-11-17
19FP7
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

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Page 2
Feb 01/96
ADIRS - Probe and Sensor Location

Figure 001

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Page 3
Feb 01/96
The different ADIRS switching devices are located on the aircraft as

follows:
------------------------------------------------------------------------------FIN
|
ATA
|
|
|
| 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
17FP
RELAY-ADIRS 2 PWR SHEDDING
103VU 126
34-11-00
21FP1
RELAY-AOA1 TEST
103VU 126
34-11-00
21FP2
RELAY-AOA2 TEST
103VU 126
34-11-00
21FP3
RELAY-AOA3 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.
____

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Page 4
Feb 01/96
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:
-----------------------------------------------------------------|
EQUIPMENT
|
28VDC
|
115VAC
| 26VAC |
|
|-------------------|-------------------|
|
|
| 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).

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Page 5
Feb 01/96
ADIRS - Power Supply Distribution

Figure 002

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Page 6
Feb 01/96
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
- the heating element of the TAT sensor 2 receives 115VAC from the
115VAC BUS 2 202XP-C
115VAC BUS 2 202XP-B.
(3) Standby side
The ADIRU 3 is supplied with 115VAC by the 115VAC BUS 1 101XP-C. The
back-up 28VDC is provided by the 28VDC HOT BUS 701PP. The resolvers
of the AOA sensor 3 and the AOA resolver converter module of the
ADIRU 3 are supplied with 26VAC by the 26VAC BUS 1 131XP-A.
The sensors and probes are supplied for heating through the PHC 3:
115VAC BUS 1 103XP

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Feb 01/96
ADIRS/PHC Interface
Figure 003

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Feb 01/96

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.
The IR 3 function is lost after 5 minutes.
(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)).

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Page 9
Feb 01/96
(b) First Officer side

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 ADR 3 function is lost immediately.
The IR 3 function is available.

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Page 10
Feb 01/96
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
204XP-C
34-11-00
4FP3
121VU
101XP-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
5FP3
121VU
ADIRS/ADIRU/3/26VAC AND AOA 131XP-A
34-11-00
6FP1
105VU
ADIRS/ADIRU1/28VDC
704PP
34-11-00
6FP2
121VU
ADIRS/ADIRU/2/28VDC
702PP
34-11-00
6FP3
121VU
ADIRS/ADIRU/3/28VDC
701PP
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
2DA3
122VU
ANTI ICE/PROBES/PHC/3
101PP
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
202XP-B
30-31-00
4DA3
122VU
103XP-C
30-31-00
5DA1
122VU
ANTI ICE/PROBES/1/STATIC
101PP
30-31-00
5DA2
122VU
206PP
30-31-00
5DA3
122VU
103PP
34-11-00

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Feb 01/96
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)
R
**ON A/C ALL
Post SB
R
R
34-1127 For A/C ALL
(Ref. Fig. 005A)

**ON A/C ALL
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).

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Page 12
Feb 01/98
ADIRS - Static Probe

Figure 004

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Page 13
Feb 01/96
ADIRS - Pitot Probe

Figure 005

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Page 14
Feb 01/96
R
R
ADIRS - Pitot Probe

Figure 005A

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Page 15
Feb 01/98
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).

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Page 16
Feb 01/98
Air Data Module

Figure 006

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Page 17
Feb 01/98
ADM - Block Diagram

Figure 007

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(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.

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Feb 01/98
(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

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Feb 01/98
--------------------------------------------------------------------| 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:
R
R

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------------------------------------------------------------------------------|
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 |
|
|
|
|--------------|----------|------------|----|----|----|----|----|-----|-------|
|
271
|DISCRETE |Table 6
|
|
|
|460-|BCD |
|
|
|
|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).

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--------------------------------------------------------------------|
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 |
|
|-------------------------------------------------------------------|
| 1-8
|Octal Label 271
|
| 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
|
| 30-31
|
|maintenance word
|
| 32
|Odd parity
|
--------------------------------------------------------------------Table 6 = Discrete Word 2 (Label 271)

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Feb 01/98
--------------------------------------------------------------------|
Bit
|Data
|
| Position |
|
|-------------------------------------------------------------------|
| 1-8
|Octal Label 377
|
| 9-10
|SDI
|
| 11-14
|LSD equipment identification (8H)
|
| 15-18
|MSD equipment identification (3H)
|
| 19-29
|Logic 0
|
| 30-31
|
|maintenance word
|
| 32
|Odd parity
|
--------------------------------------------------------------------Table 7 = Equipment Ident (Label 377)
--------------------------------------------------------------------|
Bit
|Data
|
| Position |
|
|-------------------------------------------------------------------|
| 1-8
|Octal Label 040
|
| 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
|
| 30-31
|
|maintenance word
|
| 32
|Odd parity
|
--------------------------------------------------------------------Table 8 = Software Ident (Label 040)

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Feb 01/98
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.
____

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Page 25
Feb 01/98
ADIRS - TAT Sensor

Figure 008

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Page 26
Feb 01/98
E. Angle Of Attack (AOA) Sensor

(Ref. Fig. 009)
The aircraft is equipped with three AOA sensors. Two are located on the
right side and one on the left 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:

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Page 27
Feb 01/98
ADIRS - AOA Sensor

Figure 009

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Page 28
Feb 01/98
AOA Sensor - Installation Definition

Figure 010

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Page 29
Feb 01/98
Excitation
:
Phase shift
:
Resolver transformer :
ratio RT
Rotor impedance
:
Stator impedance
:
Range
:
Scale factor
:
The accuracy of the AOA sensor,
26 V 400 Hz
18 deg. to 30 deg.
0.4029 to 0.4629
Zro = 125 + j175 ohms +/-20%
Zso = 115 + j90 ohms +/-30%
+/-60 deg.
1 deg. resolver/1 deg. local AOA
at 100 knots, is +/-0.3 deg.

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Page 30
Feb 01/98
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
34-14-00 Selection of the ADR used by the IR3
34-41-00 Weather Radar
34-57-00 VOR/ADF/DME RMI
31-68-00 DMC
22-85-00 FMGC.

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Page 31
Feb 01/98
ADIRS Switching
Figure 011

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Page 32
Feb 01/98
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:
- PRESSURE SET MUST NOT BE MORE THAN 1050 hPa (31 in Hg) OR LESS THAN
115 hPa (3.39 in Hg)
- CHANGES IN 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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
No specific
36122
87202126V15
98D34003500000

colored adhesive tape
ARINC reader
1 ADAPTOR-CHARGING,PITOT PROBE
1 GENERATOR - GROUND PRESSURE

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Page 501
Feb 01/96
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-60-00-860-001
31-60-00-860-002
34-10-00-860-002
34-10-00-860-005
52-41-00-410-002

External Power
EIS Start Procedure
EIS Stop Procedure
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.

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Page 502
May 01/02
Subtask 34-11-00-865-050
C. Open, safety and tag this(these) circuit breaker(s):
R
R
R
R
R
IDENT. LOCATION
------------------------------------------------------------------------------49VU ANTI ICE/PROBES/PITOT/1
3DA1
D02
122VU ANTI ICE/PROBES/2/PITOT
3DA2
Y14
122VU ANTI ICE/PROBES/2/STATIC
5DA2
Y11
3DA3
Z16
5DA3
Z14
5DA1
Z13
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 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
- 7DA2 ZONE 127 STA 8700 for the LH static pressure ADM
and
- 8DA1 ZONE 128 STA 9300 for the RH static pressure ADM
- 8DA2 ZONE 128 STA 9350 for the RH static pressure ADM
(19FP5)
(19FP7)
(19FP4)
(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) :

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Page 503
May 01/00
(3) seal the Stby probes:
R
R
R
R
R
R
R
R
R
CAUTION : WHEN YOU SEAL THE DRAIN HOLE IN THE PITOT PROBE, DO NOT
_______
SEAL THE HOLE DIRECTLY WITH THE COLORED ADHESIVE TAPE.
ALWAYS PUT A PIECE OF PLASTIC ON THE HOLE AND USE THE 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.
R
R
R
R
(a) Seal the drain holes of the pitot probes with a piece of plastic
and colored adhesive tape of very bright color.
R
R
(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
(6) Start the ARINC reader.
:
GG/HH) for the CAPT circuit (ADIRU 1)
GG/HH) for the F/O circuit (ADIRU 2)
<Y/<Z) for the standby circuit (ADIRU 3)
4. Procedure
_________
Subtask 34-11-00-720-050
A. Functional Test of the ADM
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the ground pressure generator,
set a static pressure as given in
the table below.
NOTE : You can also set an other
____
pressure value. The
tolerance for the values
On the ARINC reader, compare the

pressure values of the static and total
ADM read on the following labels :
ADIRU 1
- Label 242 (ADM 19FP1)

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Nov 01/01
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------read on the ARINC reader
ADIRU 2
is the same as these
indicated in the table
below.
ADIRU 3
2. On the ground pressure generator,
slowly decrease the pressure.
The rate of descent must not be more

than 6000 ft/mn.
3. Stop the ground pressure

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
R
R
R
(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.

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Page 505
Nov 01/01
Subtask 34-11-00-865-052
breaker(s):
IDENT. LOCATION
3DA1
D02
3DA2
Y14
5DA2
Y11
3DA3
Z16
5DA3
Z14
5DA1
Z13
Subtask 34-11-00-410-050
C. Close Access
R

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

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Page 506
May 01/02
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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-60-00-860-001
31-60-00-860-002

External Power
EIS Start Procedure
EIS Stop Procedure
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.

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Page 507
Feb 01/96
Subtask 34-11-00-860-052
are on.
- on the ADIRS CDU, make sure that the 3 OFF/NAV/ATT selector
____
Subtask 34-11-00-865-053
R
R
R
R
R
R
IDENT. LOCATION
1GA
C09
5FP1
F07
4FP1
F06
6FP1
C02
121VU
121VU
121VU
121VU
121VU
121VU
121VU
121VU
121VU
121VU
121VU
ADIRS/ADIRU/2/28VDC
ADIRS/ADIRU/3/28VDC
EIS/HORN/SPLY
HYDRAULIC/LGCIU/SYS2
HYDRAULIC/LGCIU/SYS1/GRND SPLY
10FP
9FP
5FP2
5FP3
4FP2
4FP3
6FP2
6FP3
2WC
2GA
52GA

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N11
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P09
Q35
Q34
Page 508
May 01/99
4. Procedure
_________
Subtask 34-11-00-710-050
A. Test of the Monitoring of the ADR/AOA 26VAC Power Supply
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the ADIRS CDU:
switch related to the IR1, IR2
and IR3 to NAV.
- the CAPT and F/O PFDs show the speed

and altitude indications.
2. On the panel 49VU (121VU):

- open the circuit breaker 5FP1
(5FP2).
- on the ADIRS CDU, the FAULT legend of

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
switch to CAPT/3 (F/O/3).
- on the CAPT (F/O) PFD, the speed and

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.
the INOP SYST section, the ADR 1 + 3
(ADR 2 + 3) indication comes into
view.
the ADR3 pushbutton switch comes on.

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Page 509
Feb 01/96
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- close the circuit breaker 5FP1
(5FP2).
the INOP SYST section, the ADR3
indication comes into view.
the ADR1 (ADR2) pushbutton switch
goes off.
switch to NORM.


- close the circuit breaker 5FP3.
8. Refer to the indications in the

parentheses specified in the
para. 1 to 5 and do the ADR2
test.

the INOP SYST section, the ADR3
indication goes out of view.
the ADR3 pushbutton switch goes off.
You must get the same results on the
F/O side.
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).

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Page 510
Feb 01/96
Subtask 34-11-00-410-051
B. Close Access
(1) Install the protective cover of the 105VU with two bolts.

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Page 511
Feb 01/96
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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-60-00-860-001
31-60-00-860-002

External Power
EIS Start Procedure
EIS Stop Procedure
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.

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Page 512
Feb 01/96
Subtask 34-11-00-860-054
- 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
IDENT. LOCATION
1GA
C09
5FP1
F07
4FP1
F06
6FP1
C02
10FP
N11
9FP
N10
5FP2
N09
5FP3
N08
4FP2
N07
4FP3
N06
6FP2
N05
6FP3
N04
121VU EIS/HORN/SPLY
2WC
P09
2GA
Q35
52GA
Q34

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Page 513
May 01/00
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
------------------------------------------------------------------------------1. On the panel 49VU (121VU):
(4FP2).
switch related to the IR 1 (IR
2) to NAV.
switch to 1 (2).
- on the ADIRS CDU:

* 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.
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

the circuit breaker 4FP1 (4FP2).
- on the ADIRS CDU,

The related FAULT legend continues to
flash.
The ON BAT light goes off.
The ALIGN legend stays on.
- The horn stops.

- on the ADIRS CDU, the related FAULT

legend continues to flash then goes
off after a short time,

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Page 514
Nov 01/01
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------2) to OFF.
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
para. 1 to 4.

F/O side.

2) to NAV.
On the ADIRS CDU:

- the related ALIGN legend comes on,
- then, the ON BAT light comes on
during 5 s.

(4FP2).
- on the ADIRS CDU, the ON BAT light

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
(4FP2).

goes off.
- the horn stops.

set the OFF/NAV/ATT selector
switch related to the IR1 (IR2)
to OFF.
On the ADIRS CDU:

the ALIGN legend goes off.
10. Do the IR 2 test as specified in

para. 6 to 8.

F/O side.

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Page 515
Nov 01/01
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- open the circuit breaker 4FP3.
- set the ATT HDG selector
switch to CAPT/3.
- on the CAPT PFD and ND the attitude

and heading indications from the IR 1
are not shown.

switch related to the IR 3 to
NAV.
switch to 3.
- on the ADIRS CDU:

* 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.

4FP3.
- on the ADIRS CDU:

* the related FAULT legend goes off.
* the ON BAT light goes off.
* the ALIGN legend stays on.

OFF.
- on the ADIRS CDU:

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

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Page 516
Nov 01/01
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- set the OFF/NAV/ATT selector
- on the ADIRS CDU:
* the ON BAT light comes on during 5
NAV.
s.
* then, the ALIGN legend comes on.
R

- open the circuit breaker 4FP3.
R
R
R

4FP3.
R
R
- set the 3 OFF/NAV/ATT selector

switches to OFF.

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.
goes off.
- the horn stops.
- The related ALIGN legend goes off.

- set the ATT HDG selector
switch to NORM.
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.

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Page 517
May 01/00

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

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Page 518
May 01/00
PROBE - PITOT (9DA1,9DA2,9DA3) - REMOVAL/INSTALLATION

_____________________________________________________
TASK 34-11-15-000-001
Removal of the Pitot Probe (9DA1, 9DA2, 9DA3)
R
R
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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No
No
No
No
specific
specific
specific
specific
blanking cap
blanking plug
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-11-15-991-001
R
**ON A/C ALL
Post SB
34-11-15-991-001-A
Fig. 401
34-1127 For A/C ALL

Fig. 401A

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Page 401
Feb 01/98
**ON A/C ALL

3. __________
Job Set-up
Subtask 34-11-15-865-050
A. Open, safety and tag this(these) circuit breaker(s):
R
R
R
R
R
R
R
IDENT. LOCATION
------------------------------------------------------------------------------121VU COM NAV/RADAR/1
5SQ1
K13
FOR 9DA1
49VU ANTI ICE/PROBES/AOA/1
4DA1
D04
49VU ANTI ICE/PROBES/PHC/1
2DA1
D03
49VU ANTI ICE/PROBES/PITOT/1
3DA1
D02
5DA1
Z13
122VU ANTI ICE/PROBES/1/TAT
1DA1
Z12
FOR 9DA2
1DA2
Y15
3DA2
Y14
122VU ANTI ICE/PROBES/2/AOA
4DA2
Y13
122VU ANTI ICE/PROBES/2/PHC
2DA2
Y12
5DA2
Y11
FOR 9DA3
2DA3
Y16
3DA3
Z16
4DA3
Z15
5DA3
Z14
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

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Page 402
May 01/00
4. Procedure
_________
(Ref. Fig. 401/TASK 34-11-15-991-001)
R
**ON A/C ALL
Post SB
R
R
34-1127 For A/C ALL
(Ref. Fig. 401A/TASK 34-11-15-991-001-A)

**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).

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

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

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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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
B. Expendable Parts
------------------------------------------------------------------------------FIG.ITEM |DESIGNATION
|IPC-CSN
------------------------------------------------------------------------------R
4
4
gasket
gasket
34-11-01 03 -040
34-11-01 03 -040A

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C. Referenced Information
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------R
R
R
20-28-00-720-005
30-31-00-710-001
34-11-15-200-001
34-11-15-710-001
34-11-15-991-001
Check of the Electrical

Components (But not the
Components Installed on
Inspection/Check of the
Test of the Pitot Probe
the CFDS
Fig. 401
Bonding of the Different

Fluid Systems and the
Composite materials)
Probe Ice Protection
Pitot Probe (9DA1,9DA2,9DA3)
(9DA1, 9DA2, 9DA3) without
**ON A/C ALL

Post SB
34-1127 For A/C ALL
34-11-15-991-001-A
Fig. 401A
**ON A/C ALL

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.
(2) Make sure that the access door are open:
FOR 9DA1, 9DA3
812
FOR 9DA2
822

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Subtask 34-11-15-865-051
B. Make sure that this(these) circuit breaker(s) is(are) open, safetied and
tagged
R
R
R
R
R
R
R
IDENT. LOCATION
------------------------------------------------------------------------------121VU COM NAV/RADAR/1
5SQ1
K13
FOR 9DA1
4DA1
D04
2DA1
D03
3DA1
D02
5DA1
Z13
1DA1
Z12
FOR 9DA2
1DA2
Y15
3DA2
Y14
4DA2
Y13
2DA2
Y12
5DA2
Y11
FOR 9DA3
2DA3
Y16
3DA3
Z16
4DA3
Z15
5DA3
Z14
4. Procedure
_________
(Ref. Fig. 401/TASK 34-11-15-991-001)
**ON A/C ALL
Post SB
34-1127 For A/C ALL
(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.

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(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.
(6) Remove the blanking cap from the electrical connector (2).
(7) Remove the blanking plug from the quick-disconnect coupling (1).
(8) Make sure that the electrical connectors are clean and in the correct
condition.
(9) Connect the electrical connector (2) to the pitot probe (5).
(10) Connect the quick-disconnect coupling (1) to the pitot probe (5).
____
attached.
R
R
(11) 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
B. Remove the safety
breaker(s):
5SQ1
FOR 9DA1
1DA1, 2DA1, 3DA1,
FOR 9DA2
1DA2, 2DA2, 3DA2,
FOR 9DA3
2DA3, 3DA3, 4DA3,
clip(s) and the tag(s) and close this(these) circuit
4DA1, 5DA1
4DA2, 5DA2
5DA3

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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).
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)
(3) Close the access door :
FOR 9DA1, 9DA3
812
FOR 9DA2
822

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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
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 Pitot Probe
(9DA1,9DA2,9DA3) when the CFDS is unserviceable.
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-60-00-860-001
34-10-00-860-002
34-10-00-860-005

External Power
EIS Start Procedure
3. __________
Job Set-up
Subtask 34-11-15-860-051
R

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

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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:
R
R
R
R
IDENT. LOCATION
------------------------------------------------------------------------------FOR 9DA1
3DA1
D02
FOR 9DA2
3DA2
Y14
FOR 9DA3
3DA3
Z16
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 :

- on the panel 49VU, open 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.

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------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- or on the panel 122VU, open the
circuit breaker 3DA2
ANTI ICE F/O PITOT indication comes
into view.
- or on the panel 122VU, open the
circuit breaker 3DA3.
3. Close the circuit breaker(s) that

you opened before.

ANTI ICE STBY PITOT indication comes
into view.
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
switch
The ON legend goes off.
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).

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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
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
R
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-11-15-000-001
R
R
34-11-15-400-001
34-11-15-991-002
Removal of the Pitot Probe (9DA1, 9DA2, 9DA3) (for

corrective action)
Installation of the Pitot Probe (9DA1, 9DA2, 9DA3)
(for corrective action)
Fig. 601
**ON A/C ALL

Post SB
34-1127 For A/C ALL
34-11-15-991-002-A
Fig. 601A

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**ON A/C ALL

3. __________
Job Set-up
Subtask 34-11-15-865-053
R
R
R
R
IDENT. LOCATION
------------------------------------------------------------------------------FOR 9DA1
3DA1
D02
FOR 9DA2
3DA2
Y14
FOR 9DA3
3DA3
Z16
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
_________
(Ref. Fig. 601/TASK 34-11-15-991-002)
**ON A/C ALL
Post SB
34-1127 For A/C ALL
(Ref. Fig. 601A/TASK 34-11-15-991-002-A)

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R
R
Pitot Probe Tip Configuration

Figure 601/TASK 34-11-15-991-002

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R
R
Pitot Probe Tip Configuration

Figure 601A/TASK 34-11-15-991-002-A

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**ON A/C ALL

Subtask 34-11-15-220-050
A. Inspection/Check of the Pitot Probe (9DA1,9DA2,9DA3)
R
R
(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
R
(b) Internal Obstruction (b)

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.
It must be possible to insert 40 mm (1.5748 in.) of a nylon rod
(diameter 4 mm (0.1574 in.)) into the tube without any friction
or blockage.
If not, remove the pitot probe (Ref. TASK 34-11-15-000-001), blow
compressed air into the pitot tube at the pneumatic connector and
out of the tube entrance.
Maximum air pressure: 57 psi (3.9300 bar).
R
R
NOTE : The compressed air line must have an oil trap to make sure
____
that no oil gets into the pitot probe.
R
Install the pitot probe (Ref. TASK 34-11-15-400-001).
(c) Make sure that the drain holes are not blocked.
5. Close-up
________
Subtask 34-11-15-860-053
(1) Install the cover on the pitot probe.
items.

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Page 605
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(3) Remove the access platform.

Subtask 34-11-15-865-054
breaker(s):
FOR 9DA1
3DA1
FOR 9DA2
3DA2
FOR 9DA3
3DA3

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Nov 01/01
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)
R
R
_______
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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
blanking plug
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-11-16-991-001
Fig. 401

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Feb 01/98
3. __________
Job Set-up
Subtask 34-11-16-865-050
R
R
R
R
R
R
R
IDENT. LOCATION
------------------------------------------------------------------------------121VU COM NAV/RADAR/1
5SQ1
K13
FOR 7DA1, 8DA1
4DA1
D04
2DA1
D03
3DA1
D02
5DA1
Z13
1DA1
Z12
FOR 7DA2, 8DA2
1DA2
Y15
3DA2
Y14
4DA2
Y13
2DA2
Y12
5DA2
Y11
FOR 7DA3, 8DA3
2DA3
Y16
3DA3
Z16
4DA3
Z15
5DA3
Z14
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

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4. Procedure
_________
(Ref. Fig. 401/TASK 34-11-16-991-001)
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).
(9) Remove the packing (6) and discard it.
(10) Keep the bolts (7).

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

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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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific

Torque Wrench : to 0.1 m.daN (8.84 lbf.in)
B. Expendable Parts
|IPC-CSN
------------------------------------------------------------------------------4
6
packing
packing
34-11-01 02 -060
34-11-01 02 -030

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------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------30-31-00-710-001
34-11-16-710-001
Operational Test of the Probe Ice Protection

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
34-21-00-790-001
Leak Test of the Standby Air Data System
FOR FIN 7DA1, 8DA1, 7DA2, 8DA2
52-41-00-410-002
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:
FOR 7DA1, 8DA1, 7DA2, 8DA2
824
FOR 7DA3, 8DA3
811

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Page 406
May 01/02
Subtask 34-11-16-865-055
tagged
R
R
R
R
R
R
R
IDENT. LOCATION
------------------------------------------------------------------------------121VU COM NAV/RADAR/1
5SQ1
K13
FOR 7DA1, 8DA1
4DA1
D04
2DA1
D03
3DA1
D02
5DA1
Z13
1DA1
Z12
FOR 7DA2, 8DA2
1DA2
Y15
3DA2
Y14
4DA2
Y13
2DA2
Y12
5DA2
Y11
FOR 7DA3, 8DA3
2DA3
Y16
3DA3
Z16
4DA3
Z15
5DA3
Z14
4. Procedure
_________
Subtask 34-11-16-420-051
A. Installation of the Static Probe
NOTE : This procedure is the same for the six static probes.
____
(3) Install a new packing (6).
(4) Carefully engage the static probe (5) in position on the bolts (7).
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.

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(5) Install the four nuts (3). Tighten the nuts which are diagonally
opposite (X sequence) and TORQUE them to 0.1 m.daN (8.84 lbf.in).
(6) Install a new packing (4).
(7) Install the union (2).
(8) Remove the blanking plug from the nut (1).
(9) Install the static line (13).
(10) Connect the nut (1).
(11) Install the lugs (9) on the terminals (14) with the bolts (11), the
washers (10) and the nuts (8).
R
R
R
R
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.
(12) Install the covers (12).
Subtask 34-11-16-865-056
B. Remove the safety
breaker(s):
5SQ1
FOR 7DA1, 8DA1
1DA1, 2DA1, 3DA1,
FOR 7DA2, 8DA2
1DA2, 2DA2, 3DA2,
FOR 7DA3, 8DA3
2DA3, 3DA3, 4DA3,
clip(s) and the tag(s) and close this(these) circuit
4DA1, 5DA1
4DA2, 5DA2
5DA3
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 34-13-00-790002).
(2) Do a leak test of the standby static system
(Ref. TASK 34-21-00-790-001).

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Page 408
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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).
5. Close-up
________
Subtask 34-11-16-410-051
A. Close Access
items.
(2) Close the
FOR 7DA1,
824 (Ref.
FOR 7DA3,
811
access door :
8DA1, 7DA2, 8DA2
TASK 52-41-00-410-002).
8DA3

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Page 409
May 01/02
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. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-60-00-860-001
34-10-00-860-002
34-10-00-860-005

External Power
EIS Start Procedure
3. __________
Job Set-up
Subtask 34-11-16-860-050
R

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

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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
R
R
R
R
R
R
IDENT. LOCATION
------------------------------------------------------------------------------FOR 7DA1, 8DA1
5DA1
Z13
FOR 7DA2, 8DA2
5DA2
Y11
FOR 7DA3, 8DA3
5DA3
Z14
4. Procedure
_________
Subtask 34-11-16-710-051
A. Heating test
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the overhead panel, on the
panel 25VU :
- push the AUTO pushbutton
switch.
- the ON legend comes on.

122VU :
- Open the circuit breaker
ANTI-ICE PROBES 1 STATIC-5DA1
or

MASTER CAUT lights come on.

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------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------ANTI-ICE PROBES 2 STATIC-5DA2
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
you opened before.

MASTER CAUT lights go off.
MEMO page comes into view.

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

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___________________________________________________________________
MODULE
- AIR DATA (19FP1,19FP2,19FP3,19FP4,19FP5,19FP6,19FP7,19FP8)
____________________
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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No
No
No
No
No
specific
specific
specific
specific
specific
blanking caps
blanking plugs
warning notice
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-11-17-991-001
Fig. 401
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.

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(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.
Subtask 34-11-17-865-050
B. Open, safety and tag this(these) circuit breaker(s):
R
R
R
R
IDENT. LOCATION
------------------------------------------------------------------------------FOR 19FP1, 19FP4, 19FP5
4FP1
F06
6FP1
C02
FOR 19FP2, 19FP6, 19FP7
FOR 19FP3, 19FP8
4FP2
6FP2
N07
N05
4FP3
6FP3
N06
N04

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4. Procedure
_________
(Ref. Fig. 401/TASK 34-11-17-991-001)
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.
(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).

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

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

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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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
warning notice
------------------------------------------------------------------------------REFERENCE
DESIGNATION
-------------------------------------------------------------------------------
34-11-17-710-001
Test of the Air Data Module without the CFDS
34-13-00-740-004
Read the CFDIU for the ADR CURRENT STATUS
34-11-17-991-001
Fig. 401
FOR FIN 19FP4, 19FP5, 19FP6, 19FP7
52-41-00-410-002
3. __________
Job Set-up
Subtask 34-11-17-860-050
A. Get Access
NOTE : During the installation 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.

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(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.
(2) Make sure that the access door are open:
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.

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Subtask 34-11-17-865-051
tagged
IDENT. LOCATION
------------------------------------------------------------------------------FOR 19FP1, 19FP4, 19FP5
4FP1
F06
6FP1
C02
FOR 19FP2, 19FP6, 19FP7
4FP2
N07
6FP2
N05
FOR 19FP3, 19FP8
4FP3
N06
6FP3
N04
4. Procedure
_________
(Ref. Fig. 401/TASK 34-11-17-991-001)
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). Make sure that the electrical connectors are in the
correct condition.
(4) Remove the blanking plugs from the disconnected quick-disconnect
couplings (5) and (6). Make sure that the quick-disconnect couplings
are in the correct condition.
(5) Connect the electrical connector (7).
(6) Connect the quick-disconnect coupling (6).
____

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attached.
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).
5. Close-up
________
Subtask 34-11-17-410-050
A. Close Access
items.
(2) Close the access door :
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).


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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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-60-00-860-001
34-10-00-860-002
34-10-00-860-005

External Power
EIS Start Procedure

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3. __________
Job Set-up
Subtask 34-11-17-860-051
(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
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV PROBES/ADIRU1/115VAC
4FP1
F06
6FP1
C02
121VU
121VU
121VU
121VU
ADIRS/ADIRU/2/28VDC
ADIRS/ADIRU/3/28VDC
4FP2
4FP3
6FP2
6FP3

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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

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SENSOR - TOTAL TEMPERATURE (11FP1,11FP2) - REMOVAL/INSTALLATION

_______________________________________________________________
TASK 34-11-18-000-001
Removal of the TAT Sensor (11FP1, 11FP2)
R
R
_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
blanking caps
access platform 1 m (3 ft. 3 in.)
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-11-18-991-001
Fig. 401

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3. __________
Job Set-up
Subtask 34-11-18-865-050
R
R
R
R
R
IDENT. LOCATION
------------------------------------------------------------------------------121VU COM NAV/RADAR/1
5SQ1
K13
FOR 11FP1
4DA1
D04
2DA1
D03
3DA1
D02
4FP1
F06
4FP3
N06
5DA1
Z13
1DA1
Z12
FOR 11FP2
4FP2
N07
1DA2
Y15
3DA2
Y14
4DA2
Y13
2DA2
Y12
5DA2
Y11
Subtask 34-11-18-860-052
B. Put the access platform in position at zone 120.
4. Procedure
_________
(Ref. Fig. 401/TASK 34-11-18-991-001)
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).

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Total Air Temperature (TAT) Sensor

Figure 401/TASK 34-11-18-991-001

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(5) Remove the sensor (5).

(6) Remove and discard the seal (3).

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TASK 34-11-18-400-001
Installation of the TAT Sensor (11FP1, 11FP2)
R
R
_______
_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
B. Expendable Parts
|IPC-CSN
------------------------------------------------------------------------------3
seal
34-11-01 01 -040

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------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------R
R
R
20-28-00-720-005
24-41-00-861-002
24-41-00-862-002
30-31-00-710-001
34-11-18-710-001
34-11-18-991-001
Check of the Electrical Bonding of the Different

Components (But not the Fluid Systems and the
Components Installed on Composite materials)
External Power
Test of the TAT Sensor (11FP1, 11FP2) without the
CFDS
Fig. 401
3. __________
Job Set-up
Subtask 34-11-18-860-054
(1) Make sure that the access platform is in position at zone 120.
Subtask 34-11-18-865-051
tagged
IDENT. LOCATION
------------------------------------------------------------------------------121VU COM NAV/RADAR/1
5SQ1
K13
FOR 11FP1
4DA1
D04
2DA1
D03
3DA1
D02
4FP1
F06
4FP3
N06
5DA1
Z13
1DA1
Z12
FOR 11FP2
4FP2
N07
1DA2
Y15
3DA2
Y14

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IDENT. LOCATION
------------------------------------------------------------------------------122VU ANTI ICE/PROBES/2/AOA
4DA2
Y13
2DA2
Y12
5DA2
Y11
4. Procedure
_________
(Ref. Fig. 401/TASK 34-11-18-991-001)
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).
R
R
(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
FOR 11FP1
4FP1, 4FP3, 1DA1, 2DA1, 3DA1, 4DA1, 5DA1
FOR 11FP2
4FP2, 1DA2, 2DA2, 3DA2, 4DA2, 5DA2

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Subtask 34-11-18-710-050
D. Do the operational test of the TAT sensor with the CFDS.
(1) Do the operational test of the Probe Ice Protection.
(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
------------------------------------------------------------------------------R
R
1. On the center pedestal, on one

MCDU:
On the MCDU:
- push the MCDU MENU mode key.
- the MCDU MENU page comes into view.

the CFDS indication.
- the CFDS MENU page comes into view.

the SYSTEM REPORT/TEST
indication.
- the SYSTEM REPORT/TEST page comes

into view.

the NAV indication.
- the SYSTEM REPORT/TEST NAV page comes

into view.

indication (related to the
removed TAT sensor).

comes into view.

the CURRENT STATUS indication.
- the CURRENT STATUS page comes into

view.
- if you found no defect after the
installation of the new sensor, the
NO FAULTS indication comes into view.

____
without the CFDS
(Ref. TASK 34-11-18-710-001).

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5. Close-up
________
Subtask 34-11-18-860-055
(1) On the MCDU , push the MCDU MENU mode key.
items.

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SENSOR - TOTAL 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. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002

External Power
24-41-00-862-002
34-10-00-860-005
FOR FIN 11FP2
31-60-00-860-001
34-10-00-860-002
EIS Start Procedure

3. __________
Job Set-up
Subtask 34-11-18-860-051
(Ref. TASK 24-41-00-861-002).
(2) Do the EIS
FOR 11FP1
Lower ECAM
FOR 11FP2
Lower ECAM
(Ref. TASK
start procedure
DU and CAPT ND only
DU only
31-60-00-860-001).

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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
R
R
IDENT. LOCATION
------------------------------------------------------------------------------FOR 11FP1
4FP1
F06
4FP3
N06
1DA1
Z12
FOR 11FP2
4FP2
N07
1DA2
Y15
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
switch to CAPT.
- the display of the lower ECAM DU

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

to CAPT/3.
- make sure that the SAT and TAT

indications stay in view on the CAPT
ND.

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------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- 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).
items.

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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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
blanking caps
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------R
34-11-19-991-001-A
Fig. 401
3. __________
Job Set-up
Subtask 34-11-19-865-050
IDENT. LOCATION
------------------------------------------------------------------------------FOR 3FP1
4DA1
D04
2DA1
D03
3DA1
D02
5FP1
F07
4FP1
F06
9FP
N10
5DA1
Z13

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IDENT. LOCATION
------------------------------------------------------------------------------122VU ANTI ICE/PROBES/1/TAT
1DA1
Z12
FOR 3FP2
10FP
N11
5FP2
N09
4FP2
N07
1DA2
Y15
3DA2
Y14
4DA2
Y13
2DA2
Y12
5DA2
Y11
FOR 3FP3
9FP
N10
5FP3
N08
4FP3
N06
2DA3
Y16
3DA3
Z16
4DA3
Z15
5DA3
Z14
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
_________
R
(Ref. Fig. 401/TASK 34-11-19-991-001-A)

Subtask 34-11-19-020-050
A. Removal of the Angle of Attack Sensor (3FP1, 3FP2, 3FP3)
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).

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R
R
Angle of Attack Sensor

Figure 401/TASK 34-11-19-991-001-A

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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).
(9).

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TASK 34-11-19-400-001
Installation of the Angle of Attack Sensor (3FP1, 3FP2, 3FP3)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
B. Consumable Materials
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------R
Material No. 09-016
USA MIL-PRF-81733D TYPE II

CLASS B
CORROSION INHIBITING FILLET CONSISTENCY
(Ref. 20-31-00)
C. Expendable Parts
|IPC-CSN
------------------------------------------------------------------------------3
seal
34-11-02 01 -070

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D. Referenced Information
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------20-28-00-720-005
30-31-00-710-001
34-10-00-710-007
34-11-00-710-001
R
34-11-19-991-001-A
Check of the Electrical Bonding of the Different

Components (But not the Fluid Systems and the
Components Installed on Composite materials)
Test of the Monitoring of the ADR/AOA 26VAC Power
Supply
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
IDENT. LOCATION
------------------------------------------------------------------------------FOR 3FP1
4DA1
D04
2DA1
D03
3DA1
D02
5FP1
F07
4FP1
F06
9FP
N10
5DA1
Z13
1DA1
Z12
FOR 3FP2
10FP
N11
5FP2
N09
4FP2
N07
1DA2
Y15
3DA2
Y14

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IDENT. LOCATION
------------------------------------------------------------------------------122VU ANTI ICE/PROBES/2/AOA
4DA2
Y13
2DA2
Y12
5DA2
Y11
FOR 3FP3
9FP
N10
5FP3
N08
4FP3
N06
2DA3
Y16
3DA3
Z16
4DA3
Z15
5DA3
Z14
4. Procedure
_________
R
R
(Ref. Fig. 401/TASK 34-11-19-991-001-A)

Subtask 34-11-19-420-050-A
A. Installation of the Angle of Attack Sensor (3FP1, 3FP2, 3FP3)
R
R
NOTE : The procedure is the same for angle of attack sensors 3FP1, 3FP2
____
and 3FP3.
(3) Remove the blanking caps from the connectors (1) and (9).
R
R
(4) Make sure that the connectors (1) and (9) are clean and in the
correct condition.
(5) Put the seal (3) in its housing (2).
(6) Connect the connector (1).
(7) Push the connector (1) into the fuselage.
R
R
(8) Put the angle of attack sensor (5) in position with the stud (4) and
hold it.

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(9) Tighten the screw (6).
R
R
R
NOTE : During installation, make sure that the screw (6) is installed
____
as shown in illustration.
(Ref. Fig. 401/TASK 34-11-19-991-001-A)
(10) Install and hold the blanking plate (7).
R
R
R
R
R
R
R
R
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). Make sure
that the drain hole is at 6 O?clock position.
R
R
NOTE : The 7 remaining screws (8) must all be inserted in each of the
____
7 c-sink holes of the blanking plate (7).
R
R
NOTE : Carefully install plate so as not to cause damage to the

____
sensor (5).
(11) Tighten the seven screws (8).
R
R
(12) Check the bonding contact resistance between the AOA Sensor (7) and
the fuselage struture (2) (Ref. TASK 20-28-00-720-005).
R
R
(13) Apply SEALANTS (Material No. 09-016) on the screw (6) head and around
the blanking plate (7).
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

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

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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 fuselage plate of the three
AOA sensors.
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific

lint-free cloth
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------Material No. 12-005B
R
USA MIL-R-25134
CHLORINATED,NON PHENOLIC STRIPPERS (Ref. 20-31-00)
3. __________
Job Set-up
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.

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Subtask 34-11-19-865-053
IDENT. LOCATION
------------------------------------------------------------------------------FOR 3FP1
4DA1
D04
5FP1
F07
4FP1
F06
9FP
N10
FOR 3FP2
10FP
N11
5FP2
N09
4FP2
N07
4DA2
Y13
FOR 3FP3
9FP
N10
5FP3
N08
4FP3
N06
4DA3
Z15
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.
Subtask 34-11-19-210-051
R
R
A. Make sure that there is no paint on the vane and mounting base of the
three AOA sensors.
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 (+ 85 to - 35) and make sure that there is no hard point.

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5. Close-up
________
Subtask 34-11-19-860-054
(1) Install the AOA sensor slip-on cover.
items.
Subtask 34-11-19-865-054
breaker(s):
R
R
R
IDENT. LOCATION
------------------------------------------------------------------------------FOR 3FP1
4DA1
D04
5FP1
F07
4FP1
F06
9FP
N10
FOR 3FP2
10FP
N11
5FP2
N09
4FP2
N07
4DA2
Y13
FOR 3FP3
9FP
N10
5FP3
N08
4FP3
N06
4DA3
Z15

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Page 603
May 01/99
AIR DATA/INERTIAL REFERENCE SYSTEM (ADIRU & CDU) - DESCRIPTION AND OPERATION
____________________________________________________________________________
1. _______
General
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.
2. __________________
Component Location
(Ref. Fig. 001, 002)
The three ADIRUs are installed in the avionics compartment.
The ADIRS CDU is installed in the cockpit.
------------------------------------------------------------------------------FIN
|
ATA
|
|
|
| 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

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ADIRS - Component Location

Figure 001

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ADIRS CDU - Component Location

Figure 002

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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
R
(a) General
(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

Figure 003

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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.
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|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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------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
016
|WIND DIR
|0-359
|DEG |
| 3 |
| BCD|
|
|
|TRUE
|(POSITIVE: |
|
|
|
|
|
|
|
|
|CW FROM
|
|
|
|
|
|
|
|
|
|NORTH)
|
|
|
|
|
|
|
|
|
|RESOL = 1 |
|
|
|
|
|
|
|--------------|-----------|-----------|----|---|----|----|----|--------------|
|
044
|TRUE
|0-359.9
|DEG |
| 4 |
| BCD|
|
|
|HEADING
|(POSITIVE: |
|
|
|
|
|
|
|
|
|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:
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|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: 1/Degree of AOA
. index reference: 0 resolver input = 25 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
(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

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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---------------------------------------------------------------------------|
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 |
|--------------------------------------------------------------------------|
|--------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|
|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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- 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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----------------------------------------------------------------------------|
USERS
|
IR 1 BUS
|
IR 2 BUS
|
IR 3 BUS
|
|
|-------------------|-------------------|-------------------|
|
| 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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(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
|
|
50
|
54
|
|
155
|
159
|
|
260
|
264
|
----------------------------------------------------------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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4. _____________________
A. ADIRS CDU
(Ref. Fig. 005)
The CDU is a three-channel unit. Each CDU channel is dedicated to one
separate ADIRU and 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)
No cooling air is provided to the CDU.
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.

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Feb 01/96
ADIRS CDU
Figure 005

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Feb 01/96
ADIRS CDU - Identical Connectors

Figure 006

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ADIRS CDU - Internal Block Diagram

Figure 007

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B. ADIRU
(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
(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
(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

Figure 008

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ADIRS - ADR Block Diagram

Figure 009

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ADIRS - IR Block Diagram

Figure 010

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

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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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
blanking caps
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------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
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IDENT. LOCATION
4FP1
F06
6FP1
C02
121VU
121VU
121VU
121VU
122VU
122VU
122VU
122VU
ADIRS/ADIRU/2/28VDC
ADIRS/ADIRU/3/28VDC
LIGHTING/TST/BOARD/SPLY
LIGHTING/ANN LT SPLY/XFMR/BUS 2
LIGHTING/INSTL LT/OVHD/PNL
4FP2
4FP3
6FP2
6FP3
30LP
27LP
26LP
3LF
N07
N06
N05
N04
X06
X05
X04
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).
(4) Remove the CDU (4).
(3).

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ADIRS - Control and Display Unit (CDU)

Figure 401/TASK 34-12-12-991-001

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TASK 34-12-12-400-001
Installation of the ADIRS CDU (2FP)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
access platform
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-10-00-710-001
34-12-12-991-001
Check of the ADIRS CDU Brightness and Display

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
R
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IDENT. LOCATION
4FP1
F06
6FP1
C02
121VU
121VU
121VU
121VU
122VU
122VU
122VU
122VU
ADIRS/ADIRU/2/28VDC
ADIRS/ADIRU/3/28VDC
LIGHTING/TST/BOARD/SPLY
LIGHTING/INSTL LT/OVHD/PNL
4FP2
4FP3
6FP2
6FP3
30LP
27LP
26LP
3LF
N07
N06
N05
N04
X06
X05
X04
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)
(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).

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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

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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)
R
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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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific

------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-12-34-991-002
Fig. 401
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

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Subtask 34-12-34-865-050
IDENT. LOCATION
------------------------------------------------------------------------------FOR 1FP1
5FP1
F07
4FP1
F06
6FP1
C02
FOR 1FP2
10FP
N11
5FP2
N09
4FP2
N07
6FP2
N05
FOR 1FP3
8FP
F09
9FP
N10
5FP3
N08
4FP3
N06
6FP3
N04
4. Procedure
_________
(Ref. Fig. 401/TASK 34-12-34-991-002)
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).

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Air Data/Inertial Reference Unit (ADIRU)

Figure 401/TASK 34-12-34-991-002

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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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
-------------------------------------------------------------------------------
22-97-00-710-001
34-13-00-740-002
34-14-00-740-001
52-41-00-410-002
34-12-34-991-002
Operational Test of the LAND CAT III Capability

Fig. 401
3. __________
Job Set-up
Subtask 34-12-34-860-050
824.

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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
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IDENT. LOCATION
------------------------------------------------------------------------------FOR 1FP1
5FP1
F07
4FP1
F06
6FP1
C02
FOR 1FP2
FOR 1FP3
10FP
5FP2
4FP2
6FP2
N11
N09
N07
N05
8FP
9FP
5FP3
4FP3
6FP3
F09
N10
N08
N06
N04
4. Procedure
_________
(Ref. Fig. 401/TASK 34-12-34-991-002)
Subtask 34-12-34-420-050
A. Installation of the ADIRU (1FP1, 1FP2, 1FP3)
(3) Remove the blanking caps from the electrical connectors (1).

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(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).
(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).

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(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. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-60-00-860-001
31-60-00-860-002
34-10-00-860-002
34-10-00-860-005
34-12-34-000-001
34-12-34-400-001
34-12-34-991-008

External Power
EIS Start Procedure
EIS Stop Procedure
Fig. 601
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

FMGC indication
The FMGC page comes into view.
2. On the keyboard, push the DATA

mode key
The DATA INDEX page comes into view.
3. Push the line key adjacent to the

POSITION MONITOR indication
The POSITION MONITOR page comes into

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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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).
Subtask 34-12-34-740-052
B. Residual Ground Speed Error
NOTE : Do this procedure only at the end of a flight:
____
- before the ADIRUs are off and
- 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).
5. Close-up
________
Subtask 34-12-34-860-053
(1) Do the ADIRS stop procedure (Ref. TASK 34-10-00-860-005).
(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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
blanking caps
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------08-22-00-200-001
21-26-41-000-001
21-26-42-000-001
21-26-43-000-002
21-27-42-000-001
34-12-34-000-001
34-12-51-991-001
Precise Leveling
Removal of the Check Valve (2140HM)
Removal of the Avionics Equipment Ventilation Duct
Removal of the Filter Assembly (2081HM,2082HM,2083HM)
Removal of the Avionics Equipment Ground Cooling Duct
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.

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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
(1) Remove the check valve (2140HM) (Ref. TASK 21-26-41-000-001).
(2) Remove the filter assembly (2081HM, 2082HM, 2083HM) (Ref. TASK 21-2643-000-002).
(3) Remove the avionics-equipment ground cooling-duct (Ref. TASK 21-2742-000-001).

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ADIRU Mount
Figure 401/TASK 34-12-51-991-001

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(4) Remove the avionics equipment ventilation-duct (Ref. TASK 21-26-42000-001).

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TASK 34-12-51-400-001
Installation of the ADIRU Mount
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
3028000
98D34103000000
98D34203000000

1 CLINOMETER
1 INSTALLATION PLATFORM - IRU BRACKETS
1 ALIGNMENT TOOL - MOUNT, ADIRU
B. Expendable Parts
|IPC-CSN
------------------------------------------------------------------------------5
7
cotter pins
packings
32-21-01 01 -010
32-21-01 01 -075
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------07-11-00-586-002
08-22-00-200-001
21-26-41-400-001
21-26-42-400-001
21-26-43-400-002
21-27-42-400-002
34-12-34-400-001
34-12-51-991-001
Lowering of the Aircraft for Maintenance Operations

Precise Leveling
Installation of the Check Valve (2140HM)
Installation of the Avionics Equipment Ventilation
Duct
Installation of the Filter Assembly
(2081HM,2082HM,2083HM)
Installation of the Avionics Equipment Ground Cooling
Duct
Fig. 401

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------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-12-51-991-002
34-12-51-991-003
Fig. 402
Fig. 403
3. __________
Job Set-up
Subtask 34-12-51-210-051
A. Make sure that the aircraft is in precise leveling (Ref. TASK 08-22-00200-001). 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.

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Subtask 34-12-51-865-050
tagged
IDENT. LOCATION
8FP
F09
5FP1
F07
4FP1
F06
6FP1
C02
10FP
N11
9FP
N10
5FP2
N09
5FP3
N08
4FP2
N07
4FP3
N06
6FP2
N05
6FP3
N04
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)
(1) Installation of the ALIGNMENT TOOL - MOUNT, ADIRU (98D34203000000)
(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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Alignment Tool
Figure 402/TASK 34-12-51-991-002

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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
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(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.
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R
R
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.
(3) Removal of the ALIGNMENT TOOL - MOUNT, ADIRU (98D34203000000)
(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).
(2) Put the INSTALLATION PLATFORM - IRU BRACKETS (98D34103000000) (1) in
position on the three peel shims (2) with the right angle of the tool
(1) at position 2.
(3) Put a CLINOMETER (3028000) 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)= +/-5?30; (+/-0.09).
Tolerance for Y (roll)= +/-3?.30; (+/-0.06).
(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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Installation Platform - IRU Brackets

Figure 403/TASK 34-12-51-991-003

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(7) Do a check to make sure that all the assembly is horizontal. If not,
go back to step (2).
(8) Remove the CLINOMETER (3028000) and the tool (1).
Subtask 34-12-51-420-050
C. Installation of the Air Conditioning Pipes
(1) Install the avionics equipment ventilation-duct (Ref. TASK 21-26-42400-001).
(2) Install the avionics-equipment ground cooling-duct (Ref. TASK 21-2742-400-002).
(3) Install the filter assembly (2081HM, 2082HM, 2083HM) (Ref. TASK 2126-43-400-002).
(4) 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
|
| VMO/MMO Disc 2
| Open/GND
|
No/Yes
|
| VMO/MMO Disc 3
| Open/GND
|
No/Yes
|
| VMO/MMO Disc 4
| 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
|
| AOA Alternate Disc 2A
| Open/GND
|
Off/On
|
| AOA Alternate Disc 2B
| 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
|
|Open/A.I.Com |
No/Yes
|
|Open/A.I.Com |
No/Yes
|
|Open/A.I.Com |
No/Yes
|
|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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---------------------------------------------------------------| INPUT SIGNAL

|
INPUT
|
INPUT DEFINITION
|
---------------------------------------------------------------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
|
|
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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-------------------------------------------------------------|
|
| TYPE A
| TYPE B
|
| OCTAL |
| MAXIMUM
| MAXIMUM
|
| LABEL |
SIGNAL
| 3db FILTER | 3db FILTER |
|
|
| BANDWIDTH | BANDWIDTH |
|
|
| (HZ)(1)
|
(HZ)
|
-------------------------------------------------------------| 246 |Corr Avg Static Pressure | N/A (2)
| N/A (2)
|
|
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.
R
R
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 |
|
2
|
input number 2
| input number 1 |
|
3
|
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

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 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

The ADR uses this discrete to select the SSEC as a function of
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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Feb 01/96
(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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Page 16
Feb 01/96
SFCC/AOA - AOA Alternate Discrete Signals

Figure 004

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Page 17
Feb 01/96
(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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Page 18
Feb 01/96
Altitude and Altitude Rate Computation - Block Diagram

Figure 005

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Page 19
Feb 01/96
Corrected Altitude Computation - Block Diagram

Figure 006

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Page 20
Feb 01/96
(c) CAS/Mach computation

(Ref. Fig. 007)
The ADR software computes these different parameters:
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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Page 21
Feb 01/96
CAS/Mach Computation - Block Diagram

Figure 007

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Page 22
Feb 01/96
(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
indicates 0 kt with SSM = NCD.
(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.

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Page 23
Feb 01/96
SAT/TAS Computation - Block Diagram

Figure 008

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Page 24
Feb 01/96
VMO/MMO Computation - Block Diagram

Figure 009

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Page 25
Feb 01/96
(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
given in milliseconds.
- CODE:
HYB: mixed code.

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Feb 01/96
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|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|
|
|
|
|
|
|
|

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Page 27
Feb 01/96
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|--------------|----------|------------|----|----|----|----|----|-----|-------|
|
210
|TRUE
|W2048
|Kts |
| 15 |125 |BNR |
|
|
|
|
|
|
|
|
|
|
|
|
|
|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
|
|
|
|
|
|
|
|
|--------------|----------|------------|----|----|----|----|----|-----|-------|

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Page 28
Feb 01/96
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
|
|
|
|
|
|
|
|
|
|
|
230
|TRUE
|W +/- 799
|Kts |
| 3 |500 |BCD |
|
|
|
|
|
|
|
|
|
|
|
|
|
|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
|
|
|
|
|
|
|
|

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Page 29
Feb 01/96
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|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
|
|
|
|
|
|
|
|
|

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------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|--------------|----------|------------|----|----|----|----|----|-----|-------|
|
356
|FAULT STAT|
|
|
|
|
|ISO |
|
|
|--------------|----------|------------|----|----|----|----|----|-----|-------|
|
377
|EQPT IDENT|
|
|
|
|500 |HEX |
|
|
------------------------------------------------------------------------------Output Label
-------------------------------------------------------------------------| BIT N | 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

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-------------------------------------------------------------------------| BIT N | FUNCTION

|
1 = GND
| 0 = OPEN
|
-------------------------------------------------------------------------|
11
| Zero AOA SSEC Select
|
YES
| NO
|
|
12
| AOA Test Active
|
ACTIVE
| NOT ACTIVE |
|
13
| Low Speed Warning 1
|
FAST
| SLOW
|
|
14
|
FAST
| SLOW
|
|
15
|
FAST
| SLOW
|
|
16
|
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
|
|
|
-------------------------------------------------------------------------| BIT N | FUNCTION

| 1 = GND | 0 = OPEN |
-------------------------------------------------------------------------|
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
|
|
16
| Spare IDSC 2
| GROUND
| OPEN
|
|
17
| Spare IDSC 3
| GROUND
| OPEN
|
|
18
| Baro 3 Present
| PRESENT | ABSENT
|
|
19
| Spare IDSC 4
| GROUND
| OPEN
|
|
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
|
|
|

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------------------------------------------------------------------------| BIT N | FUNCTION

| 1 = GND | 0 = OPEN |
------------------------------------------------------------------------|
11
| A/C ID Code 32/0
| GROUND | OPEN
|
|
12
| A/C ID Code 64/0
| GROUND | OPEN
|
|13 to 23| Spare
|
|
|
|
24
| A/C ID Code 1/0
| GROUND | OPEN
|
|
25
| A/C ID Code 2/0
| GROUND | OPEN
|
|
26
| A/C ID Code 4/0
| GROUND | OPEN
|
|
27
| A/C ID Code 8/0
| GROUND | OPEN
|
|
28
| A/C ID Code 16/0
| GROUND | OPEN
|
|
29
| A/C ID Parity
| GROUND | OPEN
|
------------------------------------------------------------------------Label 352 - Discrete Word 4
------------------------------------------------------------------------| BIT N | 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

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- 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
|
|
| NO
|
|
| 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
|
| 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 |
|
| NO
|
|
| NO
|
|
| 234 | Baro Corr (hPa) 1 & 2 & 3| NO
|
|
| 236 | Baro Corr (hPa) 2
| NO
|
|
| NO
|
|
| 235 | Baro Corr (in.Hg) 1
| NO
|
|
| NO
|
|
| 035 | Baro corr (in.Hg) 3
| NO
|
|
| 241 | Corrected AOA
| NCD | 0
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
|
|
| NO
|
|
| NO
|
|
| NO
|
|
| NO
|
|
| NO
|
|
| NO
|
|
| NO
|
|
| 356 | Fault Status
| N/A | N/A
|
-------------------------------------------------------------------------Output Label Value on Ground

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Feb 01/96
**ON A/C ALL
Post SB
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
34-1084 For A/C ALL

- On the ground the output labels are in the following state:

| SSM |
ON GND CRITERION
|
|------------------------------------------------------------------------| 203 | Altitude
| NO
|
|
| NO
|
|
| NO
|
|
| NO
|
|
| 205 | Mach
| NCD | 0 Mach less than 0.1
|
| 206 | Computed Airspeed
|
| 207 | Max Allowable Airspeed
| NO
|
|
|
| NO
|
|
| 212 | Altitude Rate
| NO
|
|
| NO
|
|
| 215 | Impact Pressure
| NO
|
|
| 221 | Indicated AOA
| NCD | NOTE CAS less than 60 kts |
|
| NO
|
|
| NO
|
|
| 234 | Baro Corr (hPa) 1 & 2 & 3| NO
| NOTE
Baro correction and |
| NO
| Baro altitude are
|
| NO
| initialized to NCD. These
|
| NO
| labels are coded NO for a
|
| NO
| few seconds at power up
|
| 035 | Baro corr (in.Hg) 3
| NO
|
|
| 241 | Corrected AOA
| NCD | 0
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
|
|
| NO
|
|
| NO
|
|
| NO
|
|
| NO
|
|
| NO
|
|
| NO
|
|
| NO
|
|
| NO
|
|
| 356 | Fault Status
| N/A | N/A
|
--------------------------------------------------------------------------

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Page 35
Nov 01/96

| SSM |
ON GND CRITERION
|
|------------------------------------------------------------------------Output Label Value on Ground

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Nov 01/96
**ON A/C ALL

(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 |
TP- 2G
| OPEN/GROUND |
SLOW/FAST |
TP- 6F
| OPEN/GROUND |
SLOW/FAST |
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

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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.

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3. ________________________________
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.
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.
(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.

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Page 39
Nov 01/96
ADR Control on CDU

Figure 010

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Page 40
Nov 01/96
Computed Airspeed and Mach Indication Display

Figure 011

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Page 41
Nov 01/96
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).
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.
The vertical speed scale consists of:
- a trapezoidal grey background colored surface

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Page 42
Nov 01/96
Altitude Indication Display

Figure 012

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Page 43
Nov 01/96
Vertical Speed Indication Display

Figure 013

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Page 44
Nov 01/96
- 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
(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
(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.
In case of failure or when NCD information is received from the ADR
2, these data are replaced by crosses (item B).
R
R
R
(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.

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Page 45
May 01/00
True Airspeed Indication Display

Figure 014

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Page 46
Nov 01/96
TAT/SAT Indication Display

Figure 015

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Page 47
Nov 01/96
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.
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
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
(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, 021)
R
**ON A/C ALL
Post SB
22-1038 For A/C ALL

(Ref. Fig. 021A)

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Page 48
May 01/01
NAV ADR 1(2)(3) FAULT Message

Figure 016

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Page 49
Nov 01/96
NAV ADR 1+3 (2+3) FAULT Message

Figure 017

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Page 50
Nov 01/96
NAV ADR 1 + 2 FAULT Message

Figure 018

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N
R N
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N
N
Page 51
Nov 01/96
NAV ALTI DISCREPANCY Message

Figure 019

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N
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N
N
Page 52
Nov 01/96
OVERSPEED VMO/MMO Message

Figure 020

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N
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N
N
Page 53
Nov 01/96
OVERSPEED VFE/VLE Message

Figure 021

R
NEFF :
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N
N
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Page 54
Nov 01/00
R
R
OVERSPEED VFE/VLE Message

Figure 021A

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Page 55
May 01/01
**ON A/C ALL

(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
(Ref. Fig. 022)
When this warning is activated:
- the MASTER WARN lights on the glareshield flash
- 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 23 or if corrected angle
of attack exceeds 15 and slat < 15.
- alternate law
if corrected angle of attack exceeds 13 or if corrected angle
of attack exceeds 8 and slat < 15.

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Page 56
May 01/01
Stall Warning Message

Figure 022

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Page 57
May 01/01
AIR DATA - REMOVAL/INSTALLATION

_______________________________
TASK 34-13-00-040-001
PFD Mach Number - Overspeed Check
_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-32-00-860-010
31-60-00-860-001
34-10-00-860-002
34-10-00-860-005
34-13-00-740-002

External Power
Page
EIS Start Procedure
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

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Page 401
Feb 01/96

(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
_________
Subtask 34-13-00-710-056
A. Overspeed Check
------------------------------------------------------------------------------ACTION
RESULT
ADIRS CDU:
- set the 3 OFF/NAV/ATT selector
switches to NAV.
The OFF legend of the 3 ADR pushbutton

switches must be off.
- push the ADR3 pushbutton

switch.
The related OFF legend comes on.
2. On the MCDU, on the NAV menu

page:
the ADC1 (ADC2) indication.
The ADIRS ADR1 (ADR2) 1/2 page comes

into view.

the INTERFACE TEST indication.
The ADIRS ADR1 (ADR2) INTERFACE TEST

page comes into view.

the TEST START indication
(Ref. TASK 34-13-00-740-002).
From 0 to 10 seconds ignore the

warnings and indications.
From 10 seconds:
- the black and red strip comes into
view on the speedscale on the CAPT
(F/O) PFD
- ignore the related warnings.

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Page 402
Feb 01/96
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- Push the line key adjacent to
The test procedure stops, the warnings
above stop.
indication.
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).

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N
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Page 403
Feb 01/96
TASK 34-13-00-440-001
Reactivation of PFD Mach Number - Overspeed Check
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------TSM
TSM
22 PB 101
34 PB 101

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.
(Ref. TSM 22 PB 101) and (Ref. TSM 34 PB 101).

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Page 404
Feb 01/96
AIR DATA - ADJUSTMENT/TEST

__________________________
TASK 34-13-00-710-001
Operational Test of the AIR DATA Switching Function
_______
1. __________________
Reason for the Job
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-60-00-860-001
31-60-00-860-002

External Power
EIS Start Procedure
EIS Stop Procedure
3. __________
Job Set-up
Subtask 34-13-00-860-056
A. Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-002).
Subtask 34-13-00-010-057
B. Get Access

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Page 501
May 01/99
Subtask 34-13-00-865-063
R
R
R
R
R
R
R
IDENT. LOCATION
1GA
C09
8FP
F09
5FP1
F07
4FP1
F06
6FP1
C02
121VU
121VU
121VU
121VU
121VU
121VU
121VU
121VU
121VU
121VU
ADIRS/ADIRU/2/28VDC
ADIRS/ADIRU/3/28VDC
10FP
9FP
5FP2
5FP3
4FP2
4FP3
6FP2
6FP3
2GA
52GA
N11
N10
N09
N08
N07
N06
N05
N04
Q35
Q34
Subtask 34-13-00-860-057
D. Aircraft Maintenance Configuration
(1) Do the EIS start procedure (PFDs and NDs only) (Ref. TASK 31-60-00860-001).
are on.
- on the ADIRS CDU, on the panel 20VU, make sure that the 3
OFF/NAV/ATT selector switches are at NAV.

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Page 502
May 01/99
(3) On the CAPT and F/O main instrument panels, on the PFDs:
- make sure that the altitude and airspeed data come into view.
4. Procedure
_________
Subtask 34-13-00-710-050
A. BITE Test of the AIR DATA Switching Function
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the ADIRS CDU:
switch.
2. On the center pedestal, on the

SWITCHING panel 8VU:
On the ADIRS CDU, the OFF legend of the

ADR1 pushbutton switch comes on
On the CAPT PFD, the speed and altitude
indications go out of view (ignore the
related flag warnings).
On the CAPT PFD:

switch to CAPT/3

from the ADR3 come into view.

switch to NORM.
- the speed and altitude indications go

out of view (ignore the related flag
warnings).

switch.

On the F/O PFD, the speed and altitude
indications go out of view (ignore the
related flag warnings).

SWITCHING panel 8VU:
On the F/O PFD:

switch to F/O/3

from the ADR3 come into view

switch to NORM.
- the speed and altitude indications go

out of view (ignore the related flag
warnings).

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Page 503
Feb 01/96
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------5. On the ADIRS CDU:
pushbutton switches again

ADR1 and ADR2 pushbutton switches goes
off
On the CAPT and F/O PFDs, the speed and

5. Close-up
________
Subtask 34-13-00-860-058
(1) Do the EIS stop procedure (Ref. TASK 31-60-00-860-002)
Subtask 34-13-00-410-057
B. Close Access

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Page 504
Feb 01/96
TASK 34-13-00-710-002
Operational Test of the VMO/MMO Overspeed Warnings
_______
1. __________________
Reason for the Job
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific

------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-32-00-860-010
31-60-00-860-001
31-60-00-860-002
34-10-00-860-002
34-10-00-860-005
34-13-00-740-002

External Power
Page
EIS Start Procedure
EIS Stop Procedure

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Page 505
Feb 01/96
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
IDENT. LOCATION
1GA
C09
2GA
Q35
52GA
Q34
Subtask 34-13-00-865-069
R
R
IDENT. LOCATION
------------------------------------------------------------------------------49VU AUTO FLT/FAC1/28VDC
5CC1
B04
105VU ELEC/CSM/G /EV AUTO/SPLY
7XE
C01
121VU AUTO FLT/FAC2/28VDC
5CC2
M19
Subtask 34-13-00-860-061
E. Aircraft Maintenance Configuration

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Page 506
May 01/99
(3) On the center pedestal, on one MCDU, get the SYSTEM REPORT/TEST/NAV
page (Ref. TASK 31-32-00-860-010).
are on.
(5) Make sure that the L/G doors are closed and the slats/flaps are fully
retracted.
4. Procedure
_________
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.
------------------------------------------------------------------------------ACTION
RESULT
ADIRS CDU:
On the ADIRS CDU:

- the OFF legend of the three ADR

pushbutton switches must be off.
- Push the ADR2 and ADR3

- the OFF legend of the ADR2 and ADR3

2. On the MCDU:
On the MCDU:
R
R

the ADR1 indication.

view.
R
R

- the ADIRS ADR1 INTERFACE TEST page

comes into view.

From 0 to 10 seconds, ignore the


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Page 507
May 01/01
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------From 10 seconds and more, on the
CAPT(F/O) PFD, the speed increases to
367.7 Kts . When the value is 354 Kts:
OVERSPEED
VMO/MMO 350/.82
- you can hear the continuous
repetitive chime aural warning.
the RETURN/STOP indication.

The warnings above stop.

the RETURN indication.
The SYSTEM REPORT/TEST/NAV page comes

into view.
On the ADIRS CDU:

switch.
- the OFF legend of the ADR2 pushbutton

switch goes off.

switch.

switch comes on.
4. On the MCDU:
R
R

Do the same test as specified
in the para 2 and 3.
Same results on the F/O PFD.

switch.
6. On the SWITCHING panel 8VU:
switch to CAPT/3.
On the ADIRS CDU, The OFF legend of the

ADR3 pushbutton switch goes off.
indications from the ADR3 come into
view.

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Page 508
May 01/01
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- push the ADR2 pushbutton
switch.
ADR2 pushbutton switch comes on.
8. On the MCDU:
R
R

Same results on the CAPT PFD.

pushbutton switches

off.

switch to NORM.
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
panel, on the ADIRS CDU:
On the ADIRS CDU:

- the OFF legend of the ADR pushbutton
switches must be off.

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Page 509
May 01/01
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- push the ADR2 and ADR3
- the OFF legend of the ADR2 and ADR3
3. On the MCDU:
On the MCDU:
R
R


view.
R
R

- the ADIRS ADR1 INTERFACE TEST page

comes into view.

(Ref. TASK 34-13-00-740-002).
From 0 to 10 seconds, ignore the

From 10 seconds and more, on the
CAPT(F/O) PFD, the speed increases to
367.7 Kts. When the value is 239Kts:
OVERSPEED
VMO/MMO 235/.60
- you can hear the continuous
repetitive chime aural warning.

indication.



into view.
On the ADIRS CDU:
- push the ADR2 pushbutton switch

switch goes off.

switch.

switch comes on.
5. On the MCDU:
R
R

Same results on the F/O PFD.

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Page 510
May 01/01
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------Do the same test as specified
switch.
switch to CAPT/3.

view.

switch.

ADR2 pushbutton switch comes on.
9. On the MCDU:
R
R

Same results on the CAPT PFD.
10. ON the ADIRS CDU:


off.

switch to NORM.
12. In the avionics compartment, on
the panel 188VU:
- set the L/G DOWN VMO/MMO
SELECTION switch to NORM.
- lock the safety cover and
secure it with lockwire.

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Page 511
May 01/01
5. Close-up
________
Subtask 34-13-00-860-062
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.

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Page 512
May 01/01
TASK 34-13-00-710-003
Operational Test of the ALT Comparison Warning
_______
1. __________________
Reason for the Job
2. ______________________
R
R
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-32-00-860-010
31-60-00-860-001
31-60-00-860-002
34-10-00-860-002
34-10-00-860-005

External Power
Page
EIS Start Procedure
EIS Stop Procedure
3. __________
Job Set-up
Subtask 34-13-00-860-063

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Page 513
Nov 01/01
Subtask 34-13-00-865-066
IDENT. LOCATION
1GA
C09
2GA
Q35
52GA
Q34
R
Subtask 34-13-00-860-065
R
C. Aircraft Maintenance Configuration

(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.
menu page.
(Ref. TASK 31-32-00-860-010).

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N
N
Page 514
Nov 01/01
4. Procedure
_________
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.
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the glareshield 13VU, on the
CAPT and F/O EFIS control
sections of the FCU:
- pull the baro reference
selector knob.
2. On the MCDU:
indication.
The baro display (above the baro

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.
On the MCDU:
comes into view.
NOTE : When you test the ADR3,

____
set the AIR DATA selector
switch 15FP, on the
SWITCHING panel 8VU, to
CAPT/3.
comes into view.

the ALT DYNAMIC SLEW TEST
indication.
- the ALT DYNAMIC SLEW TEST page comes

into view.
- on the keyboard, enter:

*the airfield altitude value /
(airfield altitude value plus
1500)
*(Example: for an airfield
altitude value of 1800ft enter:
1800 / 3300).
- the display shows:

*the airfield altitude value /
(airfield altitude value plus 1500)
R
R
R
R
R
R
R
- push the NEXT PAGE function

key.

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Page 515
May 01/02
R
R
R
R
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------and push the line key adjacent
to the SET ALT SLEW LIMITS
indication.
- the display shows 1000.

the DOWN (START SLEW)
indication.
The test starts:

- the CAPT (F/O) PFD shows:
*airfield altitude value plus 1500.
R
R
- on the keyboard, enter 1000 and

push the line key adjacent to
the SET ALT SLEW RATE
indication.
NOTE : For the ADR3 test, the CAPT PFD

____
shows the ADR3 indications.
- 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.
- on the CAPT (F/O) PFD, the
altitude decreases.
R
R
the RETURN indication until the
CFDS menu page comes into view.

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Page 516
May 01/02
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------NOTE : After the ARD3, set the
____
AIR DATA selector switch
15FP to NORMAL.
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.
R
Subtask 34-13-00-860-064
R
B. Close Access
(Ref. TASK 24-41-00-862-002).
items.
(3) Put the aircraft back to the serviceable condition.

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Page 517
Nov 01/01
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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------R
No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-32-00-860-010
34-10-00-860-002
34-10-00-860-005

External Power
Page
3. __________
Job Set-up
Subtask 34-13-00-860-067

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N
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Page 518
Nov 01/01
Subtask 34-13-00-010-058
B. Get Access
Subtask 34-13-00-865-067
IDENT. LOCATION
8FP
F09
5FP1
F07
4FP1
F06
6FP1
C02
10FP
N11
9FP
N10
5FP2
N09
5FP3
N08
4FP2
N07
4FP3
N06
6FP2
N05
6FP3
N04
R
Subtask 34-13-00-860-069
R

page
(Ref. TASK 31-32-00-860-010).

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N
N
Page 519
Nov 01/01
4. Procedure
_________
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.
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the glareshield 13VU, on the
CAPT and F/O EFIS control
- pull the baro reference
selector knob.
2. On the MCDU:
The baro display (above the baro

reference selector knob) shows STD.
The CAPT and F/O PFDs show the altitude
related to the standard barometric
pressure and the STD indication.
On the MCDU:

indication.

comes into view.
- on the keyboard, push the NEXT

PAGE function key.

comes into view.

the ALT DYNAMIC SLEW TEST
indication.
- the ALT DYNAMIC SLEW TEST page comes

into view.
- on the keyboard, enter 0/1500

and push the line key adjacent
to the SET ALT SLEW LIMITS
indication.
- the display shows 0/1500.
- on the keyboard, enter 1000 and

- the display shows 1000.

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Page 520
Nov 01/01
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------the SET ALT SLEW RATE
indication.
the UP (START SLEW) indication.
The test starts:

- the CAPT (F/O) PFD shows 0 ft and the
altitude increases to 1500 ft in
approximately 90 seconds.
5. Close-up
________
Subtask 34-13-00-410-058
A. Close Access
R
Subtask 34-13-00-860-068
R

(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.

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Page 521
Nov 01/01
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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------R
No specific
No specific
safety barriers
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-32-00-860-010
34-10-00-860-002
34-10-00-860-005

External Power
Page
3. __________
Job Set-up
Subtask 34-13-00-860-070

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Page 522
Nov 01/01
Subtask 34-13-00-010-059
B. Get Access
Subtask 34-13-00-865-068
IDENT. LOCATION
8FP
F09
5FP1
F07
4FP1
F06
6FP1
C02
10FP
N11
9FP
N10
5FP2
N09
5FP3
N08
4FP2
N07
4FP3
N06
6FP2
N05
6FP3
N04
R
Subtask 34-13-00-860-072
R

(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.

NEFF :
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N 34-13-00
N
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N
NMXA
N
N
Page 523
Nov 01/01
4. Procedure
_________
Subtask 34-13-00-710-055-B
A. Operational Test of the CAS 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 CAS ramp test. Ignore the warnings
____
which are the result of an overspeed.
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On one MCDU:
On one MCDU:

indication.

comes into view.

PAGE function key.

comes into view.

the CAS DYNAMIC SLEW TEST
indication.
- the ADIRS ADR1 (ADR2) (ADR3) CAS

DYNAMIC SLEW TEST page comes into
view.
- on the keyboard, enter these

limits: 175/225 and push the
line key adjacent to the SET
CAS SLEW LIMITS indication.
- the slew limits set come into view

below the related indication.
- on the keyboard, enter this

slew rate: 0020 and push the
line key adjacent to the SET
CAS SLEW RATE indication.
- the slew rate comes into view below

the related indication.

the UP-START SLEW indication.

- the speed scale moves from 175 Kts to
225 Kts.

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Page 524
Nov 01/01
5. Close-up
________
Subtask 34-13-00-410-059
A. Close Access
R
Subtask 34-13-00-860-071
R

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

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Page 525
Nov 01/01
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. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-10-00-710-007
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)

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Page 526
Nov 01/01
TASK 34-13-00-710-007
Operational Test of the Overspeed Warnings in the Slats/Flaps and Landing Gear
Extended (VFE/VLE) Configuration
NOTE : This test is for the system 1. For the systems 2 and 3, use the
____
indications between parentheses.
1. __________________
Reason for the Job
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------R
No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
29-10-00-863-001
29-10-00-863-002
29-10-00-863-003
29-10-00-864-001
29-10-00-864-002
29-10-00-864-003
31-32-00-860-010
31-60-00-860-001
31-60-00-860-002
32-22-00-010-001
32-22-00-410-001

External Power
Pressurize the Green Hydraulic System
Pressurize the Yellow Hydraulic System
Pressurize the Blue Hydraulic System with a Ground
Power Supply
Depressurize the Green Hydraulic System
Depressurize the Yellow Hydraulic System
Depressurize the Blue Hydraulic System
Page
EIS Start Procedure
EIS Stop Procedure
Nose Gear Doors - Ground Doors Opening
Nose Gear Doors - Ground Doors Closing

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Nov 01/01
3. __________
Job Set-up
Subtask 34-13-00-860-050
(2) Make sure that the nose landing gear doors are closed
(Ref. TASK 32-22-00-410-001).
(3) Pressurize
(Ref. TASK
(Ref. TASK
(Ref. TASK
the aircraft hydraulic systems

29-10-00-863-001)
29-10-00-863-002)
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.
Subtask 34-13-00-010-060
C. Get Access

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Page 528
Nov 01/01
Subtask 34-13-00-865-082
D. Make sure that this(these) circuit breaker(s) is(are) closed:
IDENT. LOCATION
1GA
C09
8FP
F09
5FP1
F07
4FP1
F06
6FP1
C02
10FP
N11
9FP
N10
5FP2
N09
5FP3
N08
4FP2
N07
4FP3
N06
6FP2
N05
6FP3
N04
2GA
Q35
R
Subtask 34-13-00-860-090
R
E. 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.

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Page 529
Nov 01/01
4. Procedure
_________
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:
2. On the MCDU:

ADR2 and ADR3 pushbutton switches comes
on.
On the MCDU:

indication

comes into view.

PAGE function key

comes into view.

indication
- the ADR1 (ADR2) (ADR3) SLEW TEST page

comes into view.

limits: 175/260
the SET CAS SLEW LIMITS
indication
The slew limits set come into view


slew rate: 020
the SET CAS SLEW RATE
indication
The slew rate set comes into view below

the related indication.

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------------------------------------------------------------------------------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.
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.

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R
R
R
R
------------------------------------------------------------------------------|
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
|----------------|----------------|----------------------------------|
2
|
2
|
---------|----------------|----------------|----------------------------------204 Kts |
2
|
2
|
OVERSPEED
|
|
|
- VFE
200
|----------------|----------------|----------------------------------|
1
|
1+F
|
---------|----------------|----------------|----------------------------------219 Kts |
1
|
1+F
|
OVERSPEED
|
|
|
- VFE
215
---------|----------------|----------------|----------------------------------234 Kts |
1
|
1+F
|
OVERSPEED
(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.
------------------------------------------------------------------------------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).

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Page 532
Nov 01/01
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).
2. On the overhead panel 20VU, on
the ADIRS CDU:
3. On the MCDU:

ADR2 and ADR3 pushbutton switches comes
on.
On the MCDU:

indication

comes into view.

PAGE function key

comes into view.

indication
- the ADR1 (ADR2) (ADR3) SLEW TEST page

comes into view.

limits: 275/290
- the slew limits come into view on the

bottom line (scratch pad) of the
MCDU.

the SET CAS SLEW LIMITS
indication
- the slew limits set come into view


slew rate: 025
- the slew rate comes into view on the

bottom line (scratch pad) of the
MCDU.

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Page 533
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------------------------------------------------------------------------------ACTION
RESULT
- the slew rate set comes into view
the SET CAS SLEW RATE
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.

On the ADIRS CDU:

switch comes on
switch goes off.
5. Do the ADR2 test as specified in

step 3.
Same results on the F/O side.
On the ADIRS CDU:


switch comes on
switch goes off.

switch to CAPT/3.

view.

the step 3.
Same results on the CAPT side.

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Page 534
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------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------9. On the ADIRS CDU:
pushbutton switches again

off.
5. Close-up
________
Subtask 34-13-00-410-060
A. Close Access
R
Subtask 34-13-00-860-051
R

(1) Do the EIS STOP procedure (Ref. TASK 31-60-00-860-002).
(3) De-energize the aircraft electrical circuit
(Ref. TASK 24-41-00-862-002).
(4) Close the nose landing gear doors (Ref. TASK 32-22-00-410-001).

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Page 535
Nov 01/01
TASK 34-13-00-720-009
Functional Test of the Altitude and Airspeed Data
_______
INSTRUMENTS:
115 hPa (3.39 in Hg)
_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
36122
87202126V15
98D34003500000


R
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------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
27-50-00-866-009
31-60-00-860-001
34-10-00-860-002
34-10-00-860-005
34-11-15-200-001

External Power
Retraction of the Flaps on the Ground
EIS Start Procedure
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 31-60-00-860001).
(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 27-50-00-866009).
(6) On the FCU, set the CAPT (F/O) Baro-Correction to display STD below
the altitude scale on the CAPT (F/O) PFD .

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Page 537
Nov 01/01
Subtask 34-13-00-865-086
IDENT. LOCATION
3DA1
D02
7XE
C01
3DA2
Y14
5DA2
Y11
3DA3
Z16
5DA3
Z14
5DA1
Z13
Subtask 34-13-00-480-050
C. Install the Ground Pressure Generator
(1) Remove the slip on covers from the static probes and the pitot
probes.
(2) Connect the GENERATOR - GROUND PRESSURE to the static and pitot
probes of the aircraft:
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)
- L static probe 2 7DA2, zone 127, STA 8700, for the L static
and
- R static probe 1 8DA1, zone 128, STA 9300, for the R static
- R static probe 2 8DA2, zone 128, STA 9350, 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:

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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).
R
(3) Seal the drain holes of the pitot probes with colored adhesive tape.
_______
PROBE.
R
R
(a) Seal the opposite static probe of the standby ADM with the
ADAPTER COVER-STATIC PORT (98D34003500103).
(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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Page 539
Nov 01/02
4. Procedure
_________
Subtask 34-13-00-720-061
A. Functional Test of the Altitude and Airspeed Data
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the ground pressure generator,
set a static pressure and a total
pressure as given in the table
below.
On the CAPT and F/O PFDs, compare and

write the altitude and airspeed values
for the ADIRU 1 and 2.

- set the AIR DATA selector to
CAPT/3.

- set the AIR DATA selector to

F/O/3.

3. At the end of the test, on the

ground pressure generator:
- slowly balance the pressure in
the static and total pressure
lines.
- open the lines to get the
atmospheric pressure.

than 6000 ft/mn.
4. Stop the pressure generator.

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Page 540
Nov 01/01
-----------------------------------------------------------------------------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 |
-----|-----|-----|-----|------|------|-------|--------|------|------|---------5305|833.5| 1828|948 |114.5 |5000 | 250 | 0.413 | 5401 | 264 | 0.439
|
|
|
|
|+/-12 |
|+/-0.004|+/- 12|
|+/-0.004
-----|-----|-----|-----|------|------|-------|--------|------|------|---------10335|687.8| 6335|801.8|114
|10000 | 250 | 0.452 | 10474| 264 | 0.481
|
|
|
|
|+/-15 |
|+/-0.004|+/- 15|
|+/-0.004
-----|-----|-----|-----|------|------|-------|--------|------|------|---------20464|456.6|13011|619.2|162.6 |20000 | 300 | 0.651 | 21094| 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
------------------------------------------------------------------------------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.
R
R
R

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Page 541
Nov 01/01
Subtask 34-13-00-865-088
breaker(s):
IDENT. LOCATION
3DA1
D02
7XE
C01
3DA2
Y14
5DA2
Y11
3DA3
Z16
5DA3
Z14
5DA1
Z13
Subtask 34-13-00-860-055
C. Put the aircraft back to its initial configuration.
(1) Install the slip on covers on the static probes and on the pitot
probes.
(Ref. TASK 24-41-00-862-002).

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Page 542
Nov 01/01
TASK 34-13-00-790-002
Leak Test of the Principal Static and Total Air Data System
_______
_______
INSTRUMENTS:
115 hPa (3.39 in Hg)
_______
1. __________________
Reason for the Job
Make sure that there are no leaks in the Captain and First Officer pitot and
static circuits.
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
36122
87202126V15
98D34003500000


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Nov 01/01
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-60-00-860-001
34-10-00-860-005
34-11-15-200-001

External Power
EIS Start Procedure
3. __________
Job Set-up
Subtask 34-13-00-860-074
Subtask 34-13-00-865-061
IDENT. LOCATION
3DA1
D02
7XE
C01
3DA2
Y14
5DA2
Y11
5DA1
Z13
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 to the
static probes with the ADAPTER COVER-STATIC PORT (98D34003500102).
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

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Page 544
Nov 01/01
and
- R static
pressure
- R static
pressure
probe 1 8DA1, zone 128, STA 9300, for the RH static

ADM (19FP4)
probe 2 8DA2, zone 128, STA 9350, for the RH static
ADM (19FP6).
(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.
R
(4) Seal the drain holes:
R
R
R
R
R
R
R
R
R
_______
PROBE.
R
R
Seal the drain holes of the pitot probes with a piece of plastic
and/or colored adhesive tape of very bright color.
Subtask 34-13-00-860-076
(1) Do the EIS start procedure (PFD only)
(Ref. TASK 31-60-00-860-001).
(2) On the ADIRS CDU ,set the OFF/NAV/ATT selector switches to NAV.

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Page 545
Nov 01/01
4. Procedure
_________
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 697 hPa (10,000
____
ft) and an impact pressure of 53.5 hPa (180 Kts) but it is less
accurate.
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 465.5
hPa (20,000 ft).
- set an impact pressure of 176
hPa (320 Kts).
3. Close the electrovalves to
isolate the static and total
pressure lines of the aircraft
from the pressure generator.
After 5 minutes, on the CAPT (F/O) PFD:

- make sure that the change of altitude
is not more than 320 ft.
After 10 minutes, on the CAPT (F/O)
PFD:
- make sure that the change of speed is
not more than 10 Kts.
4. On the pressure generator:

the main static and total
pressure lines
- open the electrovalves to get

than 6000 ft/mn.

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Page 546
Nov 01/01
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------5. Stop the pressure generator.
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.
R
R
(2) Remove the piece of plastic and the colored adhesive tape from the
drain holes of the pitot probe.
(3) Install the slip on covers on the static probes and the pitot probes.
Subtask 34-13-00-865-062
breaker(s):
IDENT. LOCATION
3DA1
D02
7XE
C01
3DA2
Y14
5DA2
Y11
5DA1
Z13
Subtask 34-13-00-860-075
(Ref. TASK 24-41-00-862-002).
items.

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Page 547
Nov 01/01
TASK 34-13-00-740-002
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific

safety barriers
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-32-00-860-010
31-60-00-860-001
31-60-00-860-002

External Power
Page
EIS Start Procedure
EIS Stop Procedure
3. __________
Job Set-up
Subtask 34-13-00-860-077
(2) On the center pedestal, on the MCDU, get the SYSTEM REPORT/TEST/NAV
page
(Ref. TASK 31-32-00-860-010).

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Page 548
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- 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.
____
the indications between parentheses.
Subtask 34-13-00-010-055
B. Get Access
Subtask 34-13-00-865-089
IDENT. LOCATION
------------------------------------------------------------------------------49VU AUTO FLT/FCU/1
9CA1
B05
1GA
C09
8FP
F09
5FP1
F07
4FP1
F06
6FP1
C02
9CA2
M21
10FP
N11
9FP
N10

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IDENT. LOCATION
------------------------------------------------------------------------------121VU ADIRS/ADIRU/2/26VAC AND AOA
5FP2
N09
5FP3
N08
4FP2
N07
4FP3
N06
6FP2
N05
6FP3
N04
2GA
Q35
52GA
Q34
Subtask 34-13-00-865-091
IDENT. LOCATION
5CC1
B04
7XE
C01
5CC2
M19
4. Procedure
_________
Subtask 34-13-00-740-050
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
------------------------------------------------------------------------------1. On the ADIRS CDU:
- push the ADR1, ADR2 and ADR3
pushbutton switches
The OFF legend of the three pushbutton

switches comes on.

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------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- push the ADR1 (ADR2) (ADR3),
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.
- On the lower ECAM display unit, the
local temperature values SAT and TAT
are shown (only with ADR2 set).
2. On the MCDU:
On the MCDU:

indication

comes into view.

- the ADIRS ADR1 (ADR2) (ADR3)

INTERFACE TEST page comes into view.

- 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
- on the CAPT (F/O) PFD, the warnings
go out of view
the Inop System part, the message ADR
2 + 3 (ADR 1 + 3) (ADR 1 + 2) comes
into view
- on the CAPT (F/O) PFD, the altitude
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

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------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- 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
VMO/MMO 350/.82
indication.
The test procedure stops:

OVERSPEED warning indication goes out
of view
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

pushbutton switch.


the para. 1 and 2.
Same results on the F/O side.

- push the ADR3 pushbutton switch

ADR3 pushbutton switch goes off

switch.

indications go out of view.

switch to CAPT/3.

indications from the ADR3 are shown.

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------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------7. Do the ADR3 test as specified in
Same results on the CAPT side.
the para. 1 and 2.
8. On the ADIRS CDU, push the ADR1
pushbutton switch.


switch to NORM.

indications stay in view.
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.
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

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Subtask 34-13-00-865-092
breaker(s):
7XE, 5CC1, 5CC2

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TASK 34-13-00-740-004
Read the CFDIU for the ADR CURRENT STATUS
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------R
No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-32-00-860-010
34-10-00-860-002
34-10-00-860-005

External Power
Page
3. __________
Job Set-up
Subtask 34-13-00-860-083
only) (Ref. TASK 34-10-00-860-002).

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Subtask 34-13-00-010-061
B. Get Access
Subtask 34-13-00-865-094
IDENT. LOCATION
------------------------------------------------------------------------------49VU AUTO FLT/FCU/1
9CA1
B05
1GA
C09
8FP
F09
5FP1
F07
4FP1
F06
6FP1
C02
9CA2
M21
10FP
N11
9FP
N10
5FP2
N09
5FP3
N08
4FP2
N07
4FP3
N06
6FP2
N05
6FP3
N04
2GA
Q35
52GA
Q34
R

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4. Procedure
_________
Subtask 34-13-00-740-052
A. Do the Operational Test of the CURRENT STATUS
------------------------------------------------------------------------------ACTION
RESULT
On the MCDU:
1. Get the SYSTEM REPORT/TEST/NAV

page
(Ref. TASK 31-32-00-860-010).
- the SYSTEM REPORT/TEST/NAV page comes

into view.
2. On the NAV page:

indication (related to the
removed ADM)

comes into view.


view.
- 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

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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).
R

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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
Display (ND)) and on the VOR/ADF/DME RMI 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 041: SET LATITUDE
- label 042: SET LONGITUDE
- label 043: SET MAGNETIC HEADING
- label 277: CDU TEST.
These data words are used for initialization and BITE purposes.

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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 IR portion is provided with one ARINC 429 low speed bus from
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
|
| Mounting position 2
| 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
|
| IR mode select M2
| 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
|
| Open/GND
|
0/1
|
| Open/GND
|
0/1
|
| Open/GND
|
0/1
|
| Open/GND
|
0/1
|
| Aircraft Ident Code Parity | Open/GND
|
0/1
|

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--------------------------------------------------------------------|
INPUT SIGNAL
|
INPUT
|
INPUT
|
|
|
|
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.
When this discrete is open, the test is not activated.

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When this discrete is grounded, the test is activated.

In normal operation this discrete is open (unused), but can be
also activated via the CFDIU (on ground).
R
R
R
(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.

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ADIRU - IR Block Diagram

Figure 001

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ADIRU - IR Signal Flow Diagram

Figure 002

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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)

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INTENTIONALLY BLANK

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May 01/99
ADIRU - Navigation Mode Functions

Figure 003

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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

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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 82N to 60S
excluding the magnetic polar region (latitude exceeds 73N and
longitude between 120W and 90W). 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.
- WORD RANGE/OPER RANGE/RESOLUTION ACCURACY: measurement range
in milliseconds.
- CODE:
HYB: mixed code.
R
R

NEFF :
ALL
N 34-14-00
N
N
N
NMXA
N
N
Page 15
Nov 01/96
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|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 |
|
|

NEFF :
ALL
N 34-14-00
N
N
N
NMXA
N
N
Page 16
Feb 01/96
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|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
|
|
|
|
|
|
|
|
|--------------|----------|------------|----|----|----|----|----|-----|-------|

NEFF :
ALL
N 34-14-00
N
N
N
NMXA
N
N
Page 17
Feb 01/96
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|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
|
|
|
|
|
|
|
|

NEFF :
ALL
N 34-14-00
N
N
N
NMXA
N
N
Page 18
Feb 01/96
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|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
|Deg/| 29 | 15 | 20 |BNR |ROLR |
|
|
|ROLL RATE |+/- 45
|s
|
|
|
|
|
|
|
|
|
|R 0.0039
|
|
|
|
|
|
|
|
|
|
|+/- 0.1
|
|
|
|
|
|
|
|
|--------------|----------|------------|----|----|----|----|----|-----|-------|
|
330
|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
|
|
|
|
|
|
|
|

NEFF :
ALL
N 34-14-00
N
N
N
NMXA
N
N
Page 19
Feb 01/96
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|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 |
|

NEFF :
ALL
N 34-14-00
N
N
N
NMXA
N
N
Page 20
Feb 01/96
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|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

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---------------------------------------------------------------------------| 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 73N (+/-0.5 hysteresis)
|
|
|
| while Longitude is between 120W and 90W
|
|
|
| (+/-2.5 hysteresis) or Latitude exceeds
|
|
|
| 82N (+/-0.5 hysteresis) or Latitude
|
|
|
| exceeds 60S (+/-0.5 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
|

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---------------------------------------------------------------------------| BIT |
SIGNAL
|
;1; CONDITION
|
|-----|--------------------|-----------------------------------------------|
|
|
|
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)

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Digital Word 275 IR Discrete 2

Figure 005

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Digital Word 276 IR Discrete 3

Figure 006

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Page 25
Feb 01/96
Digital Word 351 IR Maintenance

Figure 007

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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
|

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---------------------------------------------------------------------------|
BIT
|
DEFINITION
|
|--------------------------------------------------------------------------|
|
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).
---------------------------------------------------------------------------|
BIT
|
DEFINITION
|
|--------------------------------------------------------------------------|
|
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
|
|
20
| TIME UNTIL NAV
SIGNIFICANT
|
|
21
| TIME UNTIL NAV
DIGIT
|
|
22
| TIME UNTIL NAV
(BCD)
|
|----------|---------------------------------------------------------------|
|
23
| Action Code (1)
Least
|
|
24
| Action Code (1)
Significant
|
|
25
| Action Code (1)
Digit
|
|
26
| Action Code (1)
|
|----------|---------------------------------------------------------------|
|
27
| Action Code (1)
Most
|
|
28
| Action Code (1)
Significant
|

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---------------------------------------------------------------------------|
BIT
|
DEFINITION
|
|--------------------------------------------------------------------------|
|
29
| Action Code (1)
Digit
|
|----------|---------------------------------------------------------------|
|
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. 005, 006, 008, 009)

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Page 29
Feb 01/96
IR - Binary Output Words

Figure 008

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Page 30
Feb 01/96
IR - BCD and Special Output Words

Figure 009

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Feb 01/96
(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.

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Feb 01/96
3. Operation/Control
________________________________
and Indicating
(Ref. Fig. 010)
A. Control
(1) Modes of operation
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. 011)
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. 012)
(2) OFF mode
When the OFF/NAV/ATT selector switch on the CDU is in the OFF
position, all circuitry in the 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.
(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 73N and 60S, with automatic entry to NAV mode. Requires
initial position data to be entered.
NOTE : The automatic alignment requires 15 min delay for latitudes
____
between 73N and 82N.

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Page 33
Feb 01/96
IR - Operation/Control and Indicating

Figure 010

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Page 34
Feb 01/96
IR - Alignment Procedure from the MCDU

Figure 011

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Page 35
Feb 01/96
IR - Mode State Diagram

Figure 012

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Page 36
Feb 01/96
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
(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.
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.
R
R
- 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.
(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.

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Page 37
Nov 01/99
MCDU - INIT Page

Figure 013

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Page 38
Feb 01/96
R
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.
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.

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**ON A/C ALL

Post SB
34-1084 For A/C ALL
(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.
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 73N and 60S, with automatic entry to NAV mode. Requires
initial position data to be entered.
NOTE : The automatic alignment requires 15 min delay for latitudes
____
between 73N and 82N.
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
(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 or after the 10-minute alignment before starting the
automatic sequencing to the NAV mode.

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Page 40
Nov 01/99
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.
R
R
- a message ENTER PPOS is displayed on the CDU (DATA DISPLAY

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.
(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.
R
R
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

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Page 41
Nov 01/99
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.
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.
**ON A/C ALL
(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.

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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.
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/ADF/DME 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
VOR/ADF/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
(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.

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IR - Attitude Information Display

Figure 014

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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.
(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
(Ref. Fig. 015)
The aircraft magnetic or true heading is displayed on the PFD, the ND
and the VOR/ADF/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).

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INTENTIONALLY BLANK

R
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Nov 01/99
IR - Heading Information Display on the PFD

Figure 015

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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
(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.
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 D)

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.

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IR - Heading Information Display on the ND

Figure 016

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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 VOR/ADF/DME RMI
(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).
For more details, ref. 34-57-00.
(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.
(3) Ground speed
(Ref. Fig. 018)
The ground speed is displayed in the left upper corner of the
ROSE, ARC or PLAN mode (item A).
The GS title is displayed in white color and the ground speed
in green.
In case of failure or NCD, the ground speed value is replaced
three dashed lines (item B).
The ground speed can also be displayed on the CDU if the DATA
selector switch is placed in the TK/GS position.
ND for
value
by
DISPLAY
(4) Wind indications

(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.

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IR - Heading Information Display on the VOR/ADF/DME RMI

Figure 017

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Nov 01/99
IR - GS, Wind, Vertical Speed Information Display

Figure 018

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(5) Vertical speed

(Ref. Fig. 018)
The inertial vertical speed is displayed in the right side of the PFD
(item C).
The vertical speed scale consists of:
(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).
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.
(e) 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.
(f) In addition, those indications change to amber in approach, in
the following cases:
In case of failure, the inertial vertical speed display is
automatically replaced by the baro vertical speed display. (Ref.
34-13-00).
(6) Reconfiguration display
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.

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C. Warnings
(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:
- 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).
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.

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NAV IR 1(2)(3) FAULT Message

Figure 019

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Nov 01/99
NAV IR 1+2 FAULT Message

Figure 020

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Nov 01/99
NAV IR 1+3 (2+3) FAULT Message

Figure 021

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NAV ATT DISCREPANCY Message

Figure 022

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Nov 01/99
NAV HDG DISCREPANCY Message

Figure 023

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(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:
(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.
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:
The lower limit of the grey band is fixed at 22 NM.
(b) Upper limit for removal criteria
- Flight duration < 1.5 FH:
The upper limit of the grey band is fixed at 7.5 NM.
- 1.5 FH < Flight duration < 10 FH:
The upper limit of the grey band is fixed at 3T + 3.
- Flight duration > 10 FH:
The upper limit of the grey band is fixed at 33 NM.

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ADIRU - Radial Position Error - Removal Criteria

Figure 024

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(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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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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-60-00-860-001
31-60-00-860-002

External Power
EIS Start Procedure
EIS Stop Procedure
3. __________
Job Set-up
Subtask 34-14-00-010-050
A. Get Access

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Feb 01/96

Subtask 34-14-00-865-054
R
R
R
R
R
R
R
IDENT. LOCATION
1GA
C09
8FP
F09
5FP1
F07
4FP1
F06
6FP1
C02
121VU
121VU
121VU
121VU
121VU
121VU
121VU
121VU
121VU
121VU
ADIRS/ADIRU/2/28VDC
ADIRS/ADIRU/3/28VDC
10FP
9FP
5FP2
5FP3
4FP2
4FP3
6FP2
6FP3
2GA
52GA
N11
N10
N09
N08
N07
N06
N05
N04
Q35
Q34
Subtask 34-14-00-860-055
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 31-60-00-860001).

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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 :
R
R
R
R
R
R
R
R

R
R
R
R
- push the ADR1, ADR2 and ADR3

On the ADIRS CDU :

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.
- make sure that the OFF legends of the
ADR1, ADR2 and ADR3 pushbutton
switches are on.

SWITCHING panel 8VU, set the ATT
HDG selector switch to CAPT/3.
3. On the ADIRS CDU, set the
OFF/NAV/ATT selector switch
related to the IR1 to OFF.
On the ADIRS CDU, the ALIGN legend of

the IR1 annunciatior goes off
On the Captain PFD, the pitch and roll
attitudes stay in view.

HDG selector switch to NORM then
to F/O/3.
On the Captain PFD, the ATT flag is

shown (ignore the related warnings).

- On the ADIRS CDU, the ALIGN legend of

the IR2 annunciator goes off
- On the First Officer PFD, the pitch
and roll attitudes stay in view.

HDG selector switch to NORM.
On the First Officer PFD, the ATT flag

is shown (ignore the related warnings).

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------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------7. On the ADIRS CDU :
switch related to the IR3 to
OFF
On the ADIRS CDU, the ALIGN legend of

the IR3 annunciator goes off.
5. Close-up
________
Subtask 34-14-00-860-056
(Ref. TASK 31-60-00-860-002).
(Ref. TASK 24-41-00-862-002).
items.
Subtask 34-14-00-410-050
B. Close Access

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May 01/96
TASK 34-14-00-710-004
Operational Test of the Attitude/Heading (ATT/HDG) Comparison Warning
_______
1. __________________
Reason for the Job
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------R
No specific
No specific
safety barriers
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-32-00-860-010
31-60-00-860-001
31-60-00-860-002
34-10-00-860-004

External Power
Page
EIS Start Procedure
EIS Stop Procedure

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3. __________
Job Set-up
Subtask 34-14-00-010-051
A. Get Access
Subtask 34-14-00-865-055
IDENT. LOCATION
1GA
C09
8FP
F09
5FP1
F07
4FP1
F06
6FP1
C02
10FP
N11
9FP
N10
5FP2
N09
5FP3
N08
4FP2
N07
4FP3
N06
6FP2
N05
6FP3
N04
2GA
Q35
52GA
Q34
R
Subtask 34-14-00-860-057
R


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(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.
4. Procedure
_________
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:

the IR1 indication
The ADIRS IR1 page comes into view.

The ADIRS IR1 INTERFACE TEST page comes

into view.

After two seconds :

- the CAPT PFD shows this position :
ROLL 45 Right.
PITCH 5 Up.
- the CAPT ND shows this position :
HDG 15.

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------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------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
- ATT HDG SWTG....AS RQRD
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.
the RETURN TEST/STOP
indication.
The test stops

The indications above go out of view
The attitude and heading indications
come into view.

OFF/NAV/ATT selector switches
related to the IR1 and IR2 to
OFF.
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.

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(Ref. TASK 24-41-00-862-002).
items.
R
Subtask 34-14-00-410-051
R
B. Close Access

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Nov 01/01
TASK 34-14-00-740-001
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------R
No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-32-00-860-010
31-60-00-860-001
31-60-00-860-002

External Power
Page
EIS Start Procedure
EIS Stop Procedure
3. __________
Job Set-up
Subtask 34-14-00-010-052
A. Get Access

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Subtask 34-14-00-860-050
(2) Do the EIS start procedure (PFD and ND only) (Ref. TASK 31-60-00-860001).
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).
____
Subtask 34-14-00-865-058
IDENT. LOCATION
------------------------------------------------------------------------------49VU AUTO FLT/FCU/1
9CA1
B05
1GA
C09
8FP
F09
5FP1
F07
4FP1
F06
6FP1
C02
9CA2
M21
10FP
N11
9FP
N10
5FP2
N09
5FP3
N08
4FP2
N07
4FP3
N06
6FP2
N05

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Page 511
Nov 01/01
IDENT. LOCATION
------------------------------------------------------------------------------121VU ADIRS/ADIRU/3/28VDC
6FP3
N04
2GA
Q35
52GA
Q34
R
4. Procedure
_________
NOTE : In the test that follows, we use the name DDRMI for the VOR/DME RMI
____
and the VOR/ADF/DME RMI (refer to equipment on your aircraft).
Subtask 34-14-00-740-068
A. BITE Test of the IR System
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the ADIRS CDU:
switch related to the IR1 (IR2)
(IR3) to NAV.
On the ADIRS CDU:

seconds,
- the ALIGN legend of the IR1 (IR2)
(IR3) annunciator comes on.

switch to TK/GS,
switch to 1 (2) (3).
2. On one MCDU, on the NAV page:
On the MCDU:

the IR1 (IR2) (IR3) indication.
The ADIRS IRU1 (IRU2) (IRU3) page comes

into view.

The ADIRS IRU1 (IRU2) (IRU3) INTERFACE

TEST page comes into view.

- from 0 to 2 seconds:
* 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,

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Page 512
Nov 01/01
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- 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
3. On the ADIRS CDU, set the DATA
DISPLAY selector switch to HDG.
On the ADIRS CDU, the left part of the

display window shows this true HDG
value:
010.0
4. On the MCDU, push the line key

adjacent to the RETURN TEST/STOP
indication.
On the ADIRS CDU:

OFF,

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Page 513
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------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- set the OFF/NAV/ATT selector
On the ADIRS CDU:
NAV.
seconds,
- the related ALIGN legend comes on.
6. Do the IR2 test as written in
para. 2.
You must get the same results only on

the F/O PFD and ND and on the ADIRS CDU
(no indication on the DDRMI).
On the ADIRS CDU:

OFF,
NAV.

seconds,
- 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
para. 2.
You must get the same results as for

the IR1 on the CAPT PFD and ND, the
ADIRS CDU and the DDRMI.

5. Close-up
________
Subtask 34-14-00-860-051
(Ref. TASK 31-60-00-860-002)

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Page 514
Nov 01/01

(Ref. TASK 24-41-00-862-002).
Subtask 34-14-00-410-052
B. Close Access

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Page 515
May 01/02
INTENTIONALLY BLANK

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Page 516
Nov 01/01
TASK 34-14-00-740-002
Read CFDIU for IR CURRENT STATUS
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific

------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-32-00-860-010
34-10-00-860-002
34-10-00-860-005

External Power
Page
3. __________
Job Set-up
Subtask 34-14-00-010-053
A. Get Access

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Page 517
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Subtask 34-14-00-860-053
only)
(Ref. TASK 34-10-00-860-002)
Subtask 34-14-00-865-061
IDENT. LOCATION
------------------------------------------------------------------------------49VU AUTO FLT/FCU/1
9CA1
B05
1GA
C09
8FP
F09
5FP1
F07
4FP1
F06
6FP1
C02
9CA2
M21
10FP
N11
9FP
N10
5FP2
N09
5FP3
N08
4FP2
N07
4FP3
N06
6FP2
N05
6FP3
N04
2GA
Q35
52GA
Q34
Subtask 34-14-00-865-062
IDENT. LOCATION
5CC1
B04
5CC2
M19

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Page 518
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4. Procedure
_________
Subtask 34-14-00-740-064
A. Do the Operational Test of the CURRENT STATUS
------------------------------------------------------------------------------ACTION
RESULT
1. Get the SYSTEM REPORT/TEST/NAV
page
(Ref. TASK 31-32-00-860-010).

into view.
2. On the NAV page

the IR1 (IR2) (IR3) indication
(related to the removed ADM)
- the ADIRS IRU1 (IRU2) (IRU3) 1/2 page

comes into view.


view.
- if there is no defect found after the
new ADM is installed, the NO FAULTS
5. Close-up
________
Subtask 34-14-00-860-054
(Ref. TASK 24-41-00-862-002).

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Page 519
May 01/01
Subtask 34-14-00-865-063
breaker(s):
5CC1, 5CC2
Subtask 34-14-00-410-053
C. Close Access

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Page 520
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ADIRS - BITE - DESCRIPTION AND OPERATION

________________________________________
1. _______
General
The Built in Test Equipment 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. These are: 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, the status of analog, digital
and discrete inputs and 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.).

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Feb 01/96
ADIRS - Interface between one ADIRU and the CFDIU

Figure 001

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2. __________________
Component Location
A. Computers Directly Linked to the CFDS
------------------------------------------------------------------------------FIN
|
ATA
|
|
|
| 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
------------------------------------------------------------------------------FIN
|
ATA
|
|
|
| DOOR |
REF.
------------------------------------------------------------------------------2FP
CDU-ADIRS
20VU 211 831
34-12-12

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C. Other LRUs of the System

------------------------------------------------------------------------------FIN
|
ATA
|
|
|
| DOOR |
REF.
------------------------------------------------------------------------------3FP1
127 824
34-11-19
3FP2
128 824
34-11-19
3FP3
127 824
34-11-19
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
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
128 824
34-11-17
19FP5
127 824
34-11-17
19FP6
128 824
34-11-17
19FP7
127 824
34-11-17
19FP8
ADM-STBY STATIC PRESSURE
121 811
34-11-17

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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 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
(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.
R
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:

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Page 5
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ADIRS BITE - Inertial Reference Faults 1/6

Figure 002

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Page 6
May 01/98

Figure 003

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Page 7
May 01/98

Figure 004

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Page 8
May 01/98

Figure 005

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Page 9
May 01/98

Figure 006

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Page 10
May 01/98
R
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Figure 007

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Page 11
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- 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
If taxiing or towing causes a step input which exceeds 0.5 ft/s
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.

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Page 12
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(3) Air data reference faults

(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.
(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:

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May 01/98
ADIRS BITE - Air Data Reference Faults 1/5

Figure 008

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Page 14
May 01/98

Figure 009

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Page 15
May 01/98

Figure 010

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Page 16
May 01/98
R
R

Figure 011

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Page 17
May 01/98
R
R

Figure 012

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Page 18
May 01/98
-----------------------------------------------| 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
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Page 19
May 01/98
ADIRS BITE - Activation of IR Interactive Function

Figure 013

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Page 20
May 01/98
ADIRS BITE - Activation of ADR Interactive Function

Figure 014

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Page 21
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(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

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Page 22
May 01/98
ADIRS BITE - IR Main Menu

Figure 015

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Page 23
May 01/98
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 de-energized to the
previously indicated status.
---------------------------------------------------------------|
|
|
SELF TEST VALUE
|
| LABEL |
PARAMETER
|--------------------------|
|
|
| 0 to 2 s. | After 2 s. |
|--------------------------------------------------------------|
| 010
| PRESENT POSITION LAT
| 18888.8? | N 2230.0? |
| 011
| PRESENT POSITION LONG
| 18888.8? | E 2230.0? |
| 012
| GROUND SPEED
| 6888 Kts
| 200 Kts
|
| 013
| TRACK ANGLE-TRUE
| 688.8
| 00.0
|
| 014
| MAGNETIC HEADING
| 688.8
| 15
|
| 015
| WIND SPEED
| 688 Kts
| 100 Kts
|
| 016
| WIND DIRECTION-TRUE
| 688
| 30
|
| 041
| SET LATITUDE
| 18888.8? | N 2230.0? |
| 042
| SET LONGITUDE
| 18888.8? | E 2230.0? |
| 043
| SET MAGNETIC HEADING
| 688
| 15
|
| 044
| TRUE HEADING
| 688.8
| 10
|
---------------------------------------------------------------Table 2: Output BCD Words

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---------------------------------------------------------------| LABEL |
PARAMETER
|
SELF TEST VALUE
|
|--------------------------------------------------------------|
| 052
| PITCH ANGULAR ACCEL
|
5.0 /s/s
|
| 053
| ROLL ANGULAR ACCEL
|
5.0 /s/s
|
| 054
| YAW ANGULAR ACCEL
|
5.0 /s/s
|
| 310
| PRESENT POSITION LAT
|
N 22.50
|
| 311
| PRESENT POSITION LONG
|
E 22.50
|
| 312
| GROUND SPEED
|
200 Kts
|
| 313
| TRACK ANGLE-TRUE
|
00.0
|
| 314
| TRUE HEADING
|
10.0
|
| 315
| WIND SPEED
|
100 Kts
|
| 316
| WIND DIRECTION-TRUE
|
30
|
| 317
| TRACK ANGLE-MAG
|
5
|
| 320
| MAGNETIC HEADING
|
15
|
| 321
| DRIFT ANGLE
|
-10 (Left)
|
| 322
| FLIGHT PATH ANGLE
|
-5
|
| 323
| FLIGHT PATH ACCEL
|
0.02g
|
| 324
| PITCH ANGLE
|
5
|
| 325
| ROLL ANGLE
|
45 (Right)
|
| 326
| BODY AXIS PITCH RATE
|
10/s
|
| 327
| BODY AXIS ROLL RATE
|
10/s
|
| 330
| BODY AXIS YAW RATE
|
10/s
|
| 331
| BODY LONGIT ACCEL
|
0.02g
|
| 332
| BODY LATERAL ACCEL
|
0.10g
|
| 333
| BODY NORMAL ACCEL
|
0.10g
|
| 334
| PLATFORM HEADING
|
22.50
|
| 335
| TRACK ANGLE RATE
|
4.0/s
|
| 336
| PITCH ATT RATE
|
10/s
|
| 337
| ROLL ATT RATE
|
10/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).
(b) PREVIOUS LEGS REPORT
This item describes the in-flight fault status of the selected
ADR and related LRUs during the previous legs (flight legs
01-62).
(c) LRU IDENTIFICATION
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
This item describes the current on-the-ground fault status of the
selected ADR.
(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
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.

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Page 26
May 01/98
ADIRS BITE - ADR Main Menu 1/2

Figure 016

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Page 27
May 01/98
**ON A/C ALL

Post SB
34-1084 For A/C ALL

(e) INTERFACE TEST (OUTPUT TESTS MENU)
(Ref. Fig. 017, 018)

This item controls the functional test modes of the selected ADR.
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
- 0-5 seconds: Failure Warning Test
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
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.

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Page 28
May 01/98
ADIRS BITE - ADR Main Menu 2/2

Figure 017

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Page 29
May 01/98
ADIRS BITE - ADR Slew Tests

Figure 018

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May 01/98
**ON A/C ALL

ADR Interface test values are shown in the following tables:
-----------------------------------------------------------------------|
|
|
SELF TEST VALUE
|
| 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
| 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 | 35C
|
| 212
| ALTITUDE RATE
| Last Valid | 600 ft/mn | 0 ft/mn
|
| 213
| STATIC AIR TEMP
| Last Valid | Last Valid | 10.3C
|
| 215
| IMPACT PRESSURE
| Last Valid | Last Valid | 236.6 hPa |
| 220
| BARO CORR ALT 2
| 10,000 ft |
| 221
| IND ANGLE OF ATTACK
| NOTE 1
| NOTE 1
| 5
|
| 241
| CORCTD ANGLE OF ATTACK| NOTE 1
| NOTE 1
| 5
|
| 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 |
| 251
| BARO CORR ALT 3
| 10,000 ft |
-----------------------------------------------------------------------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 0 when CAS is less than 60 kts.
Output Binary Words

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-------------------------------------------------------------------------|
|
|
SELF TEST VALUE
|
| 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 C
|
| 233
| STATIC AIR TEMP
|Not Transmit.| Last Valid | 10 C
|
| 234
| BARO CORR (hPa) 1
| 235
| 236
| BARO CORR (hPa) 2
| 237
-------------------------------------------------------------------------Output BCD Words
-------------------------------------------------------------------------|
|
|
SELF TEST VALUE
|
| 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
|
0
|
0
|
1
|
| 271
|
0
|
0
|
1
|
| 271
|
1
|
1
|
0
|
-------------------------------------------------------------------------Output Discretes Words
-------------------------------------------------------------------------|
|
SELF TEST VALUE
|
|
PARAMETER
|----------------------------------------|
|
|
0 to 5 s | 5 to 10 s | After 10 s |
|------------------------------------------------------------------------|
|
OPEN
|
OPEN
|
GROUND
|
|
OPEN
|
OPEN
|
GROUND
|
|
OPEN
|
OPEN
|
OPEN
|
|
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.

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Page 33
May 01/98
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)
------------------------------------------------------------------------------FIN
|
ATA
|
|
|
| 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.
R
R
R
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.
R
R
R
R
R
R

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Page 1
Aug 01/98
Standby Data - Altitude and Airspeed - Component Location

Figure 001

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Page 2
Feb 01/96
Standby Data - Altitude and Airspeed - Pneumatic Circuit

Figure 002

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Page 3
Feb 01/96
Standby Data - Altitude and Airspeed - Electrical Circuit

Figure 003

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Page 4
Feb 01/96
Standby Data - Altitude and Airspeed - Data Indication

Figure 004

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Page 5
Feb 01/96
R
R
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plus or minus 80 ft. at 10,000 ft.

R
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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.
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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.

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Aug 01/98
STANDBY DATA : ALTITUDE AND AIRSPEED - ADJUSTMENT/TEST

______________________________________________________
TASK 34-21-00-790-001
R
Low range leak test of standby pneumatic circuits

_______
_______
INSTRUMENTS:
115 hPa (3.39 in Hg)
_______
1. __________________
Reason for the Job
- Make sure that there are no leaks in the standby static and pitot
circuits.
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
No specific
36122

safety barriers
GENERATOR - GROUND PRESSURE
98D34003500000

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Page 501
May 01/03
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002

External Power
3. __________
Job Set-up
Subtask 34-21-00-860-056
Subtask 34-21-00-865-050
IDENT. LOCATION
7XE
C01
3DA3
Z16
5DA3
Z14
Subtask 34-21-00-865-052
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/STBY/ALTM
16FN
F14

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Page 502
May 01/03
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.
(2) Connect the GENERATOR - GROUND PRESSURE 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 Stby probes:
_______
PROBE.
(a) Seal the drain holes of the pitot probe with a piece of plastic
and colored adhesive tape of very bright color.
R
(b) Seal the opposite standby static probe with the ADAPTER COVERSTATIC PORT (98D34003500103).
4. Procedure
_________
Subtask 34-21-00-790-050
A. Leak Test
NOTE : You can do the test below for a static pressure of 697 hpa (10,000
____
ft) and an impact pressure of 53.5 hpa (180 Kts) but it is less
accurate.
After 5 minutes:
- the change of altitude must not be more than 370 ft.
- the change of speed must not be more than 10 Kts.

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Page 503
May 01/03
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the standby altimeter, set a
barometric pressure of 1013 hPa.
hpa (20,000 ft).
- set an impact pressure of 176
hpa (320 Kts).
3. Close the electrovalves to
isolate the static and pitot
circuits of the aircraft from the
ground pressure generator.
After 5 minutes :
- make sure that the change of altitude
is not more than 500 ft.
After 10 minutes :
- make sure that the change of speed is
not more than 20 Kts.

the standby static and pitot
circuits and open the
electrovalves to get

than 6000 ft.mn.

generator.
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.
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(4) Remove the piece of plastic and colored adhesive tape from the drain
holes of the standby pitot probe.

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Page 504
Nov 01/01
(5) Install the slip on covers on the standby static probe and the
standby pitot probe.
Subtask 34-21-00-865-051
breaker(s):
IDENT. LOCATION
7XE
C01
3DA3
Z16
5DA3
Z14
Subtask 34-21-00-860-057
(Ref. TASK 24-41-00-862-002).
items.

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Page 505
Nov 01/01
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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------R
No specific
No specific
36122
98D34003500000

------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------12-24-34-600-001
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 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.
(3) Seal the opposite standby static probe with the ADAPTER COVER-STATIC
PORT (98D34003500103).

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Page 506
May 01/00
(4) Precautions
CAUTION : OBEY THESE PRECAUTIONS WHEN YOU DO THE TEST TO PREVENT
_______
DAMAGE TO INSTRUMENTS:
- PRESSURE SET MUST NOT BE MORE THAN 1050 hPa (31 in Hg) OR
LESS THAN 115 hPa (3.39 in Hg)
- CHANGES IN 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).
R
Subtask 34-21-00-865-056
R
R
R
R
R

IDENT. LOCATION
7XE
C01
4. Procedure
_________
Subtask 34-21-00-720-050
A. Test of the Standby Airspeed Indicator
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------On the ground pressure generator :
- set a static pressure of 314.8 hPa
(29,000 ft)
- set an impact pressure of 200.1
hPa (340 Kts).
On the standby airspeed indicator:

- the pointer shows 340 Kts (+ or - 5
Kts).
- set a static pressure of 571.8 hPa

(15,000 ft)
- set an impact pressure of 153.5
hPa (300 Kts).

Kts).

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Page 507
May 01/00
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- set a static pressure of 843 hPa
(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.
(3) Remove the adaptors from the standby static probes and the standby
pitot probe.
(4) Remove the ground pressure generator.
(6) Install the slip on covers on the standby static probes and the
standby pitot probe.

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Page 508
May 01/00
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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------R
No specific
No specific
98D10103500001
98D34003500000

1 COVER-STATIC PROBE
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------12-24-34-600-001
24-41-00-861-002
24-41-00-862-002
32-00-00-860-001
32-00-00-860-002

External Power
Flight Configuration Precautions
Ground Configuration after Flight Configuration

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Page 509
May 01/99
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:
- PRESSURE SET MUST NOT BE MORE THAN 1050 hPa (31 in Hg) OR
LESS THAN 115 hPa (3.39 in Hg)
- CHANGES IN 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.
R
(5) Connect the GENERATOR - GROUND PRESSURE 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.

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Subtask 34-21-00-865-053
IDENT. LOCATION
1GA
C09
7XE
C01
2GA
Q35
52GA
Q34
Subtask 34-21-00-865-054
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/STBY/ALTM
16FN
F14
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.
hPa (1000 ft).
- Make sure that the standby altimeter

indicates 1000 ft (+ or - 20 ft).
- Set a static pressure of 908.1

hPa (3000 ft).
- Make sure that the standby altimeter

indicates 3000 ft (+ OR - 30 ft).
- Set a static pressure of 843

hPa (5000 ft).
- make sure that the standby altimeter

indicates 5000 ft (+ or - 40 ft).

hPa (15,000 ft).

indicates 15,000 ft (+ or - 105 ft).

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------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- set a static pressure of 314.8
hPa (29,000 ft).
indicates 29,000 ft (+ or - 180 ft).
- slowly decrease the pressure
until you get atmospheric
pressure.
generator.
5. Close-up
________
Subtask 34-21-00-860-054
(1) Disconnect the ground pressure generator.
(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).
Subtask 34-21-00-865-055
breaker(s):
IDENT. LOCATION
1GA
C09
2GA
Q35
52GA
Q34

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ALTIMETER - STANDBY (3FN) - REMOVAL/INSTALLATION

________________________________________________
TASK 34-21-22-000-001
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
blanking caps
blanking plugs
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-21-22-991-001
Fig. 401
3. __________
Job Set-up
Subtask 34-21-22-865-050
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/STBY/ALTM
16FN
F14
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.

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4. Procedure
_________
(Ref. Fig. 401/TASK 34-21-22-991-001)
Subtask 34-21-22-020-050
A. Removal of the Standby Altimeter (3FN)
(1) Loosen the screws (1). Do not remove them.
(2) Disengage the standby altimeter (2) from its housing.
(5) Remove the standby altimeter (2).
(6).
(7) Put blanking plugs on the disconnected line ends (3) and (5).

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Standby Altimeter
Figure 401/TASK 34-21-22-991-001

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TASK 34-21-22-400-001
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------33-13-00-710-001
34-21-22-991-001
Operational Test of the Instrument and Panel Integral

Lighting
Fig. 401
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
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/STBY/ALTM
16FN
F14
4LF
Y04
4. Procedure
_________
(Ref. Fig. 401/TASK 34-21-22-991-001)
Subtask 34-21-22-420-050
A. Installation of the Standby Altimeter (3FN)

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(4) Remove the blanking plugs from the line ends (3) and (5).
(5) Make a loop of the flexible hose and connect the quick-disconnect
coupling (5) to the receptacle (3) of the standby altimeter (2).
____
attached.
(6) Connect the electrical connector (6) to the receptacle (4) of the
standby altimeter (2).
(7) Install the standby altimeter (2) in its housing.
(8) 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.
items.

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Page 405
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ALTIMETER - STANDBY (3FN) - ADJUSTMENT/TEST

___________________________________________
TASK 34-21-22-820-001
ADJUSTING/ALIGNING/CALIBRATING of the Standby Altimeter
1. __________________
Reason for the Job
R

2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-21-22-000-001
34-21-22-400-001
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).

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INDICATOR - STANDBY AIRSPEED (9FN) - REMOVAL/INSTALLATION

_________________________________________________________
TASK 34-21-26-000-001
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
blanking caps
blanking plugs
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-21-26-991-001
Fig. 401
3. __________
Job Set-up
Subtask 34-21-26-865-053
IDENT. LOCATION
------------------------------------------------------------------------------122VU LIGHTING/INSTL LT/MAIN INST/PNL AND/PED
4LF
Y04
Subtask 34-21-26-010-050

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4. Procedure
_________
(Ref. Fig. 401/TASK 34-21-26-991-001)
Subtask 34-21-26-020-050
A. Removal of the Standby Airspeed Indicator (9FN)
(1) Loosen the screws (1). Do not remove them.
(2) Disengage the standby airspeed indicator (2) from its housing.
(4) Disconnect the red and green quick-disconnect couplings (5) from the
connectors (4).
(5) Remove the standby airspeed indicator (2).
(6).
(7) Put blanking plugs on the disconnected line ends (4) and (5).

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Standby Airspeed Indicator

Figure 401/TASK 34-21-26-991-001

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TASK 34-21-26-400-001
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------33-13-00-710-001
34-21-26-991-001

Lighting
Fig. 401
3. __________
Job Set-up
Subtask 34-21-26-865-054
tagged
IDENT. LOCATION
------------------------------------------------------------------------------122VU LIGHTING/INSTL LT/MAIN INST/PNL AND/PED
4LF
Y04
4. Procedure
_________
(Ref. Fig. 401/TASK 34-21-26-991-001)
Subtask 34-21-26-420-050
A. Installation of the Standby Airspeed Indicator (9FN)
(4) Remove the blanking plugs from the line ends (4) and (5).

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(5) Connect the quick-disconnect couplings (5) of the pressure lines

(green and red) to the related connectors (4) of the standby airspeed
indicator (2).
____
attached.
condition.
(7) Connect the electrical connector (6) to the receptacle (3) of the
standby airspeed indicator (2).
(8) Install the Standby Airspeed Indicator (2) in its housing.
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
items.

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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
R

2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-21-26-000-001
34-21-26-400-001
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).

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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
(Ref. Fig. 001)
------------------------------------------------------------------------------FIN
|
ATA
|
|
|
| DOOR |
REF.
------------------------------------------------------------------------------2FN
COMPASS-STANDBY
211 831
34-22-23
7FN
IND-STANDBY HORIZON
4VU 211 831
34-22-24
3. System
__________________
Description
(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.

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Standby Data - Attitude and Heading - Component Location

Figure 001

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Standby Data - Attitude and Heading - Electrical Circuit

Figure 002

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Standby Data - Attitude and Heading - Data Indicating

Figure 003

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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).
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.

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Feb 01/96
STANDBY DATA : ATTITUDE AND HEADING - ADJUSTMENT/TEST

_____________________________________________________
TASK 34-22-00-710-001
R
Operational Check of the standby compass including light test and visual check
_______
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 - 8
- the lighting of the standby compass operates correctly
- you can read the compass cards .
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-60-00-860-001
31-60-00-860-002
34-10-00-860-004
34-22-00-730-001

External Power
EIS Start Procedure
EIS Stop Procedure
Compensation Adjustment/Test of the Standby Compass
3. __________
Job Set-up
Subtask 34-22-00-860-050
(2) Do the EIS start procedure (CAPT ND only)(Ref. TASK 31-60-00-860001).
(3) Do the IR alignement procedure (Ref. TASK 34-10-00-860-004).

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(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
heading value.
Make sure that:

- the difference between the magnetic
heading values on the standby compass
and the ND is not more than + or 8.
NOTE : If the difference between the
____
magnetic heading values on the
standby compass and the ND is
more than + or - 8 : do the
compensation adjustment/test of
the standby compass (Ref. TASK
34-22-00-730-001).

ADIRS CDU:
OFF.
3. On the INT LT section of the
overhead panel 25VU:
On the standby compass:
- set the STBY COMPASS switch to

ON.
- the lighting is on
- you can read the compass cards from
the CAPT and F/O seats.
- set the STBY COMPASS switch to

STBY COMPASS.
- the lighting goes off.

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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.

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TASK 34-22-00-730-001
_______
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 from the magnetic heading.
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
2 mm-wide non magnetic screwdriver
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
R
R
31-60-00-860-001
31-60-00-860-002
34-10-00-860-004
34-10-00-860-005
34-22-00-710-001

APU
from the APU
EIS Start Procedure
EIS Stop Procedure
Operational Check of the standby compass including
light test and visual check

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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
earth?s 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
radins 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 2441-00-861-002).
(3) Make sure that the standby compass operates correctly (Ref. TASK 3422-00-710-001).
(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 2.
(7) On the ADIRS CDU set the DISPLAY DATA selector switch to HDG.

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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 :
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/VOR/1
2RS1
G13
49VU COM/VHF/1
2RC1
G09
49VU NAV/ADF/1
1RP1
H14
121VU COM NAV/VOR/2
2RS2
K08
121VU COM NAV/VHF/3
2RC3
L05
121VU COM NAV/VHF/2
2RC2
L04
**ON A/C 001-002, 004-004, 006-099,
Post SB
Post SB
23-1024 For A/C 001-002,004-004,006-099,

23-1058 For A/C 001-002,004-004,006-099,
121VU COM NAV/HF1
1RE1
L10
**ON A/C ALL

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.
4. Procedure
_________
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
____
the true heading indication read on the ADIRS CDU.
Magnetic heading = true heading + magnetic variation (a natural
phenomenom which varies continuously).
R
R
(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

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- 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.
(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 = 360 and CH = 356
DN = 360 - 356 = +4
AV (adjustment value) = +4
Correct the Compass Heading indication of the standby compass (CH)
with the AV to get the CCH
356 + 3 = 359
. if MHN = 0 and CH = 002
DN = 0 - 2 = -2
AV (Adjustment Value) = -2
with the AV to get the CCH
2 +(-2) = 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

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DS
the Adjustment Value (AV) is equal to -2
- put the non magnetic screwdriver into the NS hole of the standby
compass
Example:
. if MHS = 180 and CH = 174
DS = 180 - 174 = +6
DS
6
AV = -- = + - = +3
2
2
with the Adjustment Value (AV) to get the CCH
174 + 3 = 177
. if MHS = 180 and CH = 182
DS = 180 - 182 = -2
DS
2
AV = -- = - - = -1
2
2
with the Adjustment Value (AV) to get the CCH
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)).
Subtask 34-22-00-730-051
B. Find the deviation curve
NOTE : During the adjustment, the standby compass turns 360. 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:

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0, 30, 60, 90, 120, 150, 180, 210, 240, 270, 300,
330
write the values of the standby compass and of the NDs or ADIRS
CDU for each aircraft position
calculate the remaining deviation values R():
R() = MH - indication of standby compass
make sure that:
* the remaining deviation values R() are not more than + or 8 for each heading
* the maximum range between the positive and negative deviation
values R() is not more than 10
* the difference between each magnetic heading value on the
standby compass and the ND is not more than 8. If the
difference is more than 8, adjust the compensation
write the remaining deviation values on the two correction
cards. Put the cards on each side of the support of the standby
compass.
5. Close-up
________
Subtask 34-22-00-860-053
(3) Install the protection cover on the compensator.

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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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
blanking caps
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-22-23-991-001
Fig. 401
3. __________
Job Set-up
Subtask 34-22-23-865-053
IDENT. LOCATION
------------------------------------------------------------------------------49VU LIGHTING/STBY/COMP/LIGHT
1LF
H04

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4. Procedure
_________
(Ref. Fig. 401/TASK 34-22-23-991-001)
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).
R
(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).

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Standby Compass
Figure 401/TASK 34-22-23-991-001

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TASK 34-22-23-400-001
Installation of the Standby Compass (2FN)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------33-13-00-710-001

Lighting
34-22-00-730-001
34-22-23-991-001

Fig. 401
3. __________
Job Set-up
Subtask 34-22-23-865-054
tagged
IDENT. LOCATION
------------------------------------------------------------------------------49VU LIGHTING/STBY/COMP/LIGHT
1LF
H04
4. Procedure
_________
(Ref. Fig. 401/TASK 34-22-23-991-001)
Subtask 34-22-23-420-050
A. Installation of the Standby Compass (2FN)

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(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
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(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)
5. Close-up
________
Subtask 34-22-23-860-050
items.
(2) Install the support (3) that can be retracted in its housing (2).

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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
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.

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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.

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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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
-------------------------------------------------------------------------------
No specific
No specific
No specific
blanking caps
locking wedge.
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-22-24-991-001
Fig. 401

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3. __________
Job Set-up
Subtask 34-22-24-865-050
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/STBY/HORIZON
5FN
F12
4LF
Y04
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)
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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).
R
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(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.
R
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(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).
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(5).

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Standby Horizon Indicator

Figure 401/TASK 34-22-24-991-001

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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. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------33-13-00-710-001

Lighting
3. Procedure
_________
Subtask 34-22-24-865-051
tagged
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/STBY/HORIZON
5FN
F12
4LF
Y04
Subtask 34-22-24-420-050
B. Installation of the Standby Horizon Indicator (7FN)
condition.
(5) Connect the electrical connector (4) to the standby horizon indicator
(2).

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(6) Install the standby horizon indicator (2) in its housing.

(7) Tighten the two screws (1).
Subtask 34-22-24-865-053
breaker(s):
5FN, 4LF
Subtask 34-22-24-710-050
D. Operational Test
(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.

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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)
------------------------------------------------------------------------------FIN
|
ATA
|
|
|
| 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.
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The components given after can control the ILS system:

(Ref. Fig. 003)
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May 01/97
ILS - Component Location

Figure 001

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ILS - Block Diagram

Figure 002

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INTENTIONALLY BLANK

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Feb 01/96
ILS - Control and Indicating

Figure 003
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R
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- 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,
- 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
(cyan for armed or green for active)
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ILS - Data Display

Figure 004

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VERTICAL DEVIATION (item 3)

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.
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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)
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(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.

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ILS - Warning Display

Figure 005

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LATERAL DEVIATION (item 6)

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.
VERTICAL DEVIATION (item 9)
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.
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(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.
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(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.
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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.
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
The system is supplied through these circuit breakers:

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R
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IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/ILS/1
1RT1
G12
121VU COM NAV/ILS/2
1RT2
K09
5. _____________________
Component description
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.
(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.

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ILS Receiver
Figure 006

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ILS Receiver - Block Diagram

Figure 007

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- 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.
(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.

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(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 airport?s 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.
(4) Digital outputs
The following table gives :
- WORD RANGE OPER RANGE RESOLUTION ACCURACY: measurement range.

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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 :
HYB: mixed code
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|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 |
|
|
|
|STATION
|
|
|
|
|
|
|
|
|
|
|IDENT
|
|
|
|
|
|
|
|
|
|
|WORD 1
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|--------------|----------|------------|----|----|----|----|----|-----|-------|
|
264
|ILS GROUND|
|
|
| 14 |200 |HYB |
|
|
|
|STATION
|
|
|
|
|
|
|
|
|
|
|IDENT
|
|
|
|
|
|
|
|
|
|
|WORD 2
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|

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Page 17
Feb 01/96
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------------------------------------------------------------------------------------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.
6. _________
Operation
(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).

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Page 18
Feb 01/96
ILS Antennas
Figure 008

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Page 19
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- 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.
R
R
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.
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.

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Page 20
May 01/97
ILS - Frequency and Course Selection in Emergency Mode

Figure 009

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Page 21
Feb 01/96
7. BITE
_____________
Function
(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.
- A/C configuration:
- whatever the A/C configuration on ground
(2) Progress of power-up tests
- 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
(3) Results of power-up tests
(cockpit repercussions, if any, in case of tests pass/tests failed).
- Tests pass:
- MASTER CAUT light off
- ILS information available on ND and PFD if ILS selected on the
FCU
- Tests failed:
- ECAM warning
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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Page 22
Feb 01/96
ILS - Maintenance Test Procedure

Figure 010

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Page 23
Feb 01/96
ILS - ADJUSTMENT/TEST
_____________________
TASK 34-36-00-740-002
_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-32-00-860-010
31-60-00-860-002
34-10-00-860-004
34-36-00-991-001

External Power
Page
EIS Stop Procedure
Fig. 501
3. __________
Job Set-up
Subtask 34-36-00-860-054
(2) Do the IR alignment procedure
(Ref. TASK 34-10-00-860-004).

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Page 501
Feb 01/96
(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)
R
R
Subtask 34-36-00-865-057
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/ILS/1
1RT1
G12
121VU COM NAV/ILS/2
1RT2
K09
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
switches.

- the LOC and G/S scales come into
view.
- set the mode selector switches

to ROSE/ILS.
On the CAPT and F/O NDs:

- the LOC and G/S scales and the course
pointer come into view.

MCDU, get the SYSTEM
REPORT/TEST/NAV page (Ref. TASK
31-32-00-860-010).

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Page 502
Aug 01/97
ILS - Frequency and Course Selection

Figure 501/TASK 34-36-00-991-001

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Page 503
Feb 01/96
------------------------------------------------------------------------------ACTION
RESULT
A fault indication comes into view for
the ILS1 (ILS2) indication then
approximately 3 seconds:
- 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:
. 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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Page 504
Feb 01/96
R
R
R
------------------------------------------------------------------------------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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Page 505
May 01/00
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
(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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Page 506
Feb 01/96
TASK 34-36-00-710-001
_______
1. __________________
Reason for the Job
Reception Test of the ILS beacon.
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
34-36-00-991-001

External Power
Fig. 501
3. __________
Job Set-up
Subtask 34-36-00-860-050
(2) On the center pedestal, on the RMP1 (RMP2), set the ON/OFF switch to
ON.
Subtask 34-36-00-865-052
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/ILS/1
1RT1
G12
121VU COM NAV/ILS/2
1RT2
K09

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Page 507
Feb 01/96
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

ILS 1 (ILS 2) beacon with the
dual selector knob .
(Ref. Fig. 501/TASK 34-36-00991-001)
- the set frequency comes into view in

the right display (STBY/CRS).
- push the transfer (double

arrow) pushbutton switch.

the left display.

ACP:
- release the ILS 1 (ILS 2)
pushbutton switch.
3. On the RMP1 (RMP2):
- in the loud speakers, you can hear

the Morse signal of the station.
- 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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Page 508
Feb 01/96

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

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Page 509
Feb 01/96
TASK 34-36-00-720-001
_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
VOR-ILS ground test unit
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-60-00-860-002
34-10-00-860-004
34-36-00-991-001

External Power
EIS Stop Procedure
Fig. 501
3. __________
Job Set-up
Subtask 34-36-00-860-052
(2) Do the IR alignment procedure (Ref. TASK 34-10-00-860-004).

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Page 510
Feb 01/96
(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.
(4) On the center pedestal, on the RMP1 (RMP2), set the ON/OFF switch to
ON.
Subtask 34-36-00-865-054
tagged
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/ILS/1
1RT1
G12
121VU COM NAV/ILS/2
1RT2
K09
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
(1RT2).
On the CAPT (F/O) PFD and the F/O

(CAPT) ND:
- the G/S, LOC and ILS flags go out of
view.
On the RMP1 (RMP2):

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Page 511
May 01/99
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- push the NAV pushbutton switch.
switch comes on.
- set the frequency related to
the signal given by the ground
test unit
(Ref. Fig. 501/TASK 34-36-00991-001)

the left display.
3. On the ground test unit:

- set the LOC and G/S selector
switches to 0.
On the CAPT (F/O) PFD:

- 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

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
points.

(CAPT) ND:
- 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

left 1 point then left 2
points.

(CAPT) ND:
- the LOC index and deviation bar move
1 point then 2 points to the left
side.

right 1 point then right 2

(CAPT) ND:

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Page 512
Feb 01/96
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------points.
1 point then 2 points to the right
side.
0.

(CAPT) ND:
to the middle of the scale.
4. On one RMP1 (RMP2):

- set the CRS related to the
aircraft heading +20, then to
the aircraft heading -20.
On the F/O (CAPT) ND:

- the aircraft heading +20, then the
aircraft heading -20 come into view
in the right upper corner.
- the course pointer moves to the
aircraft heading +20, then to the
aircraft heading -20.

121VU (49VU):
- close circuit breaker 1RT2
(1RT1).
Subtask 34-36-00-720-051
B. ILS Identification Test
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the circuit breaker panel 49VU
(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)
pushbutton switch.
- you can hear the identification

signal in the loud speakers.

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Page 513
Feb 01/96
------------------------------------------------------------------------------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
(1) On the CAPT and F/O EFIS control sections of the FCU, release the ILS
(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.

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Page 514
Feb 01/96
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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No
No
No
No
specific
specific
specific
specific
blanking caps
warning notice
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------53-15-11-010-001
34-36-11-991-001
Opening of the Radome 110AL

Fig. 401
3. __________
Job Set-up
Subtask 34-36-11-865-050
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/ILS/1
1RT1
G12
121VU COM NAV/RADAR/1
5SQ1
K13
121VU COM NAV/ILS/2
1RT2
K09

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Page 401
Feb 01/96
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).
(5) Remove the localizer antenna (1).
(6) Put blanking caps on the disconnected coaxial connectors (3) and (6).

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Page 402
Feb 01/96
Localizer Antenna
Figure 401/TASK 34-36-11-991-001

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Page 403
Feb 01/96
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.
WARNING : IF YOU GET THE FLUID ON YOUR SKIN OR IN YOUR EYES:
_______
- FLUSH IT AWAY WITH CLEAN WATER
- GET MEDICAL AID.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No
No
No
No
specific
specific
specific
specific
lint free cloth

nonmetallic scraper
warning notice

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Page 404
Feb 01/96
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------Material No. 05-013
R
Material No. 09-016

Material No. 09-019
Material No. 11-003
D
TV-53-3507/73
RELEASE AGENT (OBSOLETE USE 05-013A) (Ref. 20-31-00)
CLASS B
(Ref. 20-31-00)
USA AMS 3267/3
LOW ADHESION CORROSION INHIBITING SEALANT
(Ref. 20-31-00)
USA TT-M-261
METHYL-ETHYL-KETONE (Ref. 20-31-00)
C. Expendable Parts
|IPC-CSN
------------------------------------------------------------------------------4
O-ring
34-36-11 01 -010
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------20-28-00-720-007
34-36-00-720-001
51-76-11-300-001
53-15-11-010-001
53-15-11-410-001
34-36-11-991-001
Test of the Bonding of the Electrical and Electrical

Equipment (that is not Related to the Fluid Systems)
Repair of the Sealing
Closing of the Radome 110AL
Fig. 401

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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
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/ILS/1
1RT1
G12
5SQ1
K13
121VU COM NAV/ILS/2
1RT2
K09
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.

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Page 406
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4. Procedure
_________
(Ref. Fig. 401/TASK 34-36-11-991-001)
WARNING : OBEY THE MANUFACTURER?S 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 51-76-11-300001).
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.
(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 20-28-00-720-007) .

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(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):
1RT1, 1RT2, 5SQ1
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).
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).

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Page 408
May 01/96
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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No
No
No
No
specific
specific
specific
specific
blanking caps
warning notice
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------53-15-11-010-001
34-36-18-991-001

Fig. 401
3. __________
Job Set-up
Subtask 34-36-18-865-050
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/ILS/1
1RT1
G12
5SQ1
K13
121VU COM NAV/ILS/2
1RT2
K09

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Page 401
Feb 01/96
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).
(5) Remove the antenna (1).

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Page 402
Feb 01/96
Glide/Slope Antenna
Figure 401/TASK 34-36-18-991-001

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Feb 01/96
TASK 34-36-18-400-001
Installation of the Glide/Slope Antenna (4RT)
_______
DO NOT SMOKE.
_______
IF YOU DO:
_______
- GET MEDICAL AID.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
lint-free cloth
warning notice

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Feb 01/96
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------Material No. 05-013
R
Material No. 09-016

Material No. 09-019
Material No. 11-003
D
TV-53-3507/73
CLASS B
(Ref. 20-31-00)
USA AMS 3267/3
(Ref. 20-31-00)
USA TT-M-261
C. Expendable Parts
|IPC-CSN
------------------------------------------------------------------------------2
O-rings
34-36-18 01 -010
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-36-00-720-001
51-76-11-300-001
53-15-11-010-001
53-15-11-410-001
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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Page 405
Nov 01/02
(2) Make sure that the access platform is in position below the radome in
zone 110.
Subtask 34-36-18-865-051
tagged
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/ILS/1
1RT1
G12
5SQ1
K13
121VU COM NAV/ILS/2
1RT2
K09
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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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 51-76-11300-001).
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):
1RT1, 1RT2, 5SQ1
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).

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5. Close-up
________
Subtask 34-36-18-410-050
A. Close Access
items.

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Page 408
Feb 01/96
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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
blanking caps
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-36-31-991-001
Fig. 401
3. __________
Job Set-up
Subtask 34-36-31-865-050
IDENT. LOCATION
------------------------------------------------------------------------------FOR 2RT1
49VU NAV/ILS/1
1RT1
G12
FOR 2RT2
121VU COM NAV/ILS/2
1RT2
K09

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Page 401
Feb 01/96
Subtask 34-36-31-010-050
B. Get Access
R
R
(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.

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Feb 01/98
ILS Receiver.
Figure 401/TASK 34-36-31-991-001

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Feb 01/98
TASK 34-36-31-400-001
Installation of the ILS Receiver (2RT1,2RT2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------22-97-00-710-001
34-36-00-710-001
34-36-00-740-002
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
IDENT. LOCATION
------------------------------------------------------------------------------FOR 2RT1
49VU NAV/ILS/1
1RT1
G12
FOR 2RT2
121VU COM NAV/ILS/2
1RT2
K09

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Feb 01/98
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):
FOR 2RT1
1RT1
FOR 2RT2
1RT2
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)
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).
(2) As an alternative procedure, without the CFDS, you can do the
operational test of the ILS (Ref. TASK 34-36-00-710-001).

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Feb 01/96
5. Close-up
________
Subtask 34-36-31-410-050
A. Close Access
items.

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Page 406
Feb 01/96
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 90 deg. of aircraft centerline and up to 320
NM in front of the aircraft.
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.
R
2. Component
__________________
Location
(Ref. Fig. 001)
(Ref. Fig. 002)
The installation of the system components on the aircraft is detailed below.
------------------------------------------------------------------------------FIN
|
ATA
|
|
|
| DOOR |
REF.
------------------------------------------------------------------------------1SQ1
XCVR - WEATHER RADAR, 1
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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Page 1
May 01/97
Weather Radar - Component Location

Figure 001

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Feb 01/96
Weather Radar - Control and Indicating

Figure 002

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Feb 01/96
3. System
__________________
Description
(Ref. Fig. 003)
R
**ON A/C ALL
Post SB
R
R
34-1189 For A/C ALL
(Ref. Fig. 003A)

**ON A/C ALL
A. General
The weather radar system, which complies with ARINC Characteristics 708,
consists of:
- a transceiver 1SQ1
- a single control unit 3SQ
- a single 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 to the weather radar system (Refer to
____
34-14-00). These data ensure the radar antenna stabilization.
**ON A/C ALL
Post SB
34-1189 For A/C ALL
R
R
R
R
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.
R
R
R
R
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.
R
R
NOTE : The ADIRUs give the attitude to the weather radar system (Refer to
____
34-14-00). These data ensure the radar antenna stabilization.

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Page 4
May 01/03
Weather Radar - Block Diagram

Figure 003
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Feb 01/96
R
R
Weather Radar - Block Diagram

Figure 003A
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Page 7/8
May 01/03
**ON A/C ALL

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 50 NM.
NOTE : There is no detection of turbulence in clear sky.
____
The actual operating range of the system is 320 NM. The peak power
emitted is approximately 100 W.
The antenna scans a 180 deg. sector in azimuth and has a tilt (pitch)
coverage of plus or minus 15 deg. Stabilization limits are: plus or minus
40 deg. in the pitch and roll axes.
The antenna scans the 180 deg. sector in azimuth 15 times per minute.
The antenna which has a 28-inch diameter, radiates an RF beam. The beam
width is 3.5 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
------------------------------------------------------------------------------|
LEVEL DETECTED
|
PRECIPITATION RATE
|
COLOR OF ECHOES
|
|------------------------|-------------------------|--------------------------|
| Z1 to Z2 10-20 dB
|
less than 0.76 mm/h
|
black
|
| Z2 to Z3 20-30 dB
| from 0.76 to 3.81 mm/h |
green
|
| Z3 to Z4 30-40 dB
| from 3.81 to 12.7 mm/h |
yellow
|
| Z4 to Z5 40-50 dB
| from 12.7 to 50.8 mm/h |
red
|
|
|
|
|
|------------------------|-------------------------|--------------------------|
|
Turbulence
|
50.8 mm/h and above
|
magenta
|
-------------------------------------------------------------------------------

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May 01/03
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.
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 ALL
Post SB
R
R
34-1189 For A/C ALL
(Ref. Fig. 004A)

**ON A/C ALL
A. Weather Radar Transceiver
(Ref. Fig. 005)
The weather radar transceiver is a completely solid-state airborne unit.
It contains:
(1) A power amplifier
The 777.77 MHz drive signal is divided by the power amplifier into
two and both signals are then amplified. Each signal is again divided
and amplified and the four signals are then combined to produce two
777.77 MHz multiplier drive signals.
(2) A multiplier
The two 777.77 MHz drive signals are split and frequency-multiplied
by three to produce four 2333.31 MHz signals. These signals are again
multiplied by four to obtain four 9333.24 MHz signals which are then
combined by power combiners to obtain the final transmitter output
signal.

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Page 10
May 01/03
Weather Radar Architecture

Figure 004

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Page 11
May 01/03
R
R
Weather Radar Architecture

Figure 004A

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Page 12
May 01/03
Weather Radar Transceiver - Component Description

Figure 005

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May 01/03
(3) A duplexer/monitor
The transmitter output is coupled through a duplexer/monitor to the
wave guide antenna feed through a 4-port circulator. Incorporated in
the duplexer operation are monitor circuits to monitor the output
power level and to 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 to the receiver for test and calibration. The 4-port
circulator also couples the RF return from the wave guide antenna
feed through a limiter to the receiver portion of the transceiver.
The wave guide limiter protects the mixer diodes from all high power
pulses while passing all low power inputs to the mixer.
(4) 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 signal. The first amplifier provides
25 dB amplification before the first intermediate frequency signal is
applied to the second IF amplifier.
(5) 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 152.776 MHz second
local oscillator signal. The second IF signal is then 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.
(6) An azimuth filter
The azimuth filter filters the range samples over multiple Pulse
Repetition Frequency (PRF) samples and averages the returns for each
range. Reflectivity data is extracted from the detected returns and
filtered. A single presence detector establishes the minimum
reflectivity level (Z. Level) to be displayed. Ground clutter
processing circuits determine whether the returns are from
precipitation or from ground clutter.
(7) A central processing unit
Control and internal functions, monitoring of system operation and
formatting the processed data is accomplished by the central
processing unit. It utilizes 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.

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Page 14
May 01/03
- 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.
(8) An input/output unit
All interface junctions from the microprocessor of the control
processing unit and the remainder of the transceiver and other units
within the system are provided by the input/output circuitry. Control
word buses, digital and analog attitude buses and discrete buses are
all connected to the multiplexer and shift register circuits of the
input/output unit.
(9) A turbulence processor
The turbulence processor uses the doppler effect for the detection of
air turbulences.
All detectable precipitation targets consist of water droplets of
various sizes, moving in various directions at various velocities.
Because of the doppler effect, the return signals appear as a
spectrum of frequencies with varying amplitudes. The variance from
the mean spectrum frequency would be an indication for turbulences
associated with precipitation.
In order for the turbulence processor to determine turbulence, there
must be some water droplet movement parallel to the axis of the
antenna beam. The detection is not based on the absolute particle
velocity but, on the contrary, it is based on the statistical
variance in particle velocities. During normal precipitation modes,
only the different amplitudes and ranges contained in a precipitation
frequency spectrum are processed.
During turbulence modes, the doppler frequency of the returns and the
spectrum width is measured and processed. If the spectrum width
exceeds a threshold level of 5 m/s, the signals are identified as
returns from precipitation areas with associated turbulence.
B. Weather Radar Antenna
(Ref. Fig. 006)
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 LEDs and light sensitive transistors
used to monitor the movement. The RF signal (transmitted or received) is
conveyed by a wave guide between the antenna and the transceiver.

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Weather Radar - Antenna

Figure 006

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Energization of the antenna is 115VAC 400Hz through the selected

transceiver.
C. Weather Radar Control Unit
The gain and tilt potentiometric data are digitized by an 8-bit
analog-to-digital converter.
Moreover the different positions of the mode selector switch and the
potentiometric data are formatted according to the ARINC 429 control
word.
NOTE : Energization of the control unit is through the weather radar
____
transceiver.
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.
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

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------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|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
|
|
|
|
|
|
|
|
|
|
|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
radar control unit to the
control word 1 as defined
15.1) and compatible with
the control bus line connecting the

transceiver complies with the format of
by ARINC specification 708 (appendix
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 |
-------------------------------------------------------------------------------

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(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 |
------------------------------------------------------------------------------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
- 1 / 1
when the radar image

control section of
when the radar image
control section of
is selected on the EFIS

the FCU
is not selected on the EFIS
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.

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------------------------------------------------------------------------------|
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-------------------------------|
A
B
C
D
E
F
G
H
=
=
=
=
=
=
=
=
Stab Sat
Sector
Idnt
Precip. Alert
Turb. Alert
Spare
Slave
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.

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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.
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 MODE selector switch, item 2, which enables selection of WX,
WX+T, TURB or MAP function.
(b) A TILT selector switch, item 3, for controlling antenna
elevation.
Antenna position is read in degrees, opposite the notch on the
switch:
- either from 0 to 15 degrees upwards (UP)
- or from 0 to 15 degrees downwards (DN).
(c) A GAIN potentiometer, item 4, for manually adjusting transceiver
gain.

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May 01/03

Figure 007

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(d) A GND CLTR SPRS switch, item 5, for the selection of ground
clutter suppression.
(e) A switch, item 1,
- with three stable positions 1/OFF/INOP which enables activation
of the weather radar transceiver (the transceiver 2 not
installed).
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+T, TURB or MAP mode on the control unit, make
certain that:
- no one is within a distance less than 5 meters (16.4 ft) from the
antenna in movement within an arc of plus or minus 135 on either side
of the aircraft centerline,
- the aircraft is at least 5 meters (16.4 ft) from all obstacles.

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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+T, TURB or MAP mode (when the aircraft is parked,
TEST mode selected on the MCDU should preferably be selected as a
safety precaution) and move SYS switch from OFF position to ON (if
a second transceiver is installed, it is supplied by placing the
SYS switch in position 2),
- 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, item 2
The modes are selected by placing the notch provided in mode
selector switch in front of the engraving of the function
selected.
- 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.
- TURB
This mode corresponds to operation in turbulence detection.
Turbulence detection is limited to the first 50 NM regardless
of the weather radar range selected and displayed.
Turbulence areas are displayed on the NDs in magenta.
- WX+T

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May 01/03
This mode corresponds to operation in weather and turbulence

detections.
All turbulent/non turbulent areas beyond 50 NM are displayed in
the conventional black, green, yellow and red as in weather
(WX) mode.
- MAP
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 4.
(b) System selection and start up
The 1/OFF/INOP switch, item 1, enables:
- the activation of the 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 4, is used to adjust the sensitivity
of the receiver in WX, WX+T, TURB and MAP modes.
The CAL gain position provides minimum gain setting and
corresponds to the normal gain for operation. In this case, the
radar system is aligned to give an accurate representation of
rain levels corresponding to the real weather situation.
The manual use of the GAIN potentiometer mainly allows to see as
many precipitations as possible and in particular to view very
light rain.
In MAX position, the receiver sensitivity, the transmitter pulse
width and the antenna beam width are increased. MAX gain is used
for the same reasons as manual use and also to better display the
leading edges of cells and to view patterns and characteristics
of these cells.
Therefore the GAIN potentiometer must be in the CAL position to
determine the actual calibrated precipitation rate before taking
an avoidance decision.
(d) TILT control
The TILT selector switch, item 3, enables 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. The tolerence 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.

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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.
(e) GCS system
Activation of the ground clutter suppression switch, item 5, in
the WX mode reduces the intensity of the ground clutter.
(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.
(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.

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Weather Radar - Data Displayed on the NDs

Figure 009

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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
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.

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Weather Radar - Test Pattern on the ND

Figure 010

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Moreover the elevation and azimuth control circuits of the antenna drive
are excited during the test period. The complete test period lasts 15
seconds approximately.
When the TEST mode is activated:
(Ref. Fig. 011)
The antenna carries out an elevation scanning sequence from up to down
positions (+ 15 deg., - 15 deg.) then an azimuth scanning sequence from
right to left, then stabilizes at 0, 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 and SYS switch. The test image is not displayed on the ND.
This antenna test sequence is the same as the Bite test sequence.
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 are:
- a series of seven Light-Emitting Diodes (LEDs) which provides
monitoring of the seven fault indicators
- a TEST pushbutton switch. When the TEST pushbutton switch is held
pressed, the seven LEDs come on then go off, except the LED
associated with the detected fault.
------------------------------------------------------------------------------|
LED
|
FUNCTION
|
|---------------------------|-------------------------------------------------|
|
R/T
|
Transceiver fault
|
|
ANT
|
Antenna drive fault
|
|
IND
|
Indicator fault (no range)
|
|
CON
|
Control unit fault
|
|
WG-SW
|
Wave guide switch fault
|
|
GYRO
|
Attitude source fault
|
|
AIR
|
Excessive temperature
|
-------------------------------------------------------------------------------

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May 01/03
Weather Radar - Antenna Test Sequence

Figure 011

R
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(2) Antenna drive

(Ref. Fig. 006)
Two switches, for azimuth (AZ) and elevation (EL), are installed on
the antenna drive. They are normally mechanically locked in the ON
position and enable to cancel the command of the corresponding motor
when they are in the OFF position.
NOTE : A position indicator for the elevation axis (plus or minus 45
____
deg.) enables to check its calibration during roll or
elevation control with the AZ control in 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 and of which one part of the detected faults is already
shown on the transceiver face.
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.
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).

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(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 single radar installation, the system self-test is
activated when you switch the SYS switch from OFF position
to ON on the weather radar control unit.
In a dual radar installation, the self-test of both
transceivers requires switching from OFF position to SYS1
and from SYS1 to SYS2 with a 5-second delay between each
switching.
(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.

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Page 34
May 01/03
Maintenance Test Procedure

Figure 012

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Page 35
May 01/03
INTENTIONALLY BLANK

R
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Page 36
May 01/03
Weather Radar - Maintenance Test Procedure

Figure 013
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Page 37/38
May 01/03
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 TEST IN PROGRESS and SET SYSTEM SWITCH TO SYSTEM 1 FOR
TEST PICTURE information is shown on the MCDU until test
is completed.
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.
- Duration: 15 s minimum and 30 s maximum
- none

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Page 39
May 01/03
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.

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Page 40
May 01/03
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 135 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 90 ON EACH SIDE OF THE AIRCRAFT CENTERLINE.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------R
R
No specific
98F34403500000

1 DUMMY LOAD
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-60-00-860-001
31-60-00-860-002
34-10-00-860-002
34-10-00-860-005
53-15-11-010-001
53-15-11-410-001

External Power
EIS Start Procedure
EIS Stop Procedure

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Page 501
May 01/03
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
R
(3) Install the DUMMY LOAD (98F34403500000) (the cone in the down
direction) in the antenna drive unit.
(4) Do not install the O-ring between the waveguide assembly and the
dummy load.
(5) Connect the waveguide assembly to the antenna drive unit.
(6) Make sure that there is no space between the waveguide assembly and
the dummy load and that their connection is correct.
(7) Remove the two screws that prevent operation of the AZ and EL
selector switches on the antenna drive unit.
(8) 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.

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Page 502
May 01/03
Subtask 34-41-00-865-059
R

IDENT. LOCATION
------------------------------------------------------------------------------121VU COM NAV/RADAR/1
5SQ1
K13
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 0
- the mode selector switch to WX
- the windshear mode switch to OFF.
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.

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Page 503
Nov 01/02
R
R
R
------------------------------------------------------------------------------ACTION
RESULT
-------------------------------------------------------------------------------
R
R
R
R
1. On the weather radar control

unit:
- set the system switch to 1 (or
ON).
Make sure that the antenna turns in

azimuth.
R
R
R
2. On the antenna drive unit:

- set the EL and AZ selector
switches to OFF
Make sure that the antenna scanning

stops after some seconds.
R
R
R
On Capt and F/O NDs:

- the red WXR ANT indication comes into
view.
R
R
R
3. Turn the antenna manually and

carefully along the aircraft
centerline.
R
R
R
R

- set the EL selector switch to
ON (the AZ selector switch
stays at OFF position).
R
R
R
R
R

unit:
- gradually turn the TILT
selector switch to 5 deg. up (5
UP notch)
On the elevation indicator of the

antenna drive unit:
- make sure that the antenna turns in
elevation 5 deg. up.
R
R
R
R
R

unit:
selector switch to 10 deg. up
(10 UP notch)

antenna drive unit:
R
R
R
R
R

unit:
selector switch to 15 deg. up
(15 UP notch)

antenna drive unit:
R
R

unit:

antenna drive unit:

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Page 504
May 01/02
R
R
R
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- gradually turn the TILT
selector switch to 5 deg. down
elevation 5 deg. down.
(5 DN notch)
R
R
R
R
R

unit:
selector switch to 10 deg. down
(10 DN notch)

antenna drive unit:
R
R
R
R
R

unit:
selector switch to 15 deg.
down (15 DN notch)

antenna drive unit:
R
R
R
R

unit:
selector switch to 0 deg.

antenna drive unit:
elevation 0 deg.
R
R
R
12. Turn manually and carefully the

antenna to 90 deg. right and do
again steps 7 through 13.
R
R
R

antenna to 90 deg. left and do
again steps 7 through 13.
R
R
R
R

antenna along the aircraft
centerline (0 deg. in azimuth
and in elevation).
R
R
R

unit:
- set the system switch to OFF.
R
R
R

- set the AZ selector switch to
ON.

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Page 505
May 01/02
5. Close-up
________
Subtask 34-41-00-860-063
R
R
(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).
R
R

(Ref. TASK 24-41-00-862-002).
Subtask 34-41-00-080-050
B. In the radome, on the weather radar antenna:
R
R
(1) Disconnect the waveguide assembly from the dummy load on the antenna
drive unit.
(2) Remove the dummy load.
R
R
(3) Install the O-ring on the waveguide connector on the antenna drive
unit.
R
R
(4) Connect the waveguide assembly to the antenna drive unit and lock the
quick-disconnect fastener.
R
R
(5) 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.
R
R
(6) 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
R
R
items.
R
R
(2) Close the access door 811 and the radome 110AL (Ref. TASK 53-15-11410-001).

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Page 506
May 01/02

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Page 507
May 01/02
TASK 34-41-00-740-002
_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002

External Power
Page
EIS Start Procedure
Fig. 501
31-32-00-860-010
31-60-00-860-001
34-41-00-991-001
3. __________
Job Set-up
Subtask 34-41-00-860-053-A


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Page 508
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(3) On the center pedestal, on the radar control unit, set :

- the SYS 1/OFF/INOP selector switch to OFF
- the GAIN potentiometer to CAL
- the GND CLTR SPRS switch to OFF.
(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 :
- set the mode selector switches to ARC.
(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.
Subtask 34-41-00-865-055
IDENT. LOCATION
------------------------------------------------------------------------------121VU COM NAV/RADAR/1
5SQ1
K13
4. Procedure
_________
Subtask 34-41-00-740-050
A. BITE Test of the Weather Radar
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the center pedestal, on the
radar control unit :
- set the ON/OFF selector switch
to ON.
2. On one MCDU, on the NAV menu
page :
the RADAR 1 indication

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Page 509
May 01/02
------------------------------------------------------------------------------ACTION
RESULT
- On the CAPT and F/O NDs :
* 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
0 to 135.
At the end of the test, on the MCDU,
the TEST OK indication comes into view.
- on the CAPT and F/O NDs :

the TEST PATTERN and the WR TEST
indication go out of view.

to OFF.
5. Close-up
________
Subtask 34-41-00-860-054
OFF.
items.
(Ref. TASK 24-41-00-862-002)

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Page 510
May 01/02
Weather Radar Test

Figure 501/TASK 34-41-00-991-001

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Page 511
May 01/02
TASK 34-41-00-730-001
_______
WARNING : STOP THE FUEL TANKER 200 ft. (60 m) FROM THE AIRCRAFT NOSE WHILE THE
_______
WEATHER RADAR OPERATES.
DO NOT OPERATE THE FUEL TANKER/PUMP UNIT UNTIL YOU STOP THE OPERATION
OF THE WEATHER RADAR.
_______
1. __________________
Reason for the Job
- antenna stabilization test by the ADIRU 3
- antenna control test
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific

warning notice

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Page 512
May 01/02
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-32-00-860-010
31-60-00-860-001
53-15-11-010-001
53-15-11-410-001

External Power
Page
EIS Start Procedure
3. __________
Job Set-up
Subtask 34-41-00-865-053
IDENT. LOCATION
------------------------------------------------------------------------------121VU COM NAV/RADAR/1
5SQ1
K13
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.
NOTE : Two persons are necessary to open the radome.
____
(4) Make sure that the retaining arms of the radome lock correctly.

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Page 513
May 01/02
Subtask 34-41-00-860-050-A
(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.
(5) On the FCU, on the CAPT and F/O EFIS control sections :
- set the mode selector switches to ROSE NAV or ARC.
(6) On the center pedestal, on the radar control unit, set :
- the SYS 1/OFF/INOP selector switch to OFF
- the GAIN potentiometer to CAL
- the GNR CLTR SPRS switch to OFF.
Subtask 34-41-00-865-054
D. Remove the safety clip(s) and the tag(s) and close this(these) circuit
breaker(s):
IDENT. LOCATION
------------------------------------------------------------------------------121VU COM NAV/RADAR/1
5SQ1
K13

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Page 514
May 01/02
4. Procedure
_________
Subtask 34-41-00-730-050-A
A. Antenna Stabilization Test by the ADIRU 3
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the center pedestal, on the
- set the SYS 1/OFF/INOP selector
switch to 1.
The CAPT and F/O NDs show the radar

display.
2. On the panel 8VU :

- set the ATT HDG selector switch
to CAPT 3.
On the CAPT and F/O NDs, the radar

display stays in view.
3. On the ADIRS CDU :

switch of the ADIRU 1 to OFF.
On the CAPT and F/O NDs, the radar

display stays in view.
4. On the ADIRS CDU :

switch of the ADIRU 3 to OFF.
On the CAPT and F/O NDs :

- after some seconds, the WR ATT
warning indication is shown on the
right.
- the radar display stays in view.

- set the SYS 1/OFF/INOP selector
switch to OFF.
On the CAPT and F/O NDs :

- after some seconds, the radar display
and the WR ATT warning indication go
out of view.

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Page 515
May 01/02
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)
the RADAR 1 indication.
During the test sequence, make sure

that the antenna :
- turns in elevation (+ 15, - 15)
- turns in azimuth from the right side
to the left side, then becomes stable
at 0, vertical to the aircraft
centerline.
the TEST OK indication comes into
view.
On the CAPT and F/O NDs, ignore the
radar indications.

On the MCDU :
5. Close-up
________
Subtask 34-41-00-860-051
OFF.
(2) On the panel 8VU, set the ATT HDG selector switch to NORM.
items.
(Ref. TASK 24-41-00-862-002).

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Page 516
May 01/02
Subtask 34-41-00-410-050
B. Close Access
NOTE : Make sure that the radome locks correctly.
____

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Page 517
May 01/02
ANTENNA ASSEMBLY - WEATHER RADAR (7SQ,11SQ) - REMOVAL/INSTALLATION

__________________________________________________________________
TASK 34-41-11-000-002
Removal of the Antenna Assembly - Weather Radar (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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No
No
No
No
specific
specific
specific
specific
blanking caps
warning notice
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------53-15-11-010-001
34-41-11-991-002

Fig. 401

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N
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Page 401
Feb 01/96
3. __________
Job Set-up
Subtask 34-41-11-865-053
IDENT. LOCATION
------------------------------------------------------------------------------121VU COM NAV/RADAR/1
5SQ1
K13
Subtask 34-41-11-010-051
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
_________
(Ref. Fig. 401/TASK 34-41-11-991-002)
Subtask 34-41-11-020-058
A. Removal of the Antenna Plate
NOTE : During this job, 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 34-41-11-020-059
B. Removal of the Antenna Assembly
(1) Disconnect the electrical connectors (12).
(2) Disconnect the wave guide (5) from the antenna drive (2) with the
quick disconnect clamp (3) and remove the O-ring (4).

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N
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N
N
Page 402
Feb 01/96
Radar Antenna
Figure 401/TASK 34-41-11-991-002

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N
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Page 403
Feb 01/96
(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) at the bottom and the washers (10).
(5) Loosen the two screws (8) and the washers (7) at the top, do not
remove them at this time.
(6) Lift the antenna drive (2) until the holes (6) are at the same level
as the two top screws (8), pull carefully.
(7) Remove the antenna drive (2) and put it in a plastic bag and a
correct container.
5. Close-up
________

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N
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Page 404
Feb 01/96
TASK 34-41-11-400-006
Installation of the Antenna Assembly - Weather Radar (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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
warning notice
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------No specific
lockwire corrosion resistant steel 0.8mm (0.30 in.)
C. Expendable Parts
|IPC-CSN
------------------------------------------------------------------------------4
O-ring
34-41-01 02 -120

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Page 405
May 01/01
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-41-00-730-001
53-15-11-010-001
53-15-11-410-001
34-41-11-991-002

Fig. 401
3. __________
Job Set-up
Subtask 34-41-11-860-054
(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.
Subtask 34-41-11-865-062
tagged
IDENT. LOCATION
------------------------------------------------------------------------------121VU COM NAV/RADAR/1
5SQ1
K13
4. Procedure
_________
(Ref. Fig. 401/TASK 34-41-11-991-002)
Subtask 34-41-11-420-058
A. Installation of the Antenna Assembly
R
R
R
NOTE : Do not remove the clear plastic windows that are installed at the
____
inlet of the antenna drive and at the interface between the
antenna drive and the antenna plate.

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Page 406
May 01/99
(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 the flange of the wave guide (5).
(8) Put the O-ring (4) in the correct position on the flange of the wave
guide (3).
(9) Connect the wave guide (5) to the antenna drive (2) with the quick
disconnect (3).
(10) Connect the electrical connectors (12).
Subtask 34-41-11-420-059
B. Installation of the Antenna Plate
NOTE : Two persons are necessary to do this job.
____
It is possible to install the antenna (1) with the antenna drive
(2) installed on the aircraft.
(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).
R
R
Subtask 34-41-11-865-063
breaker(s):
5SQ1

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Subtask 34-41-11-730-054
D. Do the system test of the weather radar system (para. Antenna control)
(Ref. TASK 34-41-00-730-001).
5. Close-up
________
Subtask 34-41-11-410-054
A. Close Access
items.

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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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
blanking caps
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------R
34-41-12-991-001-A
Fig. 401
3. __________
Job Set-up
Subtask 34-41-12-865-050
IDENT. LOCATION
------------------------------------------------------------------------------121VU COM NAV/RADAR/1
5SQ1
K13

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4. Procedure
_________
R
(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).

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R
R

Figure 401/TASK 34-41-12-991-001-A

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TASK 34-41-12-400-001
Installation of the Weather Radar Control Unit (3SQ)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------R
34-41-00-740-002
34-41-12-991-001-A

Fig. 401
3. __________
Job Set-up
Subtask 34-41-12-865-051
tagged
IDENT. LOCATION
------------------------------------------------------------------------------121VU COM NAV/RADAR/1
5SQ1
K13
4. Procedure
_________
R
(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.

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(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
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.

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Page 405
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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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
blanking caps
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------R
R
31-32-00-860-010
34-41-33-991-003

Page
Fig. 401
3. __________
Job Set-up
R
Subtask 34-41-33-810-050
A. Print the Trouble Shooting Data
R
R
(1) If required and applicable, print the Trouble Shooting Data (TSD) as
follows:
R
R
(a) Get access to the SYSTEM/REPORT TEST NAV page (Ref. TASK 31-3200-860-010).
(b) Get access to the WXR1 (WXR2) page.
(c) Get access to the Trouble Shooting Data page.

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(d) Print the Trouble Shooting Data (TSD).

Subtask 34-41-33-865-058
IDENT. LOCATION
------------------------------------------------------------------------------121VU COM NAV/RADAR/1
5SQ1
K13
Subtask 34-41-33-010-052
C. Get Access
122.
R

4. Procedure
_________
(Ref. Fig. 401/TASK 34-41-33-991-003)
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).

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Weather Radar Transceiver

Figure 401/TASK 34-41-33-991-003

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TASK 34-41-33-400-003
Installation of the Weather Radar Transceiver (1SQ1, 1SQ2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-41-00-740-002
34-41-33-991-003

Fig. 401
3. __________
Job Set-up
Subtask 34-41-33-860-050
811 in zone 122.
Subtask 34-41-33-865-059
tagged
IDENT. LOCATION
------------------------------------------------------------------------------121VU COM NAV/RADAR/1
5SQ1
K13

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4. Procedure
_________
(Ref. Fig. 401/TASK 34-41-33-991-003)
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
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.

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Subtask 34-41-33-410-050
B. Close Access

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Page 406
Feb 01/96
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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
blanking caps
blanking plugs
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-41-33-000-004
34-41-37-991-001
Removal of the Weather Radar Transceiver (1SQ1, 1SQ2)

Fig. 401
3. __________
Job Set-up
Subtask 34-41-37-020-050
A. Remove the Weather Radar Transceiver (Ref. TASK 34-41-33-000-004).
4. Procedure
_________
(Ref. Fig. 401/TASK 34-41-37-991-001)
Subtask 34-41-37-020-052
A. Removal of the Mounting Tray
(2) Loosen the four clamps (7).

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Weather Radar Transceiver Mounting Tray

Figure 401/TASK 34-41-37-991-001

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(3) Disconnect the ventilation lines (8).

(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 ten 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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
B. Expendable Parts
|IPC-CSN
------------------------------------------------------------------------------14
O-rings
34-41-01 02 -120
R
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-41-33-400-003
34-41-37-991-001
Installation of the Weather Radar Transceiver (1SQ1,

1SQ2)
Fig. 401
3. __________
Job Set-up
Subtask 34-41-37-860-050
811 in zone 122.

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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).
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).
(2) Remove the blanking caps from the disconnected electrical connectors
(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 ten
washers (5) and the screws (6).
(6) Put the O-rings (14) in their housings.
(7) Put the window (13) and the wave guide (12) in position.

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(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.
5. Close-up
________
(Ref. Fig. 401/TASK 34-41-37-991-001)
Subtask 34-41-37-420-051
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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No
No
No
No
specific
specific
specific
specific
blanking caps
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------53-15-11-010-001
34-41-41-991-001

Fig. 401
3. __________
Job Set-up
Subtask 34-41-41-865-050
IDENT. LOCATION
------------------------------------------------------------------------------121VU COM NAV/RADAR/1
5SQ1
K13

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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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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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific

Torque Wrench : range 0.19 to 0.21 m.daN
(16.81 to 18.58 lbf.in)
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------No specific
R
Material No. 09-016
corrosion resistant steel lockwire dia. 0.5 mm

(0.020 in.)
CLASS B
(Ref. 20-31-00)
C. Expendable Parts
|IPC-CSN
------------------------------------------------------------------------------41
O-ring (7)
34-41-01 02 -120

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------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-60-00-860-001
31-60-00-860-002
53-15-11-410-001
34-41-41-991-001

External Power
EIS Start Procedure
EIS Stop Procedure
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
IDENT. LOCATION
------------------------------------------------------------------------------121VU COM NAV/RADAR/1
5SQ1
K13
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.).
R
R
(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).
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).

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(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).
R
R
(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).
R
R
(4) TORQUE the screws to between 0.19 and 0.21 m.daN (16.81 and 18.58
lbf.in) and install the lockwire.
guide. Put the clamp in position and install the washer (20) and the
screw (21).

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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.
R
R
(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
Subtask 34-41-41-710-050
G. Test
_______
-NO PERSON IS IN THE AREA MADE BY AN ARC OF 135 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 90 ON EACH SIDE OF THE AIRCRAFT
CENTERLINE.
(1) Make sure that all wave guide parts are correctly installed.

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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.
Subtask 34-41-41-410-050
B. Close Access

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Page 411
Feb 01/96
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
(Ref. Fig. 001)
------------------------------------------------------------------------------FIN
|
ATA
|
|
|
| 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
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.
(Ref. Fig. 002)
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)

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Page 1
Feb 01/96
Radio Altimeter - Component Location

Figure 001

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Page 2
Aug 01/97
Radio Altimeter - Block Diagram

Figure 002

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Page 3
Feb 01/96
Radio Altimeter - Control and Indicating

Figure 003

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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 :
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).

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Page 5
Feb 01/96
Radio Altimeter - Data and Warning Displays

Figure 004

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Page 6
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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.
4. Power
____________
Supply
(Ref. Fig. 002)
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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Page 7
Feb 01/96
Radio Altimeter - Transceiver

Figure 005

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Page 8
Feb 01/96
Radio Altimeter - Simplified Block Diagram

Figure 006

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Page 9
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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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Page 10
Feb 01/96
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
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
164
|RADIO
| 8192
| FT | 29 | 16 | 80 |BNR |RALT |
|
|
|HEIGHT
| 0.125
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
-------------------------------------------------------------------------------

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Page 11
Feb 01/96
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 - 30 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.
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).
causes :

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Page 12
Feb 01/96
Radio Altimeter - Antennas

Figure 007

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Page 13
Feb 01/96
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
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.
(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.

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Page 14
Feb 01/96
Radio Altimeter - Maintenance Test Procedure

Figure 008

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Page 15
Feb 01/96
- STOP ALT : 2500 ft.

- 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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Page 16
Feb 01/96
RADIO ALTIMETER - ADJUSTMENT/TEST

_________________________________
TASK 34-42-00-740-002
_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-32-00-860-010
R
R
31-60-00-860-001
31-60-00-860-002
34-10-00-860-002
34-10-00-860-005

External Power
Page
EIS Start Procedure
EIS 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).
(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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Page 501
May 01/96
Subtask 34-42-00-865-056
IDENT. LOCATION
------------------------------------------------------------------------------121VU COM NAV/RAD ALTM/2
1SA2
K12
121VU COM NAV/RAD ALTM/1
1SA1
K11
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:
R
- get the LRRA1 (LRRA2) page then

push the line key adjacent to the
ARINC TEST indication.
On the CAPT (F/O PFD):

- the bottom sector line moves down
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

RETURN indication.
On the CAPT (F/O PFD):

- 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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Page 502
May 01/96
5. Close-up
________
Subtask 34-42-00-860-055
R

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

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Page 503
May 01/96
TASK 34-42-00-750-001
R
R
Operational Check and Detailed Inspection for Contamination of the Radio

Altimeter Fan
_______
1. __________________
Reason for the Job
R
R
R

Operational Check and Detailed Inspection for Contamination of Radio
Altimeter Fan.
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
air blower
soft brush
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------22-97-00-710-001
24-41-00-861-002
24-41-00-862-002
34-42-00-740-002
34-42-33-000-001
34-42-33-400-001
34-42-45-000-001
34-42-45-400-001
52-30-00-860-001

External Power
Removal of the Radio Altimeter Transceiver 2SA1 and
2SA2
Installation of the Radio Altimeter Transceiver 2SA1
and 2SA2
Removal of the Radio Altimeter-Transceiver Fan 3SA1
(3SA2)
Installation of the Radio Altimeter-Transceiver Fan
3SA1 (3SA2)
Open the FWD or AFT Cargo-Compartment Door with the
Yellow Electric Pump

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Page 504
May 01/03
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------R
R
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).
R
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
R
R
tagged
IDENT. LOCATION
1SA2
K12
1SA1
K11
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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Page 505
Nov 01/02
Subtask 34-42-00-210-051
B. Detailed Inspection of the two RA transceiver Fans
R
R
(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) Make sure that the fan and the fan housing are blocked.
R
R
NOTE : Cleaning with an air blower can cause excessive fan

____
rotation-speed and thus fan failure.
R
R
(4) Clean the RA transceiver fans and their housing with a soft brush
and/or an air blower.
(5) Install the RA transceiver fans (Ref. TASK 34-42-45-400-001).
(6) Close the circuit breakers 1SA1 and 1SA2 on the panel 121VU.
Subtask 34-42-00-720-053
C. Functional Test
------------------------------------------------------------------------------ACTION
RESULT
-------------------------------------------------------------------------------
R
R
R
1. On the rear circuit breaker panel

121VU:
In the aft cargo compartment (zone 152,

door 826), below the transceiver mount:
R
R
- open the circuit breaker 1SA1

(1SA2).
- make sure that the RA transceiver fan

3SA1 (3SA2) does not blow.
R
R
- close the circuit breaker 1SA1

(1SA2).
- make sure that the RA transceiver fan

3SA1 (3SA2) blows air up.
Subtask 34-42-00-420-050
R
R
D. Install the two Radio Altimeter Transceivers (Ref. TASK 34-42-33-400001).

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Page 506
Nov 01/02
Subtask 34-42-00-740-052
E. Do the BITE test of the radio altimeter (Ref. TASK 34-42-00-740-002).
R
R
R
NOTE : If the airline operates the aircraft in CAT III conditions, you
____
must also do the LAND CAT III capability test (Ref. TASK 22-97-00710-001).
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

1SA1, 1SA2
Subtask 34-42-00-860-057

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

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Page 507
Nov 01/02
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. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-32-00-860-010
31-60-00-860-001
31-60-00-860-002

External Power
Page
EIS Start Procedure
EIS Stop Procedure
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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Page 508
Nov 01/02
Subtask 34-42-00-865-057
IDENT. LOCATION
1SA2
K12
1SA1
K11
Subtask 34-42-00-865-058
tagged
IDENT. LOCATION
------------------------------------------------------------------------------121VU EIS/GPWS/115VAC
3WZ
P07
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.
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the MCDU:
- push the line
the RA1 (RA2)
push the line
the RAMP TEST
key adjacent to
indication. Then
key adjacent to
indication.
- for each value, enter the

number in the scratchpad and
push the related line key:
On the MCDU:
- the LRRA1 (LRRA2) RAMP TEST page
comes into view.
On the MCDU, these values come into

view:

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Page 509
Nov 01/02
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------* START ALT : 0 ft.
* + 0 ft.
* STOP ALT : 2500 ft.
* + 2500 ft.
* SLOPE : 25 ft/s.
* 25 ft/s.
(Ref. NOTE).
the TRIGGER indication.
On the CAPT and F/O PFDs, the ramp test

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:
- on the CAPT and F/O PFDs:
. 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:
- the LRRA1 (LRRA2) page comes into
view.
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).

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Page 510
Nov 01/02
items.

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Page 511
Nov 01/02
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. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
27-80-00-866-004
27-80-00-866-005
31-60-00-860-001
31-60-00-860-002

External Power
Extending the Slats on the Ground
Retracting the Slats on the Ground
EIS Start Procedure
EIS Stop Procedure
3. __________
Job Set-up
Subtask 34-42-00-860-050
(Ref. TASK 24-41-00-861-002).

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Page 512
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Subtask 34-42-00-865-051
IDENT. LOCATION
1SA2
K12
1SA1
K11
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
lever to the position 1
(Ref. TASK 27-80-00-866-004).
The slats extend to the full position.

121VU:
- open the circuit breaker 1SA1.

- 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.

- the altitude 0 ft. goes out of view.
- the RA warning comes into view.
- the NAV RA1 FAULT indication stays in
view.
- the NAV RA2 FAULT indication comes
into view.

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Page 513
Nov 01/02
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------On the CAPT and F/O glareshield panels:
- the MASTER CAUT lights stay on.
121VU:
- close the circuit breakers 1SA1
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
indications go out of view.
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.

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Page 514
Nov 01/02
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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
blanking caps
nonmetallic scraper
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-42-00-861-001
R
34-42-11-991-001-A
34-42-11-991-003
Energize the Ground Service Network from the External

Power
Fig. 401
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
IDENT. LOCATION
------------------------------------------------------------------------------FOR 5SA1(6SA1)
1SA1
K11
FOR 5SA2(6SA2)
1SA2
K12
4. Procedure
_________
R
(Ref. Fig. 401/TASK 34-42-11-991-001-A, 402/TASK 34-42-11-991-003)

Subtask 34-42-11-020-051-A
A. Removal of the Radio Altimeter Antenna
(Ref. Fig. 401/TASK 34-42-11-991-001-A)
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
nonmetallic scraper.
(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).
(8) Remove and discard the packing - preformed (6), if installed.
(9) Remove the teflon gasket (8).

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Radio Altimeter Antennas

Figure 401/TASK 34-42-11-991-001-A

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Radio Altimeter Antennas (Alternative)

Figure 402/TASK 34-42-11-991-003

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Subtask 34-42-11-020-054
R
R
B. Removal of the Radio Altimeter Antenna (Alternative)

(Ref. Fig. 402/TASK 34-42-11-991-003)
R
R
WARNING : CUT, REMOVE AND DISCARD THE LOCKWIRE AS YOU DO THE TASK. LOOSE
_______
LOCKWIRE CAN CUT OR BLIND YOU.
R
R
NOTE : The procedure is the same for the radio altimeter antennas 5SA1,
____
5SA2, 6SA1, 6SA2.
R
R
(2) Remove the attachment screws (5) from the antenna (4).
R
R
(3) Pull the antenna (4) carefully away until you can see the coaxial
connector (2).
R
R
(4) Remove and discard the lockwire from the coaxial connector (2), if
installed.
(5) Disconnect the coaxial connector (2) from the antenna connector (3).
(8) Remove and discard the packing - preformed (6), if installed.

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Page 405
May 01/00
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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
lint free cloth

nonmetallic scraper
(2.00 to 26.00 lbf.ft)

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------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------Material No. 05-013
D
TV-53-3507/73
Material No. 07-001

Material No. 08-048
R
Material No. 09-016

Material No. 09-019
Material No. 11-010
Material No. 16-003
Material No. 19-009
ELECTRICAL BONDING COATING (BLUE COLOR)

(Ref. 20-31-00)
D
DA-2-657-4
ADHESIVE (Ref. 20-31-00)
CLASS B
(Ref. 20-31-00)
USA AMS 3267/3
(Ref. 20-31-00)
USA TT-I-735
GRADE A
ISOPROPYL ALCOHOL (Ref. 20-31-00)
F
ASNB70720
COATING (OBSOLETE USE 16-021) (Ref. 20-31-00)
USA AMS 5687
LOCKWIRE STAINLESS STEEL ANNEALED 0.5MM DIA
(Ref. 20-31-00)
C. Expendable Parts
|IPC-CSN
------------------------------------------------------------------------------6
8
packing-preformed
teflon-gasket
34-42-11 07 -010
34-42-04 05 -035

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------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------20-28-00-912-005
24-42-00-861-001
24-42-00-862-001
34-42-00-740-002
34-42-11-991-001-A
34-42-11-991-003
Electrical Bonding of Antennas With Conductive Bolts.

Power
De-energize the Ground Service Network Supplied from
the External Power
Fig. 401
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).
(2) Make sure that the aircraft is in the same configuration as for the
removal task.
(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
IDENT. LOCATION
------------------------------------------------------------------------------FOR 5SA1(6SA1)
1SA1
K11
FOR 5SA2(6SA2)
1SA2
K12

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4. Procedure
_________
R
(Ref. Fig. 401/TASK 34-42-11-991-001-A, 402/TASK 34-42-11-991-003)

_______
MATERIAL.
Subtask 34-42-11-140-050-A
A. Preparation for Installation
(1) Remove the used sealant from the fuselage structure (1) with a
R
R
(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)
R
R
(1) Remove the used sealant from the fuselage structure (1) with a
R
R
AGENTS (Material No. 11-010) and the lint free cloth.
R
R
R

____
R
R
(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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Page 409
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Subtask 34-42-11-420-050-A
R
C. Installation of the Radio Altimeter Antenna

(Ref. Fig. 401/TASK 34-42-11-991-001-A)
NOTE : Use the old Teflon-Gasket unless it is damaged.
____
(1) Install the teflon-gasket (8) to the antenna (4).
(3) Install the new packing-preformed (6) packing - preformed (6), if
removed.
condition.
(5) Connect the coaxial connector (2) to the antenna connector (3).
(6) 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.
(7) Put the antenna (4) in position and install the screws (5) to the
fuselage structure.
NOTE : Make sure that the FWD sign or the datum mark on the antenna
____
points in the direction of flight.
(8) 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).
(9) Remove the unwanted sealant with a nonmetallic scraper.
(10) Remove the remaining masking tape.
(Ref. TASK 20-28-00-912-005).
(12) Make a sealing bead with SEALANTS (Material No. 09-016) around the
antenna (4).

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(13) Apply SEALANTS (Material No. 09-016) to the heads of the screws (5).
(14) Make the contour of the sealant on the screws (5) and around the
antenna (4) smooth.
(15) Let the sealant cure.
(16) Apply STRUCTURE PAINTS (Material No. 16-003) to the sealant around
the base of the antenna (4).
R
R
R
(17) Apply PAINTS FOR DETAIL (INTERNAL AND EXTERN AL) (Material No. 07001) to the sealant on the head of the screws (5).
Subtask 34-42-11-420-054
R
R
D. Installation of the Radio Altimeter Antenna (Alternative)

(Ref. Fig. 402/TASK 34-42-11-991-003)
R
R
(1) Apply the SPECIAL MATERIALS (Material No. 05-013) to the bottom of
the antenna (4).
R
R
(2) Apply the SEALANTS (Material No. 09-019) to the area of the fuselage
that makes an interface with the antenna (4).
R
R
(3) Remove the masking tape from the screw holes and the hole for the
antenna connector.
(5) Install the new packing-preformed (6), if removed.
R
R
condition.
R
R
R
R
(8) 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.
R
R
(9) Put the antenna (4) in position and install the screws (5) to the
fuselage structure.
R
R
NOTE : Make sure that the FWD sign or the datum mark on the antenna
____
points in the direction of flight.

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Page 411
May 01/00
R
R
(10) TORQUE the screws (5) to between 0.3 and 0.35 m.daN (26.54 and 30.97
lbf.in) diagonally opposite.
R
R
R
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).
(11) Remove the unwanted sealant with a nonmetallic scraper.
(12) Remove the remaining masking tape.
R
R
R
(Ref. TASK 20-28-00-912-005).
R
R
(14) Make a sealing bead with SEALANTS (Material No. 09-016) around the
antenna (4).
(15) Apply SEALANTS (Material No. 09-016) to the heads of the screws (5).
R
R
(16) Make the contour of the sealant on the screws (5) and around the
antenna (4) smooth.
R
R
R
R
Subtask 34-42-11-865-052
E. Remove the safety clip(s) and the tag(s) and close this(these) circuit
breaker(s):
FOR 5SA1(6SA1)
1SA1
FOR 5SA2(6SA2)
1SA2
Subtask 34-42-11-740-050
F. Do the BITE test of the radio altimeter system (Ref. TASK 34-42-00-740002).

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Page 412
May 01/00
5. Close-up
________
Subtask 34-42-11-862-050
A. De-energize the ground service network
(Ref. TASK 24-42-00-862-001).

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Page 413
May 01/00
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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
blanking caps
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-42-00-861-001
52-30-00-860-001
34-42-33-991-001

Power
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
IDENT. LOCATION
------------------------------------------------------------------------------FOR 2SA1
1SA1
K11
FOR 2SA2
1SA2
K12
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.
R
(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).
R
R
NOTE : Make sure that you do not damage the electrical connector
____
pins.
R

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Page 402
Aug 01/98
Radio Altimeter Transceiver

Figure 401/TASK 34-42-33-991-001

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Page 403
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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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------22-97-00-710-001
24-42-00-861-001
24-42-00-862-001
34-42-00-740-002
52-30-00-860-001
52-30-00-860-002
34-42-33-991-001

Power
the External Power
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 52-30-00860-001) 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
IDENT. LOCATION
------------------------------------------------------------------------------FOR 2SA1
1SA1
K11
FOR 2SA2
1SA2
K12
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).
(6) Lift the fasteners and tighten the knurled nuts (3) until the
transceiver (1) is correctly attached.

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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 22-97-00-710001).
5. Close-up
________
Subtask 34-42-33-860-051
R
R
(1) On the FTL CTL panel 23VU, push the FAC1 pushbutton switch (the OFF
legend goes off.
R
R
(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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Page 406
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Subtask 34-42-33-862-050
C. De-energize the ground service network
(Ref. TASK 24-42-00-862-001)

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Page 407
Aug 01/98
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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
blanking caps
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-42-00-861-001
52-30-00-860-001
34-42-45-991-001

Power
Fig. 401
3. __________
Job Set-up
Subtask 34-42-45-861-050
(Ref. TASK 24-42-00-861-001)

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Page 401
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Subtask 34-42-45-865-050
IDENT. LOCATION
------------------------------------------------------------------------------FOR 3SA1
1SA1
K11
FOR 3SA2
1SA2
K12
Subtask 34-42-45-010-050
C. Get Access
R
R
(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).
(6) Remove the nuts (11), the washers (10) and the bolts (9).

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Page 402
Feb 01/98
Radio Altimeter-Transceiver Fan.

Figure 401/TASK 34-42-45-991-001

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Page 403
May 01/96
(7) Remove the blower (12).

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Page 404
Feb 01/96
TASK 34-42-45-400-001
Installation of the Radio Altimeter-Transceiver Fan 3SA1 (3SA2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-42-00-861-001
24-42-00-862-001
R
R
34-42-00-750-001
52-30-00-860-001
52-30-00-860-002

Power
the External Power
Detailed Inspection and Operational Check 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 52-30-00860-001) is open.

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Page 405
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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
IDENT. LOCATION
------------------------------------------------------------------------------FOR 3SA1
1SA1
K11
FOR 3SA2
1SA2
K12
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).
(9) Connect the electrical connector (8).

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Page 406
Nov 01/02
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 34-42-00-750001).
5. Close-up
________
Subtask 34-42-45-410-050
A. Close Access
items.
(2) Install the access panel 152HW.
R
R
R
Subtask 34-42-45-862-050
B. De-energize the ground service network
(Ref. TASK 24-42-00-862-001)

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Feb 01/98
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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No
No
No
No
specific
specific
specific
specific
air blower
soft brush
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------22-97-00-710-001
24-42-00-861-001
24-42-00-862-001
34-42-00-740-002
34-42-00-750-001
34-42-33-000-001
34-42-33-400-001
34-42-45-000-001
34-42-45-400-001
52-30-00-860-001

Power
the External Power
Detailed Inspection and Operational Check of the
Radio Altimeter Fan
Removal of the Radio Altimeter Transceiver 2SA1 and
2SA2
Installation of the Radio Altimeter Transceiver 2SA1
and 2SA2
Removal of the Radio Altimeter-Transceiver Fan 3SA1
(3SA2)
Installation of the Radio Altimeter-Transceiver Fan
3SA1 (3SA2)

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------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------52-30-00-860-002

3. __________
Job Set-up
Subtask 34-42-45-861-051
(Ref. TASK 24-42-00-861-001)
Subtask 34-42-45-865-053
IDENT. LOCATION
------------------------------------------------------------------------------FOR 3SA1
1SA1
K11
FOR 3SA2
1SA2
K12
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.
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 34-42-45-000001).

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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 34-42-45-400001).
(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
Subtask 34-42-45-710-051
E. Do the test
(1) Do the fan test of the radio altimeter system (Ref. TASK 34-42-00750-001).
(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 2297-00-710-001).

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Page 703
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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
(Ref. TASK 24-42-00-862-001)

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TCAS (TRAFFIC COLLISION AVOIDANCE SYSTEM) - DESCRIPTION AND OPERATION

_____________________________________________________________________
1. _______
General
The Traffic Collision Avoidance System (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.
This system complies with the ARINC characteristic 735.
Only wiring provision is currently installed on the aircraft.
2. Component
__________________
Location
(Ref. Fig. 001)
3. __________________
System Description
A. Principle
The TCAS II uses the ATC/Mode S transponders to locate and identify the
aircraft in the protected airspace which are equipped with ATC
transponders. Traffic advisories are displayed on the Navigation Displays
(ND). If an aircraft constitutes a risk of collision, the TCAS II
computer provides the resolution advisory for collision avoidance in the
form of a vertical maneuver which will increase separation between both
aircraft; this advisory is displayed on the vertical speed scale of the
Primary Flight Display (PFD) and a synthetic voice is transmitted through
the cockpit loud speakers.
(Ref. Fig. 002, 003)
The TCAS will comprise:
- a TCAS II computer 1SG
- two directional antennas 7SG1, 7SG2
In addition, the system is linked to the two independent ATC/Mode S
systems, each comprising:
- a transponder 1SH1 (1SH2)
- two antennas 7SH1, 7SH3 (7SH2, 7SH4)
- an ATC/TCAS control unit 3SH
- the MCDU and the centralized fault display interface unit (CFDIU) 1TW
for test purpose.
The EFIS display units display the TCAS data.

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TCAS - Component Location

Figure 001

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R
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TCAS Block Diagram - Data Acquisition

Figure 002

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TCAS Block Diagram - Maintenance and Display

Figure 003

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C. Associated Items
R
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(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.
R
R
R
R
R
R
R
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(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.
R
R
D. Peripherals
The TCAS receives information from the following equipment:
R
R
R
R
R
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(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,
one active and the other in standby, are linked to the TCAS via the
low speed ARINC 429 bus.
R
R
R
R
R
R
(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.
R
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(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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R
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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
- landing gear extended signal.
R
R
R
(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.
R
R
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R
(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.
R
R
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R
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R
(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.
R
R
R
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(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.
R
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R
R
R
(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 36,000 ft informs the TCAS
computer that it must inhibit climb orders above this altitude.

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E. 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. 004)

(1) TCAS modes of operation
The TCAS mode of operation is selected by means of a switch with
three positions STBY, TA, TA/RA (STBY is a locked position).
(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.
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.
(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.

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TCAS - ATC/TCAS Control Unit

Figure 004

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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.).
(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.

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(b) ALT RPTG 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.
(4) Selection of SYS 1/2 active transponder
The SYS 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. Two double control knobs permit the pilot to set the
Mode A octal code assigned to the aircraft by the ATC ground station
controller and included in the transmitted replies. A window on the
control unit displays this code permanently as long as the content of
the digital output message complies with the displayed data.
(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.

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R
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TCAS - Operation / Control and Indicating

Figure 005

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Nov 01/02
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)
------------------------------------------------------------------------------FIN
|
ATA
|
|
|
| DOOR |
REF.
------------------------------------------------------------------------------1WZ
GPWC
88VU 128 824
34-48-34
2WZ
C/B - EIS/GPWS/28VDC
121VU 212
4WZ
P/BSW - GPWS/G/S
500VU 212
5WZ
P/BSW - GPWS/G/S
301VU 211
7WZ
P/BSW - GPWS/FLAP MODE
21VU 211
9WZ
P/BSW - GPWS/SYS
21VU 211
11WZ
P/BSW - GPWS/G/S MODE
21VU 211
13WZ
P/BSW - GPWS/LDG FLAP 3
21VU 211

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GPWS - Component Location

Figure 001

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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.
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
R
(Ref. Fig. 002)
R
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
- GPWS/G/S pushbutton switch which, when pressed (in), enables the GPWC
to perform test.

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GPWS - Inputs (Buses)

Figure 002

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GPWS - Inputs (Discretes)

Figure 003

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E. Warning Outputs
R
(Ref. Fig. 004)
R
- 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
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
H. Audio Output
The audio output is used by the cockpit loud speakers for aural warning
messages.

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GPWS - Outputs
Figure 004

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4. ____________
Power Supply
R
(Ref. Fig. 004)
R
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.
**ON A/C 001-011,
5. _____________________
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.
- Bottom contact set - Power supply and bonding.
(2) Operation
R
**ON A/C 005-011,

(Ref. Fig. 006)

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GPWC
Figure 005

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INTENTIONALLY BLANK

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GPWC - Block Diagram

Figure 006
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**ON A/C 001-011,

(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.
(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.

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**ON A/C 012-099,

5. _____________________
A. GPWC (1WZ)
(1) Description
(Ref. Fig. 005)
STATUS/HISTORY switch is momentarily set to PRESENT STATUS, the
mount.
Contact grouping is as follows:
- Top contact set - ATE interface + system interconnections

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(2) Operation
R
(Ref. Fig. 006A)

The input/output circuits contain six ARINC 429 receivers. Each
receiver converts specified ARINC 429 format serial digital data
to 32-bit parallel words for storage in a Random Access Memory
(RAM).
processor/voice/memory circuit.
An ARINC 429 transmitter provides the GPWS output data words in
(DMU) and the maintenance labels for the CFDIU.
lamp drivers.
memories, delta modulator, serial data stream generator, serial
communication port, interrupt controllers and various associated
logic. 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 two 64 Kbytes X 8 Erasable
Programmable Read Only Memories (EPROMs). The vocabulary for the
messages can be defined by an alternate audio alert select
discrete input.
delta modulator. The audio output is filtered, amplified and
isolated to provide a suitable signal for the cockpit loud
speakers.
Data storage in the scratchpad memory is achieved using two 8
Kbytes RAMs.
Fault history data is stored in an Electrically Erasable
Programmable ROM (EEPROM) which is also used to store present
flight characteristics data for use after momentary power losses.
The program memory resides in 64 Kbytes EPROMs. The EPROMs are
ultra-violet light erasable.

NEFF :
012-099,
N 34-48-00
Page 15
N
N
Config-1 May 01/03
N
NMXA
N
N
GPWC - Block Diagram

Figure 006A

NEFF :
ALL
N 34-48-00
Page 16
N
N
Config-1 May 01/03
N
NMXA
N
N
**ON A/C 001-011,
Post SB
5. _____________________
34-1042 For A/C 001-011,
A. GPWC (1WZ)
R
R
R
(1) Description
(Ref. Fig. 005)
R
R

R
R
R
R
R
R
R
STATUS/HISTORY switch is momentarily set to PRESENT STATUS, the
R
R
R
R
R
R
R
mount.
Contact grouping is as follows:
- Top contact set - ATE interface + system interconnections

NEFF :
001-011,
N 34-48-00
Page 17
N
N
Config-1 May 01/03
N
NMXA
N
N
R
R
R
(2) Operation
(Ref. Fig. 006A)
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R

The input/output circuits contain six ARINC 429 receivers. Each
receiver converts specified ARINC 429 format serial digital data
to 32-bit parallel words for storage in a Random Access Memory
(RAM).
processor/voice/memory circuit.
An ARINC 429 transmitter provides the GPWS output data words in
(DMU) and the maintenance labels for the CFDIU.
lamp drivers.
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
memories, delta modulator, serial data stream generator, serial
communication port, interrupt controllers and various associated
logic. 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 two 64 Kbytes X 8 Erasable
Programmable Read Only Memories (EPROMs). The vocabulary for the
messages can be defined by a voice pin-program selection.
delta modulator. The audio output is filtered, amplified and
isolated to provide a suitable signal for the cockpit loud
speakers.
Data storage in the scratchpad memory is achieved using two 8
Kbytes RAMs.
Fault history data is stored in an Electrically Erasable
Programmable ROM (EEPROM) which is also used to store present
flight characteristics data for use after momentary power losses.
The program memory resides in 64 Kbytes EPROMs. The EPROMs are
ultra-violet light erasable.

NEFF :
001-011,
N 34-48-00
Page 18
N
N
Config-1 May 01/03
N
NMXA
N
N
**ON A/C 001-011,

(3) Digital outputs
- EQ.SYS.LAB.SDI: (SDAC,FWC,DRC___) output label for which the
in milliseconds
- CODE :
HYB: mixed code
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|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
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|

NEFF :
001-011,
N 34-48-00
Page 19
N
N
Config-1 May 01/03
N
NMXA
N
N
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
|TERRAIN
|bit status 1|
|
| 13 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|DONT?T
|bit status 1|
|
| 14 |
|
|
|
|
|
|SINK
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TOO LOW
|bit status 1|
|
| 15 |
|
|
|
|
|
|GEAR
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TOO LOW
|bit status 1|
|
| 16 |
|
|
|
|
|
|FLAP
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TOO LOW
|bit status 1|
|
| 17 |
|
|
|
|
|
|TERRAIN
|
|
|
|
|
|
|
|
|
|
|(mode 4) |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|GLIDESLOPE|bit status 1|
|
| 18 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 19 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TERRAIN - |bit status 1|
|
| 20 |
|
|
|
|
|
|PULL UP
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 21 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TOO LOW
|bit status 1|
|
| 22 |
|
|
|
|
|
|TERRAIN
|
|
|
|
|
|
|
|
|
|
|(mode 3) |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 23 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 24 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 25 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 26 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 27 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|

NEFF :
001-011,
N 34-48-00
Page 20
N
N
Config-1 May 01/03
N
NMXA
N
N
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
|SPARE
|
|
|
| 28 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|GPWS FAIL:|bit status 1|
|
| 29 |
|
|
|
|
|
|EXT. FAIL |
|
|
|
|
|
|
|
|
|--------------|----------|------------|----|----|----|----|----|-----|-------|
|
1.356.00
|MAINT MSG |
|
|
|
|
|
|
|
|
|
|WORD
|
|
|
|
|
|
|
|
|
------------------------------------------------------------------------------**ON A/C 012-099,
(3) Digital outputs
in milliseconds
- CODE :
HYB: mixed code

NEFF :
ALL
N 34-48-00
Page 21
N
N
Config-1 May 01/03
N
NMXA
N
N
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
1.270.00
|GPWS DSCRT|
|
|
|
| 50 |DIS |
|
|
|
|WORD 1
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| 11 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|WHOOP
|bit status 1|
|
| 12 |
|
|
|
|
|
|WHOOP
|
|
|
|
|
|
|
|
|
|
|PULL UP
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TERRAIN
|bit status 1|
|
| 13 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|DON?T
|bit status 1|
|
| 14 |
|
|
|
|
|
|SINK
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TOO LOW
|bit status 1|
|
| 15 |
|
|
|
|
|
|GEAR
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TOO LOW
|bit status 1|
|
| 16 |
|
|
|
|
|
|FLAP
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TOO LOW
|bit status 1|
|
| 17 |
|
|
|
|
|
|TERRAIN
|
|
|
|
|
|
|
|
|
|
|(mode 4) |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| 18 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 19 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| 20 |
|
|
|
|
|
|PULL UP
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 21 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 22 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 23 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 24 |
|
|
|
|

NEFF :
012-099,
N 34-48-00
Page 22
N
N
Config-1 May 01/03
N
NMXA
N
N
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
|
|
|
|
|
|
|
|
|
|
|
|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|
|
|
|
|
|
|
|
|
------------------------------------------------------------------------------R
**ON A/C 001-011,
Post SB
R
R
R
R
R
R
R
34-1042 For A/C 001-011,
(3) Digital outputs


NEFF :
ALL
N 34-48-00
Page 23
N
N
Config-1 May 01/03
N
NMXA
N
N
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R

in milliseconds
- CODE :
HYB: mixed code
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
1.270.00
|GPWS DSCRT|
|
|
|
|100 |DIS |
|
|
|
|WORD 1
|
|
|
|
|to |
|
|
|
|
|
|
|
|
|
|200 |
|
|
|
|
|
| 11 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|WHOOP
|bit status 1|
|
| 12 |
|
|
|
|
|
|WHOOP
|
|
|
|
|
|
|
|
|
|
|PULL UP
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TERRAIN
|bit status 1|
|
| 13 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|DON?T
|bit status 1|
|
| 14 |
|
|
|
|
|
|SINK
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TOO LOW
|bit status 1|
|
| 15 |
|
|
|
|
|
|GEAR
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TOO LOW
|bit status 1|
|
| 16 |
|
|
|
|
|
|FLAP
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|

NEFF :
001-011,
N 34-48-00
Page 24
N
N
Config-1 May 01/03
N
NMXA
N
N
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
|TOO LOW
|bit status 1|
|
| 17 |
|
|
|
|
|
|TERRAIN
|
|
|
|
|
|
|
|
|
|
|(mode 4) |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| 18 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 19 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| 20 |
|
|
|
|
|
|PULL UP
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 21 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 22 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 23 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 24 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 25 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
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-------------------------------------------------------------------------------

NEFF :
001-011,
N 34-48-00
Page 25
N
N
Config-1 May 01/03
N
NMXA
N
N
**ON A/C ALL

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.
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.

NEFF :
ALL
N 34-48-00
Page 26
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Config-1 May 01/03
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NMXA
N
N
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 001-011,
(Ref. Fig. 007)
R
**ON A/C ALL
Post SB
34-1042 For A/C 001-011,

(Ref. Fig. 007A)
**ON A/C ALL

**ON A/C 001-011,
(Ref. Fig. 008)
R
**ON A/C ALL
Post SB
34-1042 For A/C 001-011,

(Ref. Fig. 008A)
**ON A/C ALL


NEFF :
ALL
N 34-48-00
Page 27
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N
Config-1 May 01/03
N
NMXA
N
N
Excessive Rate of Descent

Figure 007

NEFF :
001-011,
N 34-48-00
Page 28
N
N
Config-1 May 01/03
N
NMXA
N
N
Excessive Rate of Descent

Figure 007A

NEFF :
ALL
N 34-48-00
Page 29
N
N
Config-1 May 01/03
N
NMXA
N
N
Terrain Closure Rate - Mode

Figure 008

NEFF :
001-011,
N 34-48-00
Page 30
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N
Config-1 May 01/03
N
NMXA
N
N
Terrain Cloture Rate - Mode

Figure 008A

NEFF :
ALL
N 34-48-00
Page 31
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N
Config-1 May 01/03
N
NMXA
N
N
**ON A/C 001-011,

(Ref. Fig. 009)
R
**ON A/C ALL
Post SB
34-1042 For A/C 001-011,

(Ref. Fig. 009A)
**ON A/C ALL

**ON A/C 001-011,
(Ref. Fig. 010)
R
**ON A/C ALL
Post SB
34-1042 For A/C 001-011,

(Ref. Fig. 010A)
**ON A/C ALL

Mode 5 - Descent below glide slope
**ON A/C 001-011,
(Ref. Fig. 011)
R
**ON A/C ALL
Post SB
34-1042 For A/C 001-011,

(Ref. Fig. 011A)

NEFF :
ALL
N 34-48-00
Page 32
N
N
Config-1 May 01/03
N
NMXA
N
N
Descent After Takeoff

Figure 009

NEFF :
001-011,
N 34-48-00
Page 33
N
N
Config-1 May 01/03
N
NMXA
N
N
Descent After Takeoff

Figure 009A

NEFF :
ALL
N 34-48-00
Page 34
N
N
Config-1 May 01/03
N
NMXA
N
N
Unsafe Terrain Clearance

Figure 010

NEFF :
001-011,
N 34-48-00
Page 35
N
N
Config-1 May 01/03
N
NMXA
N
N
Unsafe Terrain Clearance

Figure 010A

NEFF :
ALL
N 34-48-00
Page 36
N
N
Config-1 May 01/03
N
NMXA
N
N
Descent Below Glide Slope

Figure 011

NEFF :
001-011,
N 34-48-00
Page 37
N
N
Config-1 May 01/03
N
NMXA
N
N
Descent Below Glide Slope

Figure 011A

NEFF :
ALL
N 34-48-00
Page 38
N
N
Config-1 May 01/03
N
NMXA
N
N
**ON A/C ALL

(2) Warning messages
**ON A/C 001-011,
(Ref. Fig. 008)
R
**ON A/C ALL
Post SB
34-1042 For A/C 001-011,

(Ref. Fig. 008A)
**ON A/C 001-011,

(Ref. Fig. 009)
R
**ON A/C ALL
Post SB
34-1042 For A/C 001-011,

(Ref. Fig. 009A)
**ON A/C 001-011,

(Ref. Fig. 010)
R
**ON A/C ALL
Post SB
34-1042 For A/C 001-011,

(Ref. Fig. 010A)
**ON A/C 001-011,

(Ref. Fig. 011)

NEFF :
ALL
N 34-48-00
Page 39
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N
Config-1 May 01/03
N
NMXA
N
N
**ON A/C ALL
Post SB
34-1042 For A/C 001-011,

(Ref. Fig. 011A)
**ON A/C ALL

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
DON?T 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.
(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.

NEFF :
ALL
N 34-48-00
Page 40
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Config-1 May 01/03
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N
N
(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 001-011,
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).
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:

NEFF :
ALL
N 34-48-00
Page 41
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Config-1 May 01/03
N
NMXA
N
N
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).
(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.

NEFF :
001-011,
N 34-48-00
Page 42
N
N
Config-1 May 01/03
N
NMXA
N
N
(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.
(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.

NEFF :
001-011,
N 34-48-00
Page 43
N
N
Config-1 May 01/03
N
NMXA
N
N
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
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

NEFF :
001-011,
N 34-48-00
Page 44
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N
Config-1 May 01/03
N
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N
N
(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.
(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.

NEFF :
001-011,
N 34-48-00
Page 45
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Config-1 May 01/03
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N
N
(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

during takeoff, may temporarily
altitude and allow switching to
then decreases below 500 ft., a
other large terrain depression

indicate above 700 ft. radio
mode 4. If the radio altitude
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
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.

NEFF :
001-011,
N 34-48-00
Page 46
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Config-1 May 01/03
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N
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(n) The filter output is

generate the greater
to mode 4.
If the filter output
switching will occur
also compared against the airspeed, to

than mode 4 term for switching out of mode 3
is less than the airspeed term, mode
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)
(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

NEFF :
001-011,
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N
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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
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.

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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.
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.

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(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.
(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

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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 001-011,
Post SB
R
R
34-1042 For A/C 001-011,

(Ref. Fig. 011A)
**ON A/C 001-011,

(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.
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.

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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.
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.

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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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**ON A/C ALL
Post SB
34-1042 For A/C 001-011,

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
2450 ft. The lower is cut off at 10 ft. A
seconds is included in the upper function
warnings caused by the momentary boundary
a radio altitude of
delay equivalent to 0.8
to minimize the
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.
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 = ---------------------G/S Deviation (Dots)
X 0.0067
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.
R
R
R
(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.
R
R

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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 FMGEC 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
**ON A/C ALL
D. Warning Generation and Inhibition
**ON A/C 001-011,
(Ref. Fig. 012)
R
**ON A/C ALL
Post SB
34-1042 For A/C 001-011,
(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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**ON A/C ALL

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
Don?t sink gear
DON?T SINK GEAR
3
11
Don?t sink
DON?T 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 001-011,

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
ORDER
TRIGGER
1
Sink rate
2
Pull up
3
Terrain
4
Pull up
5
Don?t sink gear
6
Don?t sink
7
Too low
8
Too low gear
9
Too low flaps
10
Too low terrain
11
Glide slope
12
Minimums
sequence :
WARNING
SINK RATE
WHOOP WHOOP PULL UP
TERRAIN
WHOOP WHOOP PULL UP
DON?T SINK GEAR
DON?T SINK
TOO LOW
TOO LOW GEAR
TOO LOW FLAPS
TOO LOW TERRAIN
GLIDE SLOPE
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
ALTIMETR
INVALID
INACTIVE
FLIGHT-2
FLIGHT-1
FLAPS
PREVIOUS
INVALID
TEN
FLIGHT-8
FLIGHTS
OK
ILS DATA
INACTIVE
FLIGHT-3
FLIGHT-4
(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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------------------------------------------------------------------------------|
MESSAGE
|
POSSIBLE CAUSE
|
|-------------|---------------------------------------------------------------|
| 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
|
|
| (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
|
| INVALID
|
|
|
|
|
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).
|
| INVALID
|
|
|
|
|
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.
|

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------------------------------------------------------------------------------|
MESSAGE
|
POSSIBLE CAUSE
|
|-------------|---------------------------------------------------------------|
|
|
|
| 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
|
| INVALID
|
|
| (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.
|

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------------------------------------------------------------------------------|
MESSAGE
|
POSSIBLE CAUSE
|
|-------------|---------------------------------------------------------------|
|
|
|
| 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.
------------------------------------------------------------------------------|
MESSAGE
|
POSSIBLE CAUSE
|
|-------------|---------------------------------------------------------------|
| 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 012-099,
The ground vocabulary test is initiated if you press the GPWS/G/S
ground test.
NOTE : Fault to observe the above procedure will initiate the ground self
____
test.
(1) Verify that the system status is correct for the ground test (radio
altitude < 5 ft., computed airspeed below 60 kts).

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(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
1
2
3
4
5
6
7
8
9
10
11
TRIGGER
Sink rate
Pull up
Terrain
Pull up
Don?t sink
Too low terrain
Too low gear
Too low flaps
Too low terrain
Glide slope
Minimums
WARNING
SINK RATE
WHOOP WHOOP PULL UP
TERRAIN
WHOOP WHOOP PULL UP
DON?T SINK
TOO LOW TERRAIN
TOO LOW GEAR
TOO LOW FLAPS
TOO LOW TERRAIN
GLIDE SLOPE
MINIMUMS MINIMUMS

(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.
presented by means of this vocabulary:

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IN TEST
END TEST
GPWS OK
GPWC
RADIO
ALTIMETR
BARORATE
AIRSPEED
ALTITUDE
GLIDE
SLOPE
CANCEL
COURSE
GEAR
RUNWAY
HEADING
FLAPS
INVALID
INACTIVE
INHIBIT
PREVIOUS
TEN
FLIGHTS
OK
FAILED
AIR DATA
ILS DATA
IRS DATA
EXTERNAL
FLT HIST
INPUT
PROCESSR
OUTPUT
ASSEMBLY
LAMPTEST
AUDIO
SELECT
FLIGHT-0
FLIGHT-1
FLIGHT-2
FLIGHT-3
FLIGHT-4
FLIGHT-5
FLIGHT-6
FLIGHT-7
FLIGHT-8
FLIGHT-9
CORRECTD
LOCALIZR
LATITUDE
LONGITUD

GPWS OF

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RADIO
ALTIMETR
INACTIVE
FLIGHT-1
FLAPS
INVALID
FLIGHT-8
-
BARORATE
INVALID
FLIGHT-2
ILS DATA
INACTIVE
FLIGHT-3
FLIGHT-4
PREVIOUS
TEN
FLIGHTS
OK

(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
(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
(1) BITE description
The BITE facilitates maintenance on in-service aircraft. It detects
and identifies faults related to the GPWS. The BITE of the GPWC is
connected to the CFDIU.
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
- 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 monitors cyclically the status
of the GPWS. It transmits its information to the CFDIU during the
concerned flight.

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In case of fault detection, the BITE stores the information in

the fault memories.
These items of information are transmitted to the CFDIU every 100
ms by an ARINC 429 message with label 356.
(b) Menu mode
The menu mode can only be activated on the ground.
This mode enables communication between the CFDIU and the GPWC
BITE by means of the MCDU.
The GPWS menu mode is composed of:
- LAST LEG REPORT
- PREVIOUS LEGS REPORT
- LRU IDENTIFICATION
- GROUND SCANNING
- TROUBLE SHOOTING DATA
- CLASS 3 FAULTS
- TEST
- GROUND REPORT.
(Ref. Fig. 015, 016, 017)
R
**ON A/C 001-011,
Post SB
R
R
R
R
34-1042 For A/C 001-011,

The ground vocabulary test is initiated if you press the GPWS/G/S
ground test.
R
R
NOTE : Fault to observe the above procedure will initiate the ground self
____
test.
R
R
(1) Verify that the system status is correct for the ground test (radio
altitude < 5 ft., computed airspeed below 60 kts).
(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.
R
R
(4) Generate all aural warnings in this sequence:

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Maintenance Test Procedure - Sub-Menu Function 1/3

Figure 015

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Figure 016

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Figure 017

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R
R
R
R
R
R
R
R
R
R
R
R
ORDER
1
2
3
4
5
6
7
8
9
10
11
R
R
TRIGGER
Sink rate
Pull up
Terrain
Pull up
Don?t sink
Too low terrain
Too low gear
Too low flaps
Too low terrain
Glide slope
Minimums
WARNING
SINK RATE
WHOOP WHOOP PULL UP
TERRAIN
WHOOP WHOOP PULL UP
DON?T SINK
TOO LOW TERRAIN
TOO LOW GEAR
TOO LOW FLAPS
TOO LOW TERRAIN
GLIDE SLOPE
MINIMUMS MINIMUMS

(Ref. Fig. 014)
R
R
R
R
R
R
R
R
R
R
R
R
R
(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.
R
R
R
R

presented by means of this vocabulary:

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R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
IN TEST
END TEST
GPWS OK
GPWC
RADIO
ALTIMETR
BARORATE
AIRSPEED
ALTITUDE
GLIDE
SLOPE
CANCEL
COURSE
GEAR
RUNWAY
HEADING
FLAPS
R
R
R
INVALID
INACTIVE
INHIBIT
PREVIOUS
TEN
FLIGHTS
OK
FAILED
AIR DATA
ILS DATA
IRS DATA
EXTERNAL
FLT HIST
INPUT
PROCESSR
OUTPUT
ASSEMBLY
LAMPTEST
AUDIO
SELECT
FLIGHT-0
FLIGHT-1
FLIGHT-2
FLIGHT-3
FLIGHT-4
FLIGHT-5
FLIGHT-6
FLIGHT-7
FLIGHT-8
FLIGHT-9
CORRECTD
LOCALIZR
LATITUDE
LONGITUD

GPWS OK

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R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
(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
R
R
(7) The sequences of the flight history test and those of the present
status test will not activate the cockpit voice outputs.
RADIO
ALTIMETR
INACTIVE
FLIGHT-1
FLAPS
INVALID
FLIGHT-8
-
BARORATE
INVALID
FLIGHT-2
ILS DATA
INACTIVE
FLIGHT-3
FLIGHT-4
PREVIOUS
TEN
FLIGHTS
OK
E. CFDS Interface
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R

and identifies faults related to the GPWS. The BITE of the GPWC is
connected to the CFDIU.
The BITE:
- transmits permanently GPWS status and its identification message to
the CFDIU
segments
and CFDIU)
- transmits to the CFDIU the result of the tests performed
- the normal mode
- the menu mode.
R
R
R
R
(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.

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R
R
R
R

the fault memories.
R
R
R
R
R
R
R
R
R
R
R
R
R
R
(b) Menu mode

This mode enables communication between the CFDIU and the GPWC
BITE by means of the MCDU.
The GPWS menu mode is composed of:
- LAST LEG REPORT
- GROUND SCANNING
- CLASS 3 FAULTS
- TEST
- GROUND REPORT.
(Ref. Fig. 015, 016, 017)
**ON A/C ALL
Post SB
34-1042 For A/C 001-011,
F. Power-up Tests Initialization and Cockpit Repercussions

- Duration: 2 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:

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NAV GPWS FAULT

- ECAM STATUS:
GPWS INOP

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**ON A/C ALL

Post SB
34-1189 For A/C ALL
ENHANCED GROUND PROXIMITY WARNING SYSTEM (GPWS) - DESCRIPTION AND OPERATION

___________________________________________________________________________
1. _______
General
(Ref. Fig. 001)
The purpose of the Enhanced Ground Proximity Warning System (Enhanced GPWS)
is to alert the flight crew of potentially hazardous conditions with respect
to the terrain.
The system achieves this objective by accepting a variety of aircraft
parameters as inputs, applying alerting algorithms, and providing the flight
crew with aural alert messages and visual annunciations and displays in the
event that the boundaries of any alerting envelope are exceeded.
Enhanced features have been added to existing basic Ground Proximity Warning
Modes 1 to 5 which are the backbone of the system.
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.
A. Basic GPWS Modes
The basic GPWS modes generate aural and visual warnings if the aircraft
adopts a potentially hazardous condition with respect to:
Mode 1 - Excessive rate of descent.
Mode 2 - Excessive closure rate with terrain.
Mode 3 - Descent after takeoff and minimum terrain clearance.
Mode 4 - Unsafe terrain clearance.
Mode 5 - Descent below glide slope.

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Enhanced GPWS - Enhanced Ground Proximity Warning System

Figure 001

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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)
The terrain awareness alerting algorithms continuously compute
terrain clearance envelopes ahead of the aircraft. If the boundaries
of these envelopes conflict with terrain elevation data in the
terrain database, then alerts are issued.
2. Component
__________________
Location
(Ref. Fig. 003)
------------------------------------------------------------------------------FIN
|
ATA
|
|
|
| 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
7WZ
P/BSW-GPWS/FLAP MODE
21VU 211 831
34-48-00
9WZ
P/BSW-GPWS/SYS
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
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
31WZ
P/BSW-GPWS/TERR
21VU 211 831
34-48-00

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Enhanced GPWS - Terrain Awareness Functions

Figure 002

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Enhanced GPWS - Component Location

Figure 003

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------------------------------------------------------------------------------FIN
|
ATA
|
|
|
| DOOR |
REF.
------------------------------------------------------------------------------32WZ
RELAY-TERRAIN/WEATHER RADAR 1 DATA
187VU 127 824
34-48-00
SWITCHING, F/O
33WZ
RELAY-TERRAIN/WEATHER RADAR 1 DATA
187VU 127 824
34-48-00
SWITCHING, CAPT
34WZ
RELAY-WEATHER RADAR 2 DATA CUTOFF,
188VU 128 824
34-48-00
F/O
35WZ
RELAY-WEATHER RADAR 2 DATA CUTOFF,
188VU 128 824
34-48-00
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.
C. Digital Data Inputs
(Ref. Fig. 004)
The Enhanced GPWC receives serial digital data inputs from:
- radio altimeter transceiver 1 (radio altitude),
- Air Data/Inertial Reference Unit 1 (ADIRU),
- ADR portion (barometric altitude, barometric altitude rate, computed
airspeed),
- IR portion (latitude, longitude, magnetic heading),
- ILS receiver 1 (glide slope deviation, localizer deviation, selected
runway heading),
- Flight Management and Guidance Computer (FMGC) (latitude, longitude,
track, navigation modes),
- Centralized Fault Display Interface Unit (CFDIU) (command word, date,
flight number, UTC),
- Flight Control Unit (FCU) 1 and 2 (CAPT and F/O ranges),
- Weather Radar 1 and 2 (hazard busses).

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Enhanced GPWC - Inputs and Outputs (Buses)

Figure 004

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D. Discrete Data Inputs

(Ref. Fig. 005)
Discrete data inputs are received from the following:
- Slat Flap Control Computer 1 (SFCC) (3 and FULL flap position),
- Flight Warning Computer 1 and 2 (FWC) (all audio inhibition),
- Landing Gear Control and Interface Unit (LGCIU) (main landing gear
retracted or extended),
- ECAM control panel (audio suppression),
- GPWS/FLAP MODE pushbutton switch which, when pressed (in) (white OFF
legend on), overrides a flap abnormal condition input,
- GPWS/SYS pushbutton switch which, when pressed (in) (white OFF legend
on), inhibits Modes 1 to 5 warnings,
- GPWS/G/S MODE pushbutton switch which, when pressed (in) (white OFF
legend on), overrides the glide slope mode,
- GPWS/G/S pushbutton switch which, when pressed (in), enables the
Enhanced GPWC to perform test,
- GPWS/TERR pusbutton switch which, when pressed (in) (white OFF legend
on), inhibits TAD and TCF functions,
- TERR ON ND (CAPT or F/O) pushbutton switches allow the crew to select
or deselect terrain display on ND?s,
- Weather Radar control unit.
E. Warning Outputs
(Ref. Fig. 006)
- two discrete outputs from the Enhanced GPWC control the GPWS/G/S
pushbutton switches located on Captain and First Officer main
instrument panels.
Each pushbutton switch is a momentary-action pushbutton switch with an
illuminated split legend cap. The upper legend identified GPWS,
controlled by the first output, comes on red when a ground proximity
warning is generated by the Enhanced GPWC for Modes 1 to 4 or TAD and
TCF warnings.
The lower legend identified G/S, controlled by the second output, comes
on amber when a glide slope (Mode 5) caution alert is generated by the
Enhanced GPWC.
The pushbutton switch provides a facility to cancel a glide slope
warning, if in progress, or to initiate an Enhanced GPWS self-test.
- both discrete outputs are also used to inhibit 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).

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Enhanced GPWC - Inputs (Discretes)

Figure 005

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Enhanced GPWC - Outputs

Figure 006

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------------------------------------------------------------------------------NAME
ELECTRICAL LEVEL
TO
SIGNAL STATUS
------------------------------------------------------------------------------FAULT LEGEND
GND/OC
SYS P/BSW/SDACs
GND = VALID
G/S VISUAL ALERT
GND/OC
FWCs
GND = VALID
GPWS LEGEND
GND/OC
FWCs
GND = VALID
------------------------------------------------------------------------------F. Monitor Outputs
There are two monitor outputs:
- GPWS monitor output controls the FAULT legend of the SYS pushbutton
switch and indicates a failure of Modes 1 to 5,
- TERR monitor output controls the FAULT legend of the TERR pushbutton
switch and indicates a failure of TAD and TCF functions.
------------------------------------------------------------------------------NAME
ELECTRICAL LEVEL
TO
SIGNAL STATUS
------------------------------------------------------------------------------GPWS MONITOR OUTPUT
GND/OC
BOARD-ANN LT
GND=FAULT
TEST and INTFC
SDAC1
SDAC2
TERR MONITOR OUTPUT
GND/OC
BOARD-ANN LT
GND=FAULT
TEST and INTFC
SDAC1
SDAC2
------------------------------------------------------------------------------G. Bus Output
The bus output is used by the Aircraft Integrated Data System (AIDS),
Data Management Unit (DMU) and by the Centralized Fault Display Interface
Unit (CFDIU) for test causes.
H. Audio Output
The audio output is used by the cockpit loud speakers for aural warning
messages.
4. Power
____________
Supply
(Ref. Fig. 006)
The Enhanced GPWC power supply circuits receive 115VAC, 400 Hz, single phase
(22 W max.) supply from the aircraft AC power.

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**ON A/C ALL

Post SB
34-1190 For A/C ALL
5. Interface
_________
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
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:
HYB: mixed code
- ALPHA CODE: indicates the parameter mnemonic code,
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
1.270.00
|ENH. GPWS |(1=voice on)|
|
|
| 50 |DIS |
|
|
|
|ALER DSCRT|
|
|
|
| to |
|
|
|
|
|WORD 1
|
|
|
|
|100 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SINKRATE- |bit status 1|
|
| 11 |
|
|
|
|
|
|PAUSE|
|
|
|
|
|
|
|
|
|
|SINKRATE |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|

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------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
|PULL UP
|bit status 1|
|
| 12 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TERRAIN
|bit status 1|
|
| 13 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|DON?T SINK|bit status 1|
|
| 14 |
|
|
|
|
|
|-PAUSE|
|
|
|
|
|
|
|
|
|
|DON?T SINK|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TOO LOW
|bit status 1|
|
| 15 |
|
|
|
|
|
|GEAR
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TOO LOW
|bit status 1|
|
| 16 |
|
|
|
|
|
|FLAPS
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TOO LOW
|bit status 1|
|
| 17 |
|
|
|
|
|
|TERRAIN
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| 18 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 19 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TERRAIN
|bit status 1|
|
| 20 |
|
|
|
|
|
|PULL UP
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 21 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TERRAIN
|bit status 1|
|
| 22 |
|
|
|
|
|
|TERRAIN
|
|
|
|
|
|
|
|
|
|
|PULL-UP
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 23 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 24 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 25 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 26 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|

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------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
|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 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|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 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|

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------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
|TERRAIN
|bit status 1|
|
| 22 |
|
|
|
|
|
|AWARENESS |
|
|
|
|
|
|
|
|
|
|WARNING
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TERRAIN
|bit status 1|
|
| 23 |
|
|
|
|
|
|AWARENESS |
|
|
|
|
|
|
|
|
|
|CAUTION
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TERRAIN
|bit status 1|
|
| 24 |
|
|
|
|
|
|AWARENESS |
|
|
|
|
|
|
|
|
|
|INOP
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|EXTERNAL |bit status 1|
|
| 25 |
|
|
|
|
|
|FAULT
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|COMPUTER |bit status 1|
|
| 26 |
|
|
|
|
|
|FAIL
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TERRAIN
|bit status 1|
|
| 27 |
|
|
|
|
|
|AWARENESS |
|
|
|
|
|
|
|
|
|
|NOT AVAIL.|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TERRAIN
|bit status 1|
|
| 28 |
|
|
|
|
|
|DISPLAY
|
|
|
|
|
|
|
|
|
|
|DSCRT 1
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TERRAIN
|bit status 1|
|
| 29 |
|
|
|
|
|
|DISPLAY
|
|
|
|
|
|
|
|
|
|
|DSCRT 2
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
1.271.00
|ENH. GPWS |(;1;= warn. |
|
|
|100 |DIS |
|
|
|
|LOGIC DSCR|in progress)|
|
|
| to |
|
|
|
|
|
|
|
|
|
|200 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 11 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 12 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|

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------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
|TERRAIN
|bit status 1|
|
| 13 |
|
|
|
|
|
|CLEARANCE |
|
|
|
|
|
|
|
|
|
|FLOOR ALER|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|ENV.MOD IN|bit status 1|
|
| 14 |
|
|
|
|
|
|PROGRESS |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|ENV.MOD
|bit status 1|
|
| 15 |
|
|
|
|
|
|SNAPSHOT |
|
|
|
|
|
|
|
|
|
|LATCH SET |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 16 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 17 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TAKE OFF |bit status 1|
|
| 18 |
|
|
|
|
|
|MODE
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|MODE 1
|bit status 1|
|
| 19 |
|
|
|
|
|
|SINKRATE |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|MODE 1
|bit status 1|
|
| 20 |
|
|
|
|
|
|PULL UP
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|MODE 2
|bit status 1|
|
| 21 |
|
|
|
|
|
|TERRAIN
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|MODE 2
|bit status 1|
|
| 22 |
|
|
|
|
|
|PULL UP
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|MODE 3
|bit status 1|
|
| 23 |
|
|
|
|
|
|VISUAL
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|MODE 4
|bit status 1|
|
| 24 |
|
|
|
|
|
|VISUAL
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|MODE 5
|bit status 1|
|
| 25 |
|
|
|
|
|
|VISUAL
|
|
|
|
|
|
|
|
|

NEFF :
ALL
N 34-48-00
Page 16
N
N
Config-2 May 01/03
N
NMXA
N
N
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
|
|
|
|
|
|
|
|
|
|
|
|MODE 7
|bit status 1|
|
| 26 |
|
|
|
|
|
|VISUAL
|
|
|
|
|
|
|
|
|
|
|ALERT
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TERRAIN
|bit status 1|
|
| 27 |
|
|
|
|
|
|AWARENESS |
|
|
|
|
|
|
|
|
|
|CAUTION
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TERRAIN
|bit status 1|
|
| 28 |
|
|
|
|
|
|AWARENESS |
|
|
|
|
|
|
|
|
|
|WARNING
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 29 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
1.300.00
|ENH. GPWC |
|
|
|
| 50 |DIS |
|
|
|
|ALERT DSCR|
|
|
|
| to |
|
|
|
|
|WORD3
|
|
|
|
|100 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|MODES 1 TO|
|
|
| 11 |
|
|
|
|
|
|4 INOP
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|MODE 5
|
|
|
| 12 |
|
|
|
|
|
|INOP
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 13 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 14 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 15 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TERR CLEA.|
|
|
| 16 |
|
|
|
|
|
|FLOOR INOP|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TERR AWAR.|
|
|
| 17 |
|
|
|
|
|
|INOP
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|ENV. MODU.|
|
|
| 18 |
|
|
|
|

NEFF :
ALL
N 34-48-00
Page 17
N
N
Config-2 May 01/03
N
NMXA
N
N
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
|INOP
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 19 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 20 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 21 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 22 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 23 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 24 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 25 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 26 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 27 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 28 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 29 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
1.275.00
|PROGRAM
|(;1;=Open
|
|
|
|100 |DIS |
|
|
|
|PIN STATUS|;0;=Ground) |
|
|
| to |
|
|
|
|
|WORD 1
|
|
|
|
|200 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 11 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|CFDS
|bit status 1|
|
| 12 |
|
|
|
|
|
|ENABLE
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|AIRCRAFT |
|
|
| 13 |
|
|
|
|
|
|SELECT 6 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|AIRCRAFT |
|
|
| 14 |
|
|
|
|
|
|SELECT 1 |
|
|
|
|
|
|
|
|

NEFF :
ALL
N 34-48-00
Page 18
N
N
Config-2 May 01/03
N
NMXA
N
N
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
|
|
|
|
|
|
|
|
|
|
|
|AIRCRAFT |
|
|
| 15 |
|
|
|
|
|
|SELECT 2 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|AIRCRAFT |
|
|
| 16 |
|
|
|
|
|
|SELECT 3 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 17 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 18 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|AUDIO
|bit status 0|
|
| 19 |
|
|
|
|
|
|DECLUTTER |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 20 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 21 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|AIRCRAFT |
|
|
| 22 |
|
|
|
|
|
|SELECT 7 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 23 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 24 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|AIRCRAFT |
|
|
| 25 |
|
|
|
|
|
|SELECT 5 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 26 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|AIRCRAFT |
|
|
| 27 |
|
|
|
|
|
|SELECT 4 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 28 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 29 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
1.276.00
|PROGRAM
|(;1;=Open
|
|
|
|100 |DIS |
|
|

NEFF :
ALL
N 34-48-00
Page 19
N
N
Config-2 May 01/03
N
NMXA
N
N
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
|
|
| to |
|
|
|
|
|WORD 2
|
|
|
|
|200 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|VOICE
|
|
|
| 11 |
|
|
|
|
|
|SELECT 1 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|VOICE
|
|
|
| 12 |
|
|
|
|
|
|SELECT 2 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|VOICE
|
|
|
| 13 |
|
|
|
|
|
|SELECT 3 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 14 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|AUDIO
|bit status 1|
|
| 15 |
|
|
|
|
|
|SUPPRESS |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|ATERNATE |bit status 1|
|
| 16 |
|
|
|
|
|
|MODE 4
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 17 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|FMGC
|bit status 1|
|
| 18 |
|
|
|
|
|
|SELECT
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|ALTERN.
|bit status 1|
|
| 19 |
|
|
|
|
|
|G/S CANCEL|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|LAMP
|bit status 1|
|
| 20 |
|
|
|
|
|
|FORMAT
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|QFE/QNH
|bit status 1|
|
| 21 |
|
|
|
|
|
|SELECT
|=QFE SELECT |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 22 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 23 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|

NEFF :
ALL
N 34-48-00
Page 20
N
N
Config-2 May 01/03
N
NMXA
N
N
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
|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 |
|
|
|
|
|
| to |
|
|
|
|
|WORD 3
|
|
|
|
|200 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|ALTER.VOL.|bit status 1|
|
| 11 |
|
|
|
|
|
|SELECTED |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 12 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 13 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 14 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 15 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 16 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TCF
|bit status 1|
|
| 17 |
|
|
|
|
|
|DISABLE
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TAD
|bit status 1|
|
| 18 |
|
|
|
|
|
|DISABLE
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|

NEFF :
ALL
N 34-48-00
Page 21
N
N
Config-2 May 01/03
N
NMXA
N
N
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
|SPARE
|
|
|
| 19 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 20 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 21 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 22 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 23 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 24 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 25 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 26 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 27 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 28 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 29 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
1.350.00
|FAULT
|(;1;=Failed)|
|
|
|100 |DIS |
|
|
|
|DIAGNOSTIC|
|
|
|
| to |
|
|
|
|
|WORD 1
|
|
|
|
|200 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|ARINC 429 |
|
|
| 11 |
|
|
|
|
|
|IR1 INPUT |
|
|
|
|
|
|
|
|
|
|INACTIVE |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|ARINC 429 |
|
|
| 12 |
|
|
|
|
|
|FMGC1
|
|
|
|
|
|
|
|
|
|
|INPUT
|
|
|
|
|
|
|
|
|
|
|INACTIVE |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|ARINC 429 |
|
|
| 13 |
|
|
|
|
|
|ADR1 INPUT|
|
|
|
|
|
|
|
|
|
|INACTIVE |
|
|
|
|
|
|
|
|

NEFF :
ALL
N 34-48-00
Page 22
N
N
Config-2 May 01/03
N
NMXA
N
N
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
|
|
|
|
|
|
|
|
|
|
|
|ARINC 429 |
|
|
| 14 |
|
|
|
|
|
|FCU BUS 1 |
|
|
|
|
|
|
|
|
|
|INPUT
|
|
|
|
|
|
|
|
|
|
|INACTIVE |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 15 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|ARINC 429 |
|
|
| 16 |
|
|
|
|
|
|ILS1 INPUT|
|
|
|
|
|
|
|
|
|
|INACTIVE |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|ARINC 429 |
|
|
| 17 |
|
|
|
|
|
|FMGC1(Nav |
|
|
|
|
|
|
|
|
|
|Modes) IN.|
|
|
|
|
|
|
|
|
|
|INACTIVE |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|ARINC 429 |
|
|
| 18 |
|
|
|
|
|
|RA1 INPUT |
|
|
|
|
|
|
|
|
|
|INACTIVE |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|ARINC 429 |
|
|
| 19 |
|
|
|
|
|
|FCU BUS 2 |
|
|
|
|
|
|
|
|
|
|INPUT
|
|
|
|
|
|
|
|
|
|
|INACTIVE |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|ARINC 429 |
|
|
| 20 |
|
|
|
|
|
|CFDIU
|
|
|
|
|
|
|
|
|
|
|INPUT
|
|
|
|
|
|
|
|
|
|
|INACTIVE |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|ARINC 429 |
|
|
| 21 |
|
|
|
|
|
|WXR HZD
|
|
|
|
|
|
|
|
|
|
|BUS1 INPUT|
|
|
|
|
|
|
|
|
|
|INACTIVE |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 22 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|

NEFF :
ALL
N 34-48-00
Page 23
N
N
Config-2 May 01/03
N
NMXA
N
N
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
|NOT USED |
|
|
| 23 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 24 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 25 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 26 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|PROGRAM
|
|
|
| 27 |
|
|
|
|
|
|PIN FAULT |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|FLAP
|
|
|
| 28 |
|
|
|
|
|
|INPUT FAI.|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|GEAR
|
|
|
| 29 |
|
|
|
|
|
|INPUT FAI.|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
1.351.00
|FAULT
|(;1;=Failed)|
|
|
|100 |DIS |
|
|
|
|DIAGNOSTIC|
|
|
|
| to |
|
|
|
|
|WORD 2
|
|
|
|
|200 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|G/S CANCEL|
|
|
| 11 |
|
|
|
|
|
|DSCR. FAI.|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|MOMENTARY |
|
|
| 12 |
|
|
|
|
|
|AUDIO SUPP|
|
|
|
|
|
|
|
|
|
|DSCR. FAI.|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|AUDIO
|
|
|
| 13 |
|
|
|
|
|
|INHIBIT
|
|
|
|
|
|
|
|
|
|
|DSCR. FAI.|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SELF-TEST |
|
|
| 14 |
|
|
|
|
|
|DSCR INPUT|
|
|
|
|
|
|
|
|
|
|FAILED
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SUPPORT
|
|
|
| 15 |
|
|
|
|
|
|TASK FAULT|
|
|
|
|
|
|
|
|

NEFF :
ALL
N 34-48-00
Page 24
N
N
Config-2 May 01/03
N
NMXA
N
N
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
|
|
|
|
|
|
|
|
|
|
|
|NVM FAULT |
|
|
| 16 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|WATCHDOG |
|
|
| 17 |
|
|
|
|
|
|TIMER FAUL|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|A/D FAIL |
|
|
| 18 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|VOICE FAIL|
|
|
| 19 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|DITS
|
|
|
| 20 |
|
|
|
|
|
|OUTPUT FAI|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TERRAIN
|
|
|
| 21 |
|
|
|
|
|
|DATABASE |
|
|
|
|
|
|
|
|
|
|FAULT
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|FLASH FILE|
|
|
| 22 |
|
|
|
|
|
|SYSTEM
|
|
|
|
|
|
|
|
|
|
|WRITE
|
|
|
|
|
|
|
|
|
|
|FAULT
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|DITS INPUT|
|
|
| 23 |
|
|
|
|
|
|FAIL
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|VOICE
|
|
|
| 24 |
|
|
|
|
|
|FAULT
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SYSTEM OR |
|
|
| 25 |
|
|
|
|
|
|MODE TASK |
|
|
|
|
|
|
|
|
|
|FAULT
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|ENV. MOD. |
|
|
| 26 |
|
|
|
|
|
|DATABASE |
|
|
|
|
|
|
|
|
|
|FAULT
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|WATCHDOG |
|
|
| 27 |
|
|
|
|
|
|FAIL COUNT|
|
|
|
|
|
|
|
|

NEFF :
ALL
N 34-48-00
Page 25
N
N
Config-2 May 01/03
N
NMXA
N
N
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
|
|
|
|
|
|
|
|
|
|
|
|AIRCRAFT |
|
|
| 28 |
|
|
|
|
|
|DATABASE |
|
|
|
|
|
|
|
|
|
|FAULT ;OR;|
|
|
|
|
|
|
|
|
|
|CRC FAULT |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|IMAGE DSP |
|
|
| 29 |
|
|
|
|
|
|FAULT
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
1.355.00
|FAULT
|(;1;=Failed)|
|
|
|100 |DIS |
|
|
|
|DIAGNOSTIC|
|
|
|
| to |
|
|
|
|
|WORD 3
|
|
|
|
|200 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 11 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 12 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 13 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 14 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 15 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|ARINC 429 |
|
|
| 16 |
|
|
|
|
|
|WXR HZD
|
|
|
|
|
|
|
|
|
|
|BUS2 INPUT|
|
|
|
|
|
|
|
|
|
|INACTIVE |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 17 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 18 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 19 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 20 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|SPARE
|
|
|
| 21 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|

NEFF :
ALL
N 34-48-00
Page 26
N
N
Config-2 May 01/03
N
NMXA
N
N
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
|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 |
|
|
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|
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|
|
|
|
|
|
|
|
|
|
|G/S
|(;1;=
|
|
| 12 |
|
|
|
|
|
|INHIBIT
|inhibit)
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 13 |
|
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|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
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| 14 |
|
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|
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|
|
|
|GPWS MODES|(;1;=
|
|
| 15 |
|
|
|
|
|
|1 TO 5
|inhibit)
|
|
|
|
|
|
|
|
|
|INHIBIT
|
|
|
|
|
|
|
|
|
|
|(AUDIO AND|
|
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|
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|VISUAL)
|
|
|
|
|
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|NOT USED |
|
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| 16 |
|
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|
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|
|MOMENTARY |(;1;=
|
|
| 17 |
|
|
|
|

NEFF :
ALL
N 34-48-00
Page 27
N
N
Config-2 May 01/03
N
NMXA
N
N
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
|AUDIO SUPP|suppress)
|
|
|
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|
|
|
|
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|
|
|
|
|
|
|
|
|
|SELF-TEST |
|
|
| 18 |
|
|
|
|
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|
|
|
|
|
|
|
|
|LANDING
|(;1;= down) |
|
| 19 |
|
|
|
|
|
|GEAR
|
|
|
|
|
|
|
|
|
|
|
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|
|
|
|
|
|
|
|
|LANDING
|(;1;=
|
|
| 20 |
|
|
|
|
|
|FLAPS
|extended)
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|G/S CANCEL|(;1;=
|
|
| 21 |
|
|
|
|
|
|
|cancelled) |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|WXR 1
|(;1;= ON)
|
|
| 22 |
|
|
|
|
|
|ON/OFF
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TAD AND
|(;1;=
|
|
| 23 |
|
|
|
|
|
|TCF
|inhibit)
|
|
|
|
|
|
|
|
|
|INHIBIT
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|WXR 2
|(;1;= ON)
|
|
| 24 |
|
|
|
|
|
|ON/OFF
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TERR ON ND|
|
|
| 25 |
|
|
|
|
|
|CAPT INPUT|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|TERR ON ND|
|
|
| 26 |
|
|
|
|
|
|F/O INPUT |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 27 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|NOT USED |
|
|
| 28 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|ALL AUDIO |(;1;=
|
|
| 29 |
|
|
|
|
|
|INHIBIT
|inhibit)
|
|
|
|
|
|
|
|
-------------------------------------------------------------------------------

NEFF :
ALL
N 34-48-00
Page 28
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N
Config-2 May 01/03
N
NMXA
N
N
**ON A/C ALL

6. _____________________
A. Enhanced GPWC
(1) External descrition
(Ref. Fig. 007)
The Enhanced GPWC is packaged in a 2 MCU ARINC 600-6 form factor
enclosure.
The enclosure of the unit is painted with a blue semi-gloss coating,
except for the bottom, which is unpainted.
The computer is composed of the following subassemblies:
- rear panel assembly,
- front panel assembly,
- chassis,
- PCMCIA interface,
- front connector.
(a) Rear panel assembly
The rear panel assembly contains a 2 MCU ARINC 600-6 form
aircraft interface connector. The top and middle shells contain
all interface signals. Power interface is in the bottom shell,
isolated from interface signals. Connector index pin coding is
orientation ;08; or ;10; in accordance with ARINC 723-1
recommendations for GPWS.
The rear panel assembly also contains the interconnection between
the aircraft interface connector and the internal interface
Circuit Card Assembly (CCA), A5, and the Backplane CCA, A4, which
provide all internal electrical interconnects between CCAs and
other circuitry.
The Enhanced GPWC pins are listed in the table below (N/U means
Not Used):
--------------------------------------------------------|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
|

NEFF :
ALL
N 34-48-00
Page 29
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N
Config-2 May 01/03
N
NMXA
N
N
Enhanced GPWC
Figure 007

NEFF :
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N 34-48-00
Page 30
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N
Config-2 May 01/03
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NMXA
N
N
--------------------------------------------------------|LRU Con |Pin|

Description
|
--------------------------------------------------------| TOP
| 6A| 429 INPUT 13(B) N/U
|
| TOP
| 1C| 429 INPUT 14(A) N/U
|
| TOP
| 1D| 429 INPUT 14(B) N/U
|
| TOP
| 4A| 429 INPUT 15(A) N/U
|
| TOP
| 4B| 429 INPUT 15(B) N/U
|
| MIDDLE | 6C| 429 INPUT 18(A) WXR2 HZD BUS
|
| MIDDLE | 6D| 429 INPUT 18(B) WXR2 HZD BUS
|
| MIDDLE |10C| 429 INPUT 2(A) FMGC1 (A)
|
| MIDDLE |10D| 429 INPUT 2(B) FMGC1 (B)
|
| MIDDLE |11A| 429 INPUT 3(A) ADIRU 1 BUS ADR (A)
|
| MIDDLE |11B| 429 INPUT 3(B) ADIRU 1 BUS ADR (B)
|
| MIDDLE |12A| 429 INPUT 4(A) FCU 1 (A)
|
| MIDDLE |12B| 429 INPUT 4(B) FCU 1 (B)
|
| MIDDLE |10A| 429 INPUT 5(A) N/U
|
| MIDDLE |10B| 429 INPUT 5(B) N/U
|
| MIDDLE |11C| 429 INPUT 6(A) ILS 1 (A)
|
| MIDDLE |11D| 429 INPUT 6(B) ILS 1 (B)
|
| MIDDLE |12C| 429 INPUT 7(A) FMGC 1 DISCWORD (A)
|
| MIDDLE |12D| 429 INPUT 7(B) FMGC 1 DISCWORD (B)
|
| MIDDLE |13A| 429 INPUT 8(A) RA 1 (A)
|
| MIDDLE |13B| 429 INPUT 8(B) RA 1 (B)
|
| TOP
| 9C| 429 INPUT 9(A) FCU 2 (A)
|
| TOP
| 9D| 429 INPUT 9(B) FCU 2 (B)
|
| MIDDLE | 1C| 429 OUTPUT 1(A) CFDIU (A)
|
| MIDDLE | 1D| 429 OUTPUT 1(B) CFDIU (B)
|
| TOP
| 2A| 429 OUTPUT 2(A) N/U
|
| TOP
| 2B| 429 OUTPUT 2(B) N/U
|
| TOP
| 5C| 429 INPUT 16(A) N/U
|
| TOP
| 5D| 429 INPUT 16(B) N/U
|
| TOP
|11C| 429 INPUT 17(A) N/U
|
| TOP
|11D| 429 INPUT 17(B) N/U
|
| TOP
| 3A| 453 OUTPUT 1(A) TERR DATA R1 (A)
|
| TOP
| 3B| 453 OUTPUT 1(B) TERR DATA R1 (B)
|
| TOP
| 3C| 453 OUTPUT 2(A) TERR DATA R2 (A)
|
| TOP
| 3D| 453 OUTPUT 2(B) TERR DATA R2 (B)
|
| TOP
|13A| DC ANALOG INPUT 1 (+) N/U
|
| TOP
|13B| DC ANALOG INPUT 1 (-) N/U
|
| TOP
|14A| DC ANALOG INPUT 2 (+) N/U
|
| TOP
|14B| DC ANALOG INPUT 2 (-) N/U
|
| TOP
|13C| DC ANALOG INPUT 3 (+) N/U
|
| TOP
|13D| DC ANALOG INPUT 3 (-) N/U
|
| TOP
|14C| DC ANALOG INPUT 4 (+) N/U
|
| TOP
|14D| DC ANALOG INPUT 4 (-) N/U
|
| MIDDLE |13D| 600 OHM AUDIO OUTPUT (C)
|

NEFF :
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Page 31
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N
Config-2 May 01/03
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NMXA
N
N
--------------------------------------------------------|LRU Con |Pin|

Description
|
--------------------------------------------------------| MIDDLE |13C| 600 OHM AUDIO OUTPUT (H)
|
| MIDDLE | 3C| HIGH LEVEL 8 OHM AUDIO OUTPUT (C) N/U
|
| MIDDLE | 3B| HIGH LEVEL 8 OHM AUDIO OUTPUT (H) N/U
|
| BOTTOM | 1| Optional GPS COAX CONNECTION
|
| MIDDLE | 3A| PROGRAM PIN COMMON
|
| TOP
|15A| 28 VDC DISCRETE INPUT 1 N/U
|
| TOP
|15B| 28 VDC DISCRETE INPUT 2 N/U
|
| TOP
|15C| 28 VDC DISCRETE INPUT 3 N/U
|
| TOP
|15D| 28 VDC DISCRETE INPUT 4 N/U
|
| TOP
| 7A| 28 VDC DISCRETE INPUT 5 N/U
|
| TOP
| 7B| 28 VDC DISCRETE INPUT 6 N/U
|
| TOP
| 7C| 28 VDC DISCRETE INPUT 7 N/U
|
| TOP
| 7D| 28 VDC DISCRETE INPUT 8 N/U
|
| MIDDLE |1A | GND DISCRETE INPUT 1 N/U
|
| MIDDLE |9C | GND DISCRETE INPUT 10 LDG FLAP
|
| MIDDLE |9D | GND DISCRETE INPUT 11 G/S MANUAL
|
| MIDDLE |14A| GND DISCRETE INPUT 12 WXR1 ON/OFF
|
| MIDDLE |14B| GND DISCRETE INPUT 13 TAD and TCF INHIBIT|
| MIDDLE | 2D| GND DISCRETE INPUT 14 WXR2 ON/OFF
|
| TOP
| 1A| GND DISCRETE INPUT 15 CAPT TERR SELECTION|
| TOP
| 1B| GND DISCRETE INPUT 16 F/O TERR SELECTION |
| MIDDLE | 2B| GND DISCRETE INPUT 17 N/U
|
| TOP
| 4C| GND DISCRETE INPUT 18 N/U
|
| MIDDLE | 5D| GND DISCRETE INPUT 19 ALL AUDIO INHIBIT |
| MIDDLE | 1B| GND DISCRETE INPUT 2 G/S INHIBIT
|
| MIDDLE | 7A| GND DISCRETE INPUT 20 N/U
|
| MIDDLE | 2A| GND DISCRETE INPUT 3 N/U
|
| MIDDLE | 5C| GND DISCRETE INPUT 4 N/U
|
| MIDDLE | 7D| GND DISCRETE INPUT 5 INHIBIT MODES 1 TO 5|
|
|
| (AUDIO AND VISUAL)
|
| MIDDLE | 8C| GND DISCRETE INPUT 6 N/U
|
| MIDDLE | 8D| GND DISCRETE INPUT 7 AUDIO SUPPRESS
|
|
|
| (MOMENTARY)
|
| MIDDLE | 9A| GND DISCRETE INPUT 8 SELF TEST
|
| MIDDLE | 9B| GND DISCRETE INPUT 9 LDG GEAR
|
| MIDDLE |15D| GND DISCRETE OUTPUT 1
|
| MIDDLE | 3D| GND DISCRETE OUTPUT 2 G/S ALERT OUTPUT
|
| MIDDLE | 7B| GND DISCRETE OUTPUT 3 WARNING OUTPUT
|
| TOP
|12C| GND DISCRETE OUTPUT 4
|
| TOP
|12A| GND DISCRETE OUTPUT 5
|
| TOP
|12B| GND DISCRETE OUTPUT 6
|
| TOP
| 4D| GND DISCRETE OUTPUT 7
|
| TOP
|10D| GND DISCRETE OUTPUT 8 CAPT POP-UP OUTPUT |
| MIDDLE |14C| GND DISCRETE OUTPUT 9 F/O POP-UP OUTPUT |

NEFF :
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N 34-48-00
Page 32
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N
Config-2 May 01/03
N
NMXA
N
N
--------------------------------------------------------|LRU Con |Pin|

Description
|
--------------------------------------------------------| TOP
|11A| GND DISCRETE OUTPUT 10
|
| MIDDLE | 7C| DISCRETE MONITOR OUTPUT 1 GPWS MONITOR
|
|
|
| OUTPUT
|
| TOP
|12D| DISCRETE MONITOR OUTPUT 2 TERR NOT AVAIL |
|
|
| OUTPUT
|
| TOP
|11B| DISCRETE MONITOR OUTPUT 3 TERRAIN MONITOR|
|
|
| OUTPUT
|
| BOTTOM | 4 | CHASSIS GND
|
| BOTTOM | 2 | PRIMARY PWR (H)
|
| BOTTOM | 3 | PRIMARY PWR (L)
|
| TOP
|10A| PROGRAM PIN 1
|
| MIDDLE | 4A| PROGRAM PIN 10
|
| MIDDLE | 4C| PROGRAM PIN 11
|
| TOP
| 5B| PROGRAM PIN 12
|
| MIDDLE | 5B| PROGRAM PIN 13
|
| TOP
| 2C| PROGRAM PIN 14
|
| MIDDLE |15C| PROGRAM PIN 15
|
|
| 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
|
|
| MIDDLE | 2C| PROGRAM PIN 9
|
| TOP
| 2D| OUTPUT REF 10.00 VDC
|
| TOP
| 6C| RS232 RECEIVE
|
| TOP
| 6B| RS232 TRANSMIT
|
| BOTTOM | 5 | Spare
|
| MIDDLE |15A| Spare
|
| MIDDLE |15B| Spare
|
--------------------------------------------------------(b) Front panel assembly
The front panel assembly contains identification and modification
status labels, status LEDs, a latched door for access to a
SELF-TEST pushbutton switch, a HEADPHONE jack, a RS232 test
connector (P1), and a Personal Computing Memory Card Interface
Adapter (PCMCIA) interface and status LEDs. There is also a
handle for ease of carrying and installation/removal, and a
hold-down hook for securing at installation.

NEFF :
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N 34-48-00
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N
Config-2 May 01/03
N
NMXA
N
N
(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.
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):
--------------------------------------------------------|LRU Con |Pin|
Description
|
--------------------------------------------------------| FRONT | 8 | 429 INPUT 20(A)/422 INPUT 2(A)
|
| FRONT |13 | 429 INPUT 20(B)/422 INPUT 2(B)
|
| FRONT | 9 | 429 OUTPUT 5(A)/422 OUTPUT 2(A)
|
| FRONT |14 | 429 OUTPUT 5(B)/422 OUTPUT 2(B)
|
| FRONT | 2 | RESERVED FOR BOOT CODE LOAD N/U
|
| FRONT | 6 | PCMCIA BOOT ENABLE N/U
|
| FRONT | 11| RS422 SELECT N/U
|
| FRONT | 1| Ground
|
| FRONT | 10| POWER PIN ISOLATOR
|

NEFF :
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Config-2 May 01/03
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NMXA
N
N
--------------------------------------------------------|LRU Con |Pin|

Description
|
--------------------------------------------------------| FRONT | 15| 115 VAC-C (OR 28 VDC-)
|
| FRONT | 5| 115 VAC-H (OR 28 VDC+)
|
| FRONT | 3| RS232 RECEIVE
|
| FRONT | 4| RS232 TRANSMIT
|
| FRONT | 7| Spare
|
| FRONT | 12| Spare
|
|FRT JACK| 1 | 600 OHM AUDIO OUTPUT (C)
|
|FRT JACK| 2 | 600 OHM AUDIO OUTPUT (H)
|
--------------------------------------------------------(2) Internal Description
(Ref. Fig. 008)
(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.

NEFF :
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N 34-48-00
Page 35
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N
Config-2 May 01/03
N
NMXA
N
N
Enhanced GPWC - Block Diagram

Figure 008

NEFF :
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N 34-48-00
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N
Config-2 May 01/03
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N
N
B. Pushbutton Switches
(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
of the ECAM display unit if no warning is in progress.
(2) GPWS/FLAP MODE pushbutton switch 7WZ
This pushbutton switch (item 4), when pressed (in) (white OFF legend
on), overrides flap abnormal condition input and generates the GPWS
FLAP MODE OFF message (green) in the memo area of the upper ECAM
display unit.
(3) GPWS/G/S MODE pushbutton switch 11WZ
This pushbutton switch (item 3), when pressed (in) (white OFF legend
on), inhibits the glide slope mode.
(4) GPWS/SYS pushbutton switch 9WZ
When this pushbutton switch (item 2) is pressed (white OFF legend
on), all ground proximity alerts (Mode 1 to 5) are inhibited (visual
and audio) and no Enhanced GPWC self-test is possible.
- This pushbutton switch provides a FAULT warning indicating that a
failure in Modes 1 to 5 has been detected by the Enhanced GPWC.
When the FAULT legend comes on, the following messages are
displayed:
. on the upper ECAM display unit if they are not inhibited by the
FWC:
NAV - GPWS FAULT (amber)
GPWS ........OFF (cyan)
(associated with action requested)
. in the INOP SYS item, on the STATUS page of the lower ECAM
display unit:
GPWS (amber)
(Ref. Fig. 009)

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N
Config-2 May 01/03
N
NMXA
N
N
Enhanced GPWS - Messages Displayed on Upper and Lower ECAM DU

Figure 009

NEFF :
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N
Config-2 May 01/03
N
NMXA
N
N
(5) GPWS/TERR pushbutton switch 31WZ

- When this pushbutton switch (item 1) is pressed (white OFF legend
on), the TAD and TCF functions are inhibited (visual display and
audio inhibition).
- The pushbutton switch provides a FAULT warning indicating that a
failure of TAD and/or TCF functions has been detected by the
Enhanced GPWC.
When the FAULT legend comes on, the following messages are
displayed:
. on the upper ECAM display unit if they are not inhibited by the
FWC:
NAV - GPWS TERR DET FAULT (amber)
GPWS TERR.............OFF (cyan)
. in the INOP SYS item, on the STATUS page of the lower ECAM
display unit:
GPWS TERR (amber)
(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):
- they cancel the glide slope alert, or
- they initiate the self-test sequence if the aircraft is on ground
or above 2000 ft. Above Ground Level (AGL).
(7) CAPT and F/O TERR ON ND pushbutton switches 30WZ1 and 30WZ2
These pushbutton switches (items 6 and 7) allow the crew to select or
deselect terrain display on ND.
The ON legends indicate that terrain data is displayed on ND
(following manual or automatic pop up selection).
**ON A/C ALL
Post SB
34-1190 For A/C ALL
7. Operation
_________
A. General
(1) Warning modes
The serial digital data and discrete data inputs are interfaced and
used in different combinations to monitor aircraft situation
awareness with respect to the terrain. The following functions are
implemented within the Enhanced GPWS:

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Mode 5 - Descent below glide slope
Terrain Awareness and Display (TAD)
Terrain Clearance Floor (TCF)
(2) Aural alert messages
Each mode computes and compares aircraft behaviour with a
corresponding alert envelope. If the alert envelope is penetrated,
visual and aural alerts are generated. The aural message is broadcast
through the cockpit loud speakers.
The messages are as follows:
MODE
AURAL ALERTS
VISUAL ALERTS
1
SINK RATE
GPWS
1
PULL UP
GPWS
2
TERRAIN
GPWS
2
TERRAIN TERRAIN
GPWS
2
PULL UP
GPWS
3
DON?T SINK
GPWS
4
TOO LOW TERRAIN
GPWS
4
TOO LOW GEAR
GPWS
4
TOO LOW FLAPS
GPWS
5
GLIDE SLOPE
G/S
TAD
CAUTION TERRAIN
GPWS
TAD
TERRAIN TERRAIN PULL UP
GPWS
TCF
TOO LOW TERRAIN
GPWS
Each of these alerts inhibits the automatic call out.
(3) Inhibitions
(Ref. Fig. 009)
Alerts may be cancelled by:
(a) Pressing the EMER CANC key on the ECAM control panel (aural alert
only).
(b) Pressing the GPWS/G/S pushbutton switch on the main instrument
panel for Mode 5 (glide slope) visual and aural alert. This
inhibition is temporary and the mode is automatically reactivated
for a new envelope penetration.
(c) Pressing the G/S MODE pushbutton switch on the overhead panel for
Mode 5 (glide slope) visual and aural alert (permanent
inhibition).
(d) Pressing the SYS pushbutton switch on the overhead panel for
inhibition of GPWS Modes 1 to 5 (visual and aural alerts).

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(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 ALL
This section describes the five warning modes of the Enhanced GPWC and
describes the operation of each of the modes.
(Ref. Fig. 010)
(a) Mode 1 provides the pilot with an alert/warning for high descent
rates into terrain. The pilot also receives a timely alert for
rapidly building sink rates near the runway when landing. The
figure shows the outer and inner boundaries whose penetration
triggers the alert/warnings.
(b) The outer boundary is a straight line which has an equation of:
NOTE : The descent rate is considered negative during the
____
descent. The formulas provide theoretical target values
only.
(c) The outer warning boundary is biased to the right as a function
of glide slope deviation above (Fly Down) the beam in order to
prevent unwanted warnings while re-positioning from above the
beam.
(d) The penetration of this outer boundary activates the 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.
(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:

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Enhanced GPWS - Excessive Rate of Descent

Figure 010

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The equation which describes the upper line is:
(f) Both boundaries are cut off at the top by
2450 ft. The lower is cut off at 10 ft. A
seconds is included in the upper function
warnings caused by the momentary boundary
a radio altitude of
delay equivalent to 0.8
to minimize the
penetration.
(g) Both boundaries can be biased to the right at certain airports

through envelope modulation to minimize nuisance warnings.
(Ref. Fig. 011)
(a) Mode 2 provides a warning based on the radio altitude between the
aircraft and the ground and on how rapidly the radio altitude
decreases.
The barometric altitude of the aircraft is not important for the
initiation of this warning.
(b) The altitude rate is complemented in the filter to provide lead
information. The increase of the altitude descent rate tends to
speed up the warning occurrence. The reduction of the altitude
descent rate or the initiation of a climb tends to delay the
warning occurrence or reduce the time the warning is on.
referred to as Mode 2A and Mode 2B. Mode 2A is applied when the
landing flaps are not down and the aircraft is not in the glide
slope beam. Mode 2B requires that the landing flaps be down or
that the aircraft be in the glide slope beam within +/- 2 dots of
deviation during an ILS approach. The figure shows the warning
boundary for Mode 2A (landing flaps up). The closure rate is the
computed change in the radio altitude between the aircraft and
the ground. It is considered positive when the altitude
decreases.
The lower sloped line has an equation of:
H warn (ft.) = - 1579 ft. + 0.7895 X closure rate (FPM).
The upper sloped line has an equation of:

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Enhanced GPWS - Terrain Closure Rate - Mode

Figure 011

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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
TERRAIN.
If the boundary penetration lasts beyond these two TERRAIN
messages, approximately 1 second, then the warning switches to
PULL UP repeated continuously until the boundary is departed.
When the Mode 2A envelope is exited, after having been violated
for more than 3 seconds, an altitude gain feature is
automatically activated. First the altitude at this instant is
sampled and stored. The GPWS legends remain on and the voice
message is TERRAIN. After three hundred feet of altitude are
gained from the stored value, or 45 seconds have elapsed from the
point where the PULL UP envelope was exited, the GPWS legends and
voice stop. If another boundary penetration occurs during this
altitude gain time, and it lasts long enough to restart the PULL
UP warning plus 3 seconds, then the whole process begins again
with a new reference altitude for the 300 ft. after boundary
separation.
the GPWS to Mode 2B. The static boundary for Mode 2B is the same
as the Mode 2A boundary except the upper limit has been lowered
to 789 ft. at a maximum closure rate of 3000 FPM. The lower part
of the Mode 2B boundary is controlled as a function of radio
altitude and altitude rate when flaps are in full landing
configuration.
(g) Mode 2B is also selected when the aircraft is performing an ILS
approach and the glide slope and localizer deviations are less
than +/- 2 dots. However, the warning envelope is slightly
different from the flaps down case in that the lower boundary is
controlled only as a function of radio altitude, having a
constant lower cutoff of 30 ft. above ground level. When the

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flaps are selected to landing configuration in the ILS beams, the

lower boundary is activated, (Mode 2B inhibit).
(h) When the envelope boundary conditions for Mode 2B are violated,
the GPWS legends come on, and the voice message is repeated until
the boundary is exited. If the gear or the flaps are up, then the
message is TERRAIN TERRAIN followed by PULL UP if the condition
persists. If both gear and flaps are in the landing
configuration, the message is TERRAIN.
(3) Mode 3 - Insufficient climb performance after takeoff
(Ref. Fig. 012)
(a) Mode 3 provides a warning for excessive altitude loss after
takeoff.
Mode 3 is based primarily on radio altitude, altitude (IR
inertial altitude, internally computed inertial altitude, or
barometric altitude), and altitude rate (IVS, internally computed
inertial altitude rate, or barometric altitude rate).
(b) Penetration of the Mode 3 alert/boundary results in the message
DON?T SINK and is based on altitude loss and radio altitude. This
alert/warning is only provided during takeoff when the aircraft
looses a predetermined amount of altitude.
(Ref. Fig. 012)
The sloped portion of the static warning envelope depicted is
defined by the following equation:
ALTITUDE LOSS (FT.) = 5.4 + 0.092 (RADIO ALTITUDE (FT.))
(c) Inertially compensated air data signals are used when possible.
IVS is used when valid data is available and barometric altitude
rate is used only when valid IVS is not available and the
internal computed inertial data is not valid. The Mode 3 warning
envelopes are inhibited close to the ground.
(d) The descent required for a warning varies as a function of flight
profile and time. Once a descent begins during the takeoff phase
of flight, as determined by the polarity of the altitude rate
signal and takeoff/approach mode logic, the Enhanced GPWC stores
the existing value of altitude. Subsequent samples of altitude,
altitude rate, and radio altitude are examined for warning
conditions. The original stored value of altitude indicating
where the descent began is retained until the aircraft ascends
above the stored altitude value. When the polarity of the
altitude rate signal indicates ascent rather than descent, the

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Enhanced GPWS - Descent After Takeoff

Figure 012

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warning is cut off to indicate recovery is being initiated. A

subsequent return to descent prior to regaining the altitude lost
enables the warning. The altitude loss required to resume the
message and legend activation is based on the initially stored
altitude value. In this manner, the possibility of stair stepping
down without Mode 3 warning indication is eliminated.
(e) Mode 3 is biased or desensitized under certain conditions. This
is accomplished by sampling radio altitude and altitude at
takeoff or go-around, and combining these signals to establish
the field elevation (or ground elevation) at takeoff or at the
point of go-around. Subsequent altitude information is then
compared to this value to determine the altitude gained since
takeoff or go-around.
(f) A delay equivalent to 0.8 second is added to the warning output
to prevent the possibility of nuisance warnings caused by static
pressure disturbances during gear retraction.
(Ref. Fig. 013)
(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. 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 is 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 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
ensure 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.

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H warn (ft.) = - 1083 ft. + 8.333 X Computed Airspeed (Kts)
(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
lamp is not affected and remains on until the radio altitude
becomes greater than indicated on the curves.
(Ref. Fig. 013)
Mode 4 also 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 sloped
portion of the envelope boundary is described by the equation:
MIN TERRAIN CLEARANCE (FT.) = 0.75 (RADIO ALTITUDE (FT.))
Mode 4C is based on a minimum terrain clearance, or floor, that
increases with radio altitude during takeoff. A value equal to 75
per cent of the current radio altitude is accumulated in a long
term filter that is only allowed to increase in value. If the
radio altitude later decreases, the filter stores its maximum
attained value. Further decrease of radio altitude below the
stored filter value with gear or flaps up results in the warning
TOO LOW TERRAIN (or equivalent).
A simplified example illustrates this operation. First assume the
radio altitude 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. Now
if the radio altitude decreases so that 75 per cent 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. 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.

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Enhanced GPWS - Unsafe Terrain Clearance - Mode

Figure 013 (SHEET 1)

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Enhanced GPWS - Unsafe Terrain Clearance - Mode


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The basic audio de-clutter feature applies a ratchet function to

the Mode 4C voice warning which is equivalent to the ratcheting
voice message described above. Once the message is given, the
envelope is biased down by 20 per cent and further warnings are
held off until this additional 20 per cent radio altitude is
lost. The lamp is not affected and remains on until the terrain
clearance problem is rectified.
(Ref. Fig. 014)
(a) Mode 5 provides two levels of warning when the aircraft flight
path descends below the glide slope beam on front course ILS
approaches.
The upper limit of 1000 ft. nominal allows the capture of the
beam before enabling this mode. Higher upper limits are used at
certain airports to increase the warning envelope. The deviation
boundaries are shown in dots below the beam where one dot equals
0.0875 DDM = 0,36 degree. The first warning occurs whenever the
aircraft is more than 1.3 dots below the beam. It is called a
soft glide slope warning because the volume level of the GLIDE
SLOPE warning is approximately one half (- 6 db) that of the
other warnings.
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)

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Enhanced GPWS - Descent Below Glide Slope

Figure 014

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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.
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
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.
(1) Background
During the past 20 years, experience with GPWS has shown that normal
approaches to certain airports can be incompatible with the normal
warning envelopes and signal filtering.
The envelope modulation feature provides improved alert/warning
protection at some key locations throughout the world, while
improving nuisance margins at others. This is made possible with the
use of navigational signals from modern inertially based navigation
equipment. This feature utilizes updated flight management system
navigational signals.
A number of enhancements to the envelopes and filters have been
developed during this time in an attempt to accommodate these few
airports, without compromising the overall GPWS effectiveness for all
the other airport ;normal; approaches. However, there remains a
limited number of cases which are still not satisfactory persist
despite these efforts.
All of the noticeable cases have been due to nuisance warnings for
approaches and departures at particular airports. The majority of
nuisance warnings involves Mode 2 closure rate due to terrain under
the approach path or rising terrain just before the runway threshold.
Others involve Mode 4 terrain clearance warnings during initial
approach. A few Mode 1 warnings are the results of steeper than

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normal approaches over terrain which slopes down to the runway at

some airports.
A different type of case is the inadequate warning protection during
ILS approaches because Mode 5 is limited to less than 1000 ft. radio
altitude. There are airports located at a significantly higher
altitude than the surrounding terrain. In some instances this
difference is over 1000 ft., thus requiring the aircraft to be below
the runway elevation before a Mode 5 warning is possible during most
of the approach.
few special cases without compromising the Enhanced 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. This requires the use of
corrected altitude signals.
(2) Functional description
Furthermore, in order to prevent inadvertent activation of envelope
modulation, cross checks must be made which validate the navigational
and altitude information. This requires a cross check to other ground
based navigational aids.
Corrected altitude information from the ADIRU is used. This data can
be either QNH or QFE corrected (selectable via program pin). This
altitude information is verified in one of two ways:
- For ILS approaches, the glide slope deviation is used to establish
that adequate terrain clearance exists (i.e. a ;normal; approach).
Consequently, errors in altitude data do not enable envelope
modulation during an unsafe condition,
- When ILS information is not available, stored terrain elevation
data is matched against computed elevation data (i.e. corrected
altitude - radio altitude) to verify altitude. This is done for a
;snapshot; location immediately prior to the envelope modulation
area.
- 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,

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- 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 envelope
modulation areas. 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 Enhanced GPWC automatically switches back to the
ADIRU data.
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. 010)
- 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. 011)
- lower the maximum upper limit for Mode 4 to allow less minimum
terrain clearance before a warning is generated.
(Ref. Fig. 013)
- 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.

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Stored data for latitude, longitude, terrain elevation, expected

elevation tolerance, minimum expected radio altitude, heading (track)
and maximum allowable time to reach the envelope modulation area are
compared to real time computed values for these parameters in order
to set ;snapshot; latch. This latch is intentionally stored in
volatile RAM memory and cleared during power loss recovery. The
associated signal validities are used to establish signal integrity
prior to setting the ;snapshot; latch. The maximum time term is used
to clear the ;snapshot; latch once this time has expired unless the
envelope modulation conditions are satisfied first.
Logic is required to satisfy one or more of the envelope modulation
;keys;. In each case, if the ;key; is required, the associated
conditions are monitored.
The following is a summary of the envelope modulation, and snapshot
keys:
ENVELOPE MODULATION KEYS
----------------------------------------------------------------------------| SELECTED KEY
| DESCRIPTION
|
|------------------|--------------------------------------------------------|
| ENVELOPE
| REQUIRES VALID LATITUDE AND LONGITUDE TO BE WITHIN
|
| MODULATION AREA | DEFINED AREA
|
|------------------|--------------------------------------------------------|
| G/S SELECTED
| REQUIRES VALID GLIDE SLOPE WITHIN +/- 2 DOTS
|
|------------------|--------------------------------------------------------|
| LOC SELECTED
| REQUIRES VALID LOCALIZER WITHIN +/- 2 DOTS
|
|------------------|--------------------------------------------------------|
| HDG SELECTED
| REQUIRES VALID HEADING WITHIN +/- 30 DEG OF SELECTED
|
|
| VALUE
|
|------------------|--------------------------------------------------------|
| CRS SELECTED
| REQUIRES VALID RUNWAY COURSE WITHIN +/- 10 DEG OF
|
|
| SELECTED VALUE
|
|
| If the aircraft installation does not provide runway
|
|
| course (or selected heading) then this key is not
|
|
| required.
|
|------------------|--------------------------------------------------------|
| MIN ALTITUDE
| REQUIRES VALID CORRECTED ALTITUDE (QFE OR QNH) TO BE
|
| SELECTED
| GREATER THAN SELECTED VALUE
|
|------------------|--------------------------------------------------------|
| SNAPSHOT SELECTED| REQUIRES SNAPSHOT DETECTED
|
----------------------------------------------------------------------------SNAPSHOT KEYS

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----------------------------------------------------------------------------| SELECTED KEY

| DESCRIPTION
|
|------------------|--------------------------------------------------------|
| SNAPSHOT AREA
| REQUIRES VALID LATITUDE AND LONGITUDE TO BE WITHIN
|
|
| DEFINED AREA
|
|------------------|--------------------------------------------------------|
| HDG SELECTED
| REQUIRES VALID HEADING WITHIN +/- 30 DEG OF SELECTED
|
|
| VALUE
|
|------------------|--------------------------------------------------------|
| MINIMUM RADIO
| REQUIRES VALID RADIO ALTITUDE TO BE GREATER THAN
|
| ALTITUDE
| SELECTED VALUE
|
|------------------|--------------------------------------------------------|
| TERRAIN ELEVATION| REQUIRES TERRAIN ELEVATION (QFE OR QNH) TO BE WITHIN
|
|
| A SPECIFIC TOLERANCE OF THE SELECTED VALUE
|
|------------------|--------------------------------------------------------|
| MAXIMUM TIME
| MAXIMUM TIME PERMITTED TO SATISFY ALL ENVELOPE
|
|
| MODULATION KEYS AFTER LEAVING THE SNAPSHOT
|
|__________________|________________________________________________________|
All of the ;keys;, either by virtue of not being selected, or by
being selected and satisfied, are required to enable envelope
modulation. Envelope modulation parameters are either within the
selected values if the ;keys; fit, or defaulted to normal values if
the ;keys; do not fit. These parameters are used as inputs to the
warning modes and thereby provide the mechanism for envelope
modulation.
**ON A/C ALL
Post SB
34-1193 For A/C ALL
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. 015)
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. Provision has been included
for a future obstacle data base providing similar annunciation when
cataloged obstacles violate the same envelope boundaries.

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Enhanced GPWS - Terrain Awareness Functions

Figure 015

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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
(Ref. Fig. 015)
The Enhanced GPWS Input Processing and Signal Selection function
conditions and formats aircraft data into proper form for use by
the Enhanced GPWS while insulating the Enhanced GPWS from
variations in aircraft type and configuration.
1
_
Aircraft Data Inputs

Aircraft position latitude and longitude are required for
terrain awareness operation and are received from the Flight
Management System (FMS). The terrain threat detection and
display processing are automatically disabled in some
particular conditions. This is indicated to the flight crew by
an ECAM memo (TERR STBY).
(Ref. Fig. 009)
Additionally, aircraft ground track and ground speed data are
received from the IR portion of the ADIRU 1 (IRS). The
aircraft altitude MSL is received from the air data portion of
the ADIRU 1.
When QNH baro setting is selected on FCU, baro correction
altitude (label 204) from ADIRU 1 is used.
When STD baro setting is selected on FCU, standard altitude
(label 203) from ADIRU 1 is used.
When QFE baro setting is selected on FCU (assuming QFE option
activated), the altitude is computed:
- during take off, using standard altitude (label 203) from
ADIRU 1 and landing elevation,

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- during approach, using standard altitude (label 203) from

ADIRU 1 and QNH baro correction entered by the crew via the
MCDU. On the MCDU, a prompt comes into view adjacent to the
line key related to QNH information for input when < 180 NM
from destination.
**ON A/C 005-006, 008-008,
Post SB
34-1193 For A/C 005-006,008-008,

(Ref. Fig. 016)
**ON A/C ALL

Post SB
34-1193 For A/C ALL

Other aircraft inputs include aircraft heading (from the
IR), roll attitude (from IR) and flight path angle (Gamma,
derived by the Enhanced GPWC).
2
_
Control Inputs
Installations provide discrete terrain display select
pushbutton switches (TERR ON ND) in the cockpit for each
display. These are momentary-action pushbutton switches that
are processed by the Enhanced GPWS input processing and signal
selection block as input to display control logic.
Additionally, for aircraft with predictive windshear radar
capability (if WR/PWS installed), a windshear override boolean
is computed using alert level bits from label 077 on WXR
hazard bus for the display control logic.
(Ref. Fig. 004)
This boolean allows the Enhanced GPWC to manage priority
between Enhanced GPWC alerts and PWS alerts. The installation
requires input of cockpit-selected range scales provided by
the FCU for each ND.
(b) Local Terrain Processing

The local terrain processing block extracts and formats local
topographic data and terrain features from the related data bases
creating a set of digital elevation matrix overlays for use by
the terrain threat detection and display processing functions.
Additionally, data for the nearest runway are also extracted for
use by the terrain threat detection and display processing
functions. Processing for each topographic data base and the
runway data base are described in the following sub-sections.

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Figure 016

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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, 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
_
Nearest Runway Data

Data for the nearest runway are extracted and processed for
use by the terrain threat detection and display processing
functions. Data are extracted from the same airport data base
used by the Terrain Clearance Floor functions (Ref. para.
D.(2)). This data base contains data on all hard-surface
runways 3500 ft. or more in length with published coordinates.
The contents of the data base are processed by the local
terrain processing into nearest runway center position,
nearest runway threshold position, and nearest runway altitude
for use by the Enhanced GPWS. These data are updated when the
terrain threat detection and display processing functions are
performed.
(c) Terrain Threat Detection

The terrain threat detection and display processing block
performs the threat analysis on the terrain data within computed
caution and warning envelope boundaries below and forward of the
aircraft path. Results of these threat assessments are combined
with background terrain data and data for the nearest runway and
formatted into a terrain display image which can be displayed on
Navigation Display in place of the weather image. In the event of
terrain caution or warning conditions, a specific audio alert is
triggered and the terrain display image is enhanced to highlight
each of the types of terrain threats.
1
_
Terrain Caution and Warning Envelopes

(Ref. Fig. 017)

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Enhanced GPWS - Terrain Detection Envelope

Figure 017

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a
_
Caution Altitude Floor

The caution altitude floor (or terrain floor) is computed
as a function of aircraft altitude with respect to nearest
runway altitude and range to the nearest runway threshold
position. This parameter represents a distance below the
aircraft. The relationship to the nearest runway threshold
location prevents undesired alerts when the aircraft is
taking off or landing at an airport. The system is
compatible with terrain clearances allowed for by
regulatory approach and departure design criteria.
b
_
Caution Look Ahead Distance

The caution look ahead distance is computed from aircraft
ground speed and turn rate to provide an advanced caution
with adequate time for the crew to react safely. Depending
on the situation this distance roughly corresponds to
between 40 and 60 seconds for advance alerting.
c
_
Warning Altitude Floor

The warning altitude floor is set to a fraction of the
caution altitude floor, as illustrated in the upper part of
this illustration.
(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.

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**ON A/C ALL

(d) Terrain Displays and Alerts
(Ref. Fig. 018, 019)
The terrain awareness alerting and display function maintains a
background display of local terrain forward of the aircraft for
cockpit display. In the event of terrain caution or warning
conditions, an aural alert and lamp outputs are triggered. The
background image is then enhanced to highlight related terrain
threats forward of the aircraft.
The background terrain is depicted as variable density dot
patterns in green, yellow or red. The density and color being a
function of how close the terrain is relative to aircraft
altitude. Terrain alerts are depicted by painting the threatening
terrain as solid yellow or red.
The set of digital elevation matrix overlays is processed by the
terrain display algorithms into a matching set of display matrix
overlays and passed to the radar display output processor. The
display matrix overlays hold display attributes rather than
altitude for each matrix element. These attributes are computed
for the background and terrain threat areas and kept small (one
byte) to reduce memory requirements and transfer time to the
radar display output processor. The aircraft position and
aircraft heading are used at the radar display output processor
to extract a specific sweeping image ahead of the aircraft from
the display overlays.
Each element of the output display matrix overlays holds a single
display attribute byte with fields for the colors, patterns, and
symbols shown in the following table:
------------------------------------------------------------------------------| Color
|
Threat
|
------------------------------------------------------------------------------| Solid Red
| Warning terrain (approximately 30 seconds from
|
|
| impact)
|
|---------------------|-------------------------------------------------------|
| Solid Yellow
| Caution terrain (approximately 60 seconds from
|
|
| impact)
|
|---------------------|-------------------------------------------------------|
| High Density Red
| Terrain that is more than 2000 ft. above aircraft
|
|
| altitude
|
|---------------------|-------------------------------------------------------|
| High Density
| Terrain that is between 1000 and 2000 ft. above
|
| Yellow
| aircraft altitude
|
|---------------------|-------------------------------------------------------|
| Medium Density
| Terrain that is 500 (250 with gear down) ft. below
|

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Enhanced GPWS - 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
|
------------------------------------------------------------------------------| Yellow
| to 1000 ft. above aircraft altitude
|
|---------------------|-------------------------------------------------------|
| Medium Density
| Terrain that is 500 (250 with gear down) ft. below
|
| Green
| to 1000 ft. below aircraft altitude
|
|---------------------|-------------------------------------------------------|
| Light Density Green | Terrain that is 1000 to 2000 ft. below aircraft
|
|
| altitude
|
|---------------------|-------------------------------------------------------|
| Black
| No close terrain (Ref. NOTE in para. D.(1)(d)1_)
|
|---------------------|-------------------------------------------------------|
| Light Density
| Unknown terrain
|
| Magenta
|
|
------------------------------------------------------------------------------1
_
Background Display
(Ref. Fig. 019)
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. 018)
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. 020)
When the conditions have been met to generate a terrain
caution alert, a specific audio alert and light output is
triggered and the background image is enhanced to highlight
the terrain caution threats.

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Enhanced GPWS - Warning and Caution Display on ND

Figure 020

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At the start of a terrain caution alert, the terrain awareness

function triggers the caution audio alert phrase TERRAIN
AHEAD. The phrase is repeated after seven seconds if still
within the terrain caution envelope.
During a terrain caution alert, the GPWS legend of pushbutton
switches 4WZ and 5WZ is on.
During a terrain caution alert, areas where terrain violates
the terrain caution envelope along the aircraft track, and
within plus or minus 90 deg. of the aircraft track, are
painted with the caution color 100 per cent yellow.
3
_
Terrain Warning Alert

(Ref. Fig. 020)
When the conditions have been met to generate a terrain
warning alert, a specific audio alert and light output is
triggered and the background image is enhanced to highlight
the terrain caution and warning threats.
At the start of a terrain warning alert, the terrain awareness
function triggers the warning audio alert phrase TERRAIN
AHEAD, PULL UP. The phrase is repeated continuously while
within the terrain warning envelope.
During a terrain warning alert, the GPWS legend of pushbutton
switches 4WZ and 5WZ is on.
During a terrain warning alert, areas where terrain violates
the terrain warning envelope along the aircraft track, and
within plus or minus 90 deg. of the aircraft track, are
painted with the warning color 100 per cent red.
NOTE : -Terrain may only be displayed on ND?s when FCU mode
____
ARC or ROSE is selected.
-When an alert occurs (caution or warning) and the FCU
mode is not in a correct mode (ARC or ROSE), the
message TERR. CHANGE MODE is displayed on ND?s.
-When an alert occurs (caution or warning) and the FCU
range selected is 160 or 320Nm the message TERR. REDUCE
RANGE is displayed on ND?s.
(e) Terrain Data Base

(Ref. Fig. 015)
Local terrain processing extracts and formats local topographic
terrain data from the Enhanced GPWS terrain data base for use by
the terrain threat detection and display processing functions.
This terrain data base divides the earth surface into grid sets
referenced horizontally on the geographic (latitude/longitude)
coordinate system of the WGS-84. Elements of the grid sets record
the highest terrain altitude (above MSL) in that element
respective area. Grid sets vary in resolution depending on

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geographic location. Higher resolution grids are used around

airports. Lower resolution grids are used outside of airport
areas where aircraft altitude enroute makes hazardous conditions
unlikely and for which detailed terrain features are not
important to the flight crew.
Digital Elevation Models (DEM) are available for most of the
airports around the world today. In cases where the data are not
currently available, DEMs are generated in-house from available
topographic maps, sectional charts, and airline approach plates.
The process of acquiring, generating, assembling, and updating
the data base is governed by strict configuration controls to
ensure the highest level of data integrity. DEMs from external
sources are inputs to this process and are checked and formatted
for generation of the Enhanced GPWS terrain data base.
The global Enhanced GPWS terrain data base is organized in a
flexible manner. Using digital compression techniques, the
complete data base is stored in non-volatile memory within the
LRU. Updates and additions are easily accomplished by inserting a
single PCMCIA card in the card slot on the LRU front panel.
Status LEDs on the LRU front panel allow the operator to monitor
the data base load progress and completion.
(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.
(2) Terrain Clearance Floor (TCF)
The Terrain Clearance Floor (TCF) alert function adds an additional
element of protection to the standard GPWS. It creates an increasing
terrain clearance envelope around the airport runway to provide
protection against Controlled Flight Into Terrain (CFIT) situations
beyond that which is currently provided. TCF alerts are based on
current aircraft location, nearest runway center point position and
radio altitude. TCF is active during takeoff, cruise and final
approach. This alert mode complements the existing Mode 4 protection
by providing an alert based on insufficient terrain clearance even
when in landing configuration. Alerts for TCF illuminate GPWS cockpit
lamps and produce aural messages.
(a) System inputs
The following table lists the inputs required to allow
implementation of the TCF function:

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------------------------------------------------------------------------------|
Input
|
Source
|
------------------------------------------------------------------------------| Radio Altitude
| External: Radio Altimeter
|
|----------------------------------|------------------------------------------|
| Latitude
| External: FMS
|
|----------------------------------|------------------------------------------|
| Longitude
| External: FMS
|
|----------------------------------|------------------------------------------|
| Runway Center Latitude
| Internal: data base
|
|----------------------------------|------------------------------------------|
| Runway Center Longitude
|
|----------------------------------|------------------------------------------|
| Navigation mode
| FMS
|
|----------------------------------|------------------------------------------|
| Alert Envelope Parameters
|
|----------------------------------|------------------------------------------|
| 1/2 Runway Length
|
|----------------------------------|------------------------------------------|
| System Error Factor
|
------------------------------------------------------------------------------(b) Runway Data Base
The TCF runway data base consists of data records containing the
position of airport runway center points along with 1/2 the
runway length. The data base includes all hard surface runways in
the world greater than or equal to 3500 ft. in length. The
process of generating this data base is certified and includes an
end check that validates that the data was not corrupted in the
translation process. This data base can be updated without
affecting the customer certified system part number.
The design of the data base and related software is such that
additional runway records can be added in the future without
altering the code. The data base provides a means of accessing
the runway record of the runway closest to the current aircraft
position.
(c) Alert Envelope
The TCF alert envelope is a circular band centered over the
nearest runway.
(Ref. Fig. 021)

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Enhanced GPWS - TCF Alert Envelope

Figure 021

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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 radius of the envelope are modulated
based on the runway length and envelope bias factor. Runway
length varies from one runway to the next, and the envelope bias
factor is typically 1/2 NM to 2 NM and varies with position
accuracy.
The outer alert envelope boundary extends to infinity, or until
it meets the outer alert envelope boundary of another runway. The
alert is inhibited below radio altitude of 30 ft. This cutoff
value was chosen to match the current Mode 4 lower cutoff value.
(d) System Outputs
When an aircraft penetrates the TCF alert envelope the following
aural message occurs: TOO LOW TERRAIN.
This aural message occurs once when initial envelope penetration
occurs, and one time thereafter for each 20 per cent degradation
in radio altitude. At the same time the GPWS legend of pushbutton
switches 4WZ and 5WZ comes on. The legends remain on until the
alert envelope is exited.

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**ON A/C ALL

Post SB
34-1190 For A/C ALL
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
|
GPWS
|
|----------|--------------------------|-------------------|------------|
|
| Mode 2 Pull Up
| PULL UP
|
GPWS
|
|----------|--------------------------|-------------------|------------|
|
| Mode 2 Pull Up Preface
| TERRAIN TERRAIN
|
GPWS
|
|----------|--------------------------|-------------------|------------|
|
| Terrain Awareness Preface| CAUTION TERRAIN
|
GPWS
|
|----------|--------------------------|-------------------|------------|
|
| Terrain Awareness Pull Up| TERRAIN TERRAIN
|
GPWS
|
|
|
| PULL UP
|
|
|----------|--------------------------|-------------------|------------|
|
| Mode 2 Terrain
| TERRAIN
|
GPWS
|
|----------|--------------------------|-------------------|------------|
|
*
| Terrain Awareness Caution| CAUTION TERRAIN
|
GPWS
|
|----------|--------------------------|-------------------|------------|
|
*
| Mode 4 Too Low Terrain
| TOO LOW TERRAIN
|
GPWS
|
|----------|--------------------------|-------------------|------------|
|
| TCF Too Low Terrain
| TOO LOW TERRAIN
|
GPWS
|
|----------|--------------------------|-------------------|------------|
|
*
| Mode 4 Too Low Gear
| TOO LOW GEAR
|
GPWS
|
|----------|--------------------------|-------------------|------------|
|
*
| Mode 4 Too Low Flaps
| TOO LOW FLAPS
|
GPWS
|
|----------|--------------------------|-------------------|------------|
|
*
| Mode 1 Sinkrate
| SINKRATE
|
GPWS
|
|----------|--------------------------|-------------------|------------|
|
*
| Mode 3 Don?t Sink
| DON?T SINK
|
GPWS
|
|----------|--------------------------|-------------------|------------|
| LOWEST * | Mode 5 Glide slope
| GLIDE SLOPE
|
G/S
|
------------------------------------------------------------------------

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* Allows interleaving of multiple alerts.

The voice warning circuits also contain logic elements which ensure
that:
- only one message at a time is output,
- higher priority messages interrupt lower priority messages except
if interleaving is allowed (Ref. table above),
- a triggered message is completed even when warning condition
ceases,
- a 0.75 second pause exists between warning messages.
(2) Alert Discrete Outputs
Mode 5 GLIDE SLOPE message activates the alert lamp output (which
illuminates G/S amber legend).
All other messages activate the warning lamp output (which
illuminates GPWS red legend).
(Ref. Fig. 003)
(3) Control and Indicating
(Ref. Fig. 022)
**ON A/C ALL
F. Enhanced GPWC Maintenance Output
A maintenance output signal (label 270 octal) is provided by the ARINC
429 transmitter. The transmitter converts the microprocessor parallel
data to standard serial data for the DMU of the AIDS.
**ON A/C ALL
Post SB
Post SB
34-1190 For A/C ALL

34-1193 For A/C ALL
8. Test
____
A. Self-Tests
(1) On the ground only, the Enhanced GPWC provides self-test capability,
both in flight and on ground, providing an indication of the ability
of the Enhanced GPWC to perform its intended function.

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Enhanced GPWS - Control and Indicating


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(2) The Enhanced GPWC self-test is initiated by momentarily pressing

GPWS/G/S pushbutton switches or activated via the MCDU on the ground.
When activated by pressing the GPWS/G/S pushbutton switches, the
self-test is enunciated, via the same audio system as the Enhanced
GPWS alerts. This self-test can also be accessed via the headphone
jack on the front panel of the Enhanced GPWC and it has been divided
into six different levels to help with Enhanced GPWC testing and
troubleshooting.
(a) Level 1
Level 1, functional testing, provides an overview of the current
operational functions selected and provides an indication of
their operational status.
A long level 1 self-test sequence is initiated when the GPWS/G/S
pushbutton switch is not released while self-test voices start.
Level 1 self-test sequence:
- the FAULT legend of the GPWS/SYS pushbutton switch is on,
- the FAULT legend of the GPWS/TERR pushbutton switch is on,
- G/S legends of both GPWS/G/S pushbutton switches are on,
- GLIDE SLOPE audio phase is broadcast,
- G/S legends of both GPWS/G/S pushbutton switches go off,
- GPWS legends of both GPWS/G/S pushbutton switches are on,
- PULL UP audio phase is broadcast,
- TERRAIN 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. 023)
- vocabulary sequence when long self-test initiated:
SINK RATE
PULL UP
TERRAIN
PULL UP
DON?T SINK
DON?T SINK
TOO LOW TERRAIN
TOO LOW GEAR
TOO LOW FLAPS
TOO LOW TERRAIN
GLIDE SLOPE
TOO LOW TERRAIN
CAUTION TERRAIN
CAUTION TERRAIN
TERRAIN TERRAIN PULL UP
- terrain self-test pattern turns off,

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Enhanced GPWS - Test Pattern

Figure 023

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- ON legends of both TERR ON ND pushbutton switches and the

images displayed on both NDs revert to the configuration
selected before the test,
- the FAULT legend of the GPWS/SYS pushbutton switch goes off,
- the FAULT legend of the GPWS/TERR pushbutton switch goes off.
(b) Level 2
Level 2, current faults, provides a listing of the internal and
external faults currently detected by the Enhanced GPWC.
Level 2 self-test is initiated by pressing the GPWS/G/S
pushbutton switch within 3 seconds after the end of level 1
self-test.
(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
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
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.

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**ON A/C ALL

Post SB
34-1193 For A/C ALL
B. CFDS Interface
(1) Interactive function
To gain access to the BITE, it is necessary to use one MCDU (Ref.
22-82-00).
All information displayed on the MCDU during the BITE TEST
configuration can be printed by the printer (Ref. 31-35-00).
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,
and CFDIU),
- transmits to the CFDIU the result of the tests performed,
- normal mode
- menu 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) Menu mode
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. 024)

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Page 85
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N
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Maintenance Test Procedure - Sub-Menu Function

Figure 024

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N
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(Ref. Fig. 024)

(Ref. Fig. 024)
- GROUND SCANNING
(Ref. Fig. 025)
(Ref. Fig. 026)
- CLASS 3 FAULTS
(Ref. Fig. 024)
- GROUND REPORT
(Ref. Fig. 025)
- CURRENT STATUS
(Ref. Fig. 026)
- TEST
**ON A/C 005-006, 008-008,
Post SB
34-1193 For A/C 005-006,008-008,

(Ref. Fig. 027)

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Page 87
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Config-2 May 01/03
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N
N

Figure 025

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Page 88
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Config-2 May 01/03
N
NMXA
N
N

Figure 026

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N 34-48-00
Page 89
N
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Config-2 May 01/03
N
NMXA
N
N

Figure 027

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Page 90
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Config-2 May 01/03
N
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N
N
**ON A/C ALL

Post SB
34-1193 For A/C ALL
(3) Failure condition

------------------------------------------------------------------------------| FAULT
| EXAMPLE
| REASON
|
|-----------------------------------------------------------------------------|
| ARINC 429
| IRS BUS INACTIVE
| No expected input labels received |
| Bus Fault
|
| for more than 4 s.
|
|-----------------------------------------------------------------------------|
| ARINC 429
| FMGC LATITUDE
| The SSM of the input data indicates|
| Signal Fault | FAILURE
| Failure/Warning or the input label |
|
|
| is not meeting the required update |
|
|
| rate.
|
|-----------------------------------------------------------------------------|
| Discrete
| Flaps stuck down
| For at least 60 s:
|
| Input Faults |
| - FLAPS are in landing configura- |
|
|
|
tion through SFFC1 (GROUND
|
|
|
|
signal at GPWC FLAPS discrete
|
|
|
|
input) or FLAP MODE pushbutton
|
|
|
|
switch is selected OFF and
|
|
|
| - AIRSPEED > 250 Kts and
|
|
|
| - IN AIR and
|
|
|
| - RADIO ALT VALID and
|
|
|
| - AIRSPEED VALID.
|
|
|--------------------------------------------------------------|
|
| Flaps stuck up
| For at least 2 s:
|
|
|
| - FLAPS are not in landing configu-|
|
|
|
ration and FLAP MODE pushbutton |
|
|
|
switch is in normal position
|
|
|
|
(not OFF) and
|
|
|
| - RADIO ALT < = 100 ft. and
|
|
|
| - MODE 4 TOO LOW FLAPS alert is
|
|
|
|
on.
|
|
|--------------------------------------------------------------|
|
| Gear stuck down
| For at least 60 s:
|
|
|
| - GEAR is down through LGCIU1 and |
|
|
| - AIRSPEED > 290 Kts and
|
|
|
| - IN AIR and
|
|
|
| - RADIO ALT VALID and
|
|
|
| - AIRSPEED VALID.
|
|
|--------------------------------------------------------------|
|
| Gear stuck up
| For at least 2 s:
|
|
|
| - GEAR not down and
|
|
|
| - RADIO ALT < = 100 ft. and
|

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------------------------------------------------------------------------------| FAULT
| EXAMPLE
| REASON
|
|-----------------------------------------------------------------------------|
|
|
| - MODE 4 TOO LOW GEAR alert is
|
|
|
|
on.
|
------------------------------------------------------------------------------**ON A/C ALL
(4) Reporting function
(a) Internal failures
--------------------------------------------------------------------------|
Reported Internal Failures
|
|-------------------------------------------------------------------------|
|
MESSAGE
| CLASS |
ATA
|
|-------------------------------------------------------------------------|
| GPWC (1WZ)
|
1
| 34-48-34
|
| GPWC (1WZ)
|
3
| 34-48-34
|
| WRG:PIN PROG/GPWC (1WZ)
|
1
| 34-48-34
|
| CAPT/FO GPWS GS PB SW (4WZ/5WZ)/GPWC(1WZ)
|
1
| 34-48-34
|
| FO GPWS GS PB SW (5WZ)/GPWC(1WZ)
|
1
| 34-48-08
|
| ECP(6WT)/GPWC(1WZ)
|
1
| 31-61-12
|
| GPWS SYS PB SW (9WZ)/GPWC (1WZ)
|
1
| 34-48-08
|
| GPWS TERR PB SW (31WZ)/GPWC(1WZ)
|
1
| 34-48-08
|
| GPWC(1WZ)/FWC1/2(1WW1/2)/WXR1/2(1SQ1/2)
|
1
| 34-48-34
|
| CAPT TERR ON ND PB SW (30WZ1)/GPWC (1WZ)
|
1
| 34-48-08
|
| FO TERR ON ND PB SW (30WZ2)/GPWC (1WZ)
|
1
| 34-48-08
|
---------------------------------------------------------------------------
(b) External failures

--------------------------------------------------------------------------|
Reported External Failures
|
|-------------------------------------------------------------------------|
|
MESSAGE
| CLASS |
ATA
|
|-------------------------------------------------------------------------|
| GPWS FLP MODE PB SW (7WZ)/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
|

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--------------------------------------------------------------------------|
Reported External Failures
|
|-------------------------------------------------------------------------|
| 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) BUS HAZARD/GPWC (1WZ)
|
1
| 34-41-33
|
| WXR2 (1SQ2)/GPWC (1WZ)
|
1
| 34-41-33
|
--------------------------------------------------------------------------C. BITE Implementation
The BITE capability is implemented primarily in software. Most of the
tests run continuously, while the remainder 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:
-----------------------------------------------------------------------------| 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
|
|
|

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-----------------------------------------------------------------------------| TEST
| TESTED INTERNAL COMPONENTS
| DURATION | ACTIVATION
|
| DESIGNATION |
|
| CONDITIONS
|
|----------------------------------------------------------------------------|
|----------------------------------------------------------------------------|
| Cockpit
| Ref. para. 8. A.
|
| Ref. para. 8. A.|
| Self-test
|
|
|
|
------------------------------------------------------------------------------

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GROUND PROXIMITY WARNING SYSTEM (GPWS) - SERVICING

__________________________________________________
TASK 34-48-00-610-001
Uploading of the Enhanced GPWC Data Base
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
34-48-00-740-002
52-41-00-410-002

External Power
**ON A/C ALL

Post SB
34-1189 For A/C ALL
34-48-00-991-002
Fig. 301

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N
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Page 301
May 01/03
**ON A/C ALL

3. __________
Job Set-up
**ON A/C ALL
Post SB
34-1189 For A/C ALL
Subtask 34-48-00-861-055
A. Energize the aircraft electrical circuits
(Ref. TASK 24-41-00-861-002).
Subtask 34-48-00-010-053
B. Get Access
128.
Subtask 34-48-00-865-066
IDENT. LOCATION
------------------------------------------------------------------------------121VU EIS/GPWS/115VAC
3WZ
P07
**ON A/C ALL
4. Procedure
_________
**ON A/C ALL
Post SB
34-1189 For A/C ALL
(Ref. Fig. 301/TASK 34-48-00-991-002)

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Page 302
May 01/03
Enhanced GPWC Face

Figure 301/TASK 34-48-00-991-002

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Page 303
May 01/03
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.
(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) 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).

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Page 304
May 01/03
**ON A/C ALL

5. Close-up
________
**ON A/C ALL
Post SB
34-1189 For A/C ALL
Subtask 34-48-00-410-053
A. Close Access
items.
Subtask 34-48-00-862-054
B. De-energize the aircraft electrical circuits
(Ref. TASK 24-41-00-862-002).

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Page 305
May 01/03
GROUND PROXIMITY WARNING SYSTEM (GPWS) - ADJUSTMENT/TEST

________________________________________________________
TASK 34-48-00-710-001
Operational Test of GPWS Ground Self-test Function
_______
1. __________________
Reason for the Job
R

Operational test of GPWS ground self-test function
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
34-10-00-860-002

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).

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Page 501
Nov 01/99
Subtask 34-48-00-865-051
IDENT. LOCATION
------------------------------------------------------------------------------121VU EIS/GPWS/115VAC
3WZ
P07
121VU EIS/GPWS/28VDC
2WZ
P06
4. Procedure
_________
R
**ON A/C 001-011,

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
GPWS/G/S pushbutton switch.
On the panel 21VU:

- the FAULT legend of the GPWS/SYS
pushbutton switch comes on.
- the GLIDE SLOPE aural warning
operates then stops.
On the panels 301VU and 500VU:
- 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:
pushbutton switch goes off.

R
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N
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Page 502
Nov 01/97
------------------------------------------------------------------------------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
- DON?T SINK
- TOO LOW TERRAIN
- TOO LOW GEAR
- TOO LOW FLAPS
- TOO LOW TERRAIN
- GLIDE SLOPE
- MINIMUMS.
R
**ON A/C ALL
Post SB
34-1042 For A/C 001-011,
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
GPWS/G/S pushbutton switch.
On the panel 21VU:

- 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

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N
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Page 503
May 01/03
R
R
R
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------On the panel 21VU:
R
R
R
R
R
R
R
R
R
R
R
R
R
- push the GPWS/G/S pushbutton

switch and hold it for 5 seconds
after the first aural warning.
**ON A/C ALL

- SINK RATE
- TERRAIN
- DON?T SINK
- TOO LOW TERRAIN
- TOO LOW GEAR
- TOO LOW FLAPS
- TOO LOW TERRAIN
- GLIDE SLOPE
- MINIMUMS - MINIMUMS.
5. Close-up
________
Subtask 34-48-00-860-051
switch related to the ADIRU1 to OFF.
(Ref. TASK 24-41-00-862-002).
items.

R
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N
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N
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Page 504
Nov 01/97
**ON A/C ALL
R
R
Post SB
Post SB
TASK 34-48-00-710-001-A
Operational Test of Enhanced GPWS Ground Self-test Function
R
R
_______
1. __________________
Reason for the Job
R
R
R
34-1189 For A/C ALL

34-1193 For A/C ALL

Operational test of GPWS ground self-test function
2. ______________________
R
R
R
------------------------------------------------------------------------------REFERENCE
DESIGNATION
-------------------------------------------------------------------------------
R
R
R
R
R
24-41-00-861-002
**ON A/C ALL
Post SB
34-48-00-991-001
24-41-00-862-002
34-10-00-860-002

External Power
34-1190 For A/C ALL

Fig. 501

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N
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Page 505
May 01/03
**ON A/C ALL
3. __________
Job Set-up
Subtask 34-48-00-860-059
R
R

(Ref. TASK 24-41-00-861-002).
R
R
R
R
R
section, make sure that the five GPWS pushbutton switches are
R
R
(4) On the panels 301VU and 500VU set the ND POTENTIOMETER to BRT
position.
Subtask 34-48-00-865-057
R
R
R
R
R
R

IDENT. LOCATION
------------------------------------------------------------------------------121VU EIS/GPWS/115VAC
3WZ
P07
2WZ
P06

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N
N
Page 506
May 01/03
4. Procedure
_________
**ON A/C ALL
Post SB
Subtask 34-48-00-710-063
34-1190 For A/C ALL
A. Operational Test of Enhanced GPWS Ground Self-test Function
R
R
R
------------------------------------------------------------------------------ACTION
RESULT
-------------------------------------------------------------------------------
R
R
On the CAPT (F/O) LIGHTING/LOUD

R
R
R
R
R
- push the GPWS/G/S pushbutton

switch and hold it for five
seconds after the first aural
warning.
On the panel 21VU:

- the FAULT legend of the
pushbutton switch comes
- the FAULT legend of the
pushbutton switch comes
GPWS/SYS
on.
GPWS/TERR
on.
R
R

- the G/S legends come on.
R
R
R
In the loudspeakers:
- the GLIDESLOPE aural warning operates
then stops.
R
R
R

- the G/S legends go off.
- the GPWS legends come on.
R
R
R
R
R
- the PULL UP aural warning operates
then stops.
- the TERRAIN TERRAIN PULL UP aural
warning operates then stops.
R
R

- the GPWS legends go off.
R
R
R
On the LANDING GEAR control and

indicating panel 402VU, and on the TERR
ON ND panel 403VU:

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Page 507
May 01/03
R
R
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- the ON legends of the TERR ON ND
pushbutton switches come on.
R
R
R
R
R
On the CAPT (F/O) NDs:

- the TEST PATTERN is shown and the
TERR TST amber message comes into
view.
(Ref. Fig. 501/TASK 34-48-00-991-001)
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R

- GLIDE SLOPE,
- PULL UP,
- TERRAIN TERRAIN,
- PULL UP,
- SINK RATE,
- PULL UP,
- TERRAIN,
- PULL UP,
- DON?T SINK,
- DON?T SINK,
- TOO LOW TERRAIN,
- TOO LOW GEAR,
- TOO LOW FLAPS,
- TOO LOW TERRAIN,
- GLIDE SLOPE,
- TOO LOW TERRAIN,
- CAUTION TERRAIN,
- CAUTION TERRAIN,
- TERRAIN TERRAIN PULL UP.
R
R
R
R
R
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 go off.
R
R
On the CAPT (F/O) NDs:

- the TERR TST amber message goes off.
R
R
R
On the panel 21VU:


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N
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Page 508
May 01/03
R
R
Enhanced GPWS Test Pattern

Figure 501/TASK 34-48-00-991-001

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N
N
Page 509
May 01/03
R
R
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- the FAULT legend of the GPWS/TERR
R
R
On the CAPT (F/O) ND?s:

- the TEST PATTERN turns off.
**ON A/C ALL
5. Close-up
________
Subtask 34-48-00-860-060
R
R
R
R

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

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N 34-48-00
N
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N
NMXA
N
N
Page 510
May 01/03
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. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-32-00-860-010
34-10-00-860-002

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).

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N
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R N
NMXA
N
N
Page 511
May 01/03
Subtask 34-48-00-865-053
IDENT. LOCATION
------------------------------------------------------------------------------49VU FWS/FWC1/SPLY
3WW
F01
121VU EIS/GPWS/115VAC
3WZ
P07
2WZ
P06
121VU EIS/FWC2/SPLY
2WW
Q07
4. Procedure
_________
Subtask 34-48-00-710-053
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:
On the MCDU:
- the ADIRS ADR1 1/2 menu page comes
into view.

key.

into view.

- these indications: AOA SENSOR

COMMANDED TO FIXED POSITION
CHECK STALL WARNING
come into view.

On the panel 21VU:

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.

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Page 512
May 01/03
------------------------------------------------------------------------------ACTION
RESULT
On the panel 21VU:
pusbutton switch goes off.
On the CAPT and F/O glareshield
panels 130VU and 131VU:
- the MASTER WARN lights go off.
- the Oral warnings stop.
ECAM control panel:
- push and hold the EMER CANC
key.

- push the GPWS/SYS pushbutton
switch
- Release the GPWS/SYS pushbutton
switch.
On the panel 21VU:

pushbutton switch comes on after
- the FAULT legend goes off.
- the FAULT legend comes on.
- 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.

R
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Page 513
May 01/03
5. Close-up
________
Subtask 34-48-00-860-053
(Ref. TASK 24-41-00-862-002).
items.

R
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Page 514
May 01/03
**ON A/C ALL
Post SB
TASK 34-48-00-710-002-A
R
R
Operational Test of the Enhanced GPWS with Stall Warning Test and Activation of
the GPWS/SYS Pushbutton Switch and EMER CANC Key
R
R
_______
1. __________________
Reason for the Job
Self Explanatory
34-1189 For A/C ALL
2. ______________________
R
R
R
------------------------------------------------------------------------------REFERENCE
DESIGNATION
-------------------------------------------------------------------------------
R
R
R
R
R
R
R
24-41-00-861-002
3. __________
Job Set-up
Subtask 34-48-00-860-061
24-41-00-862-002
31-32-00-860-010
34-10-00-860-002

External Power
Page
R
R

(Ref. TASK 24-41-00-861-002).
R
R
R

R
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Page 515
May 01/03
R
R
R
page
(Ref. TASK 31-32-00-860-010).
R
R
R
(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 34-10-00-860002).
Subtask 34-48-00-865-058
R
R
R
R
R
R
R
IDENT. LOCATION
------------------------------------------------------------------------------49VU FWS/FWC1/SPLY
3WW
F01
3WZ
P07
2WZ
P06
121VU EIS/FWC2/SPLY
2WW
Q07
4. Procedure
_________
Subtask 34-48-00-710-057
R
R
A. Operational Test of the Enhanced GPWS with Stall Warning Test and
Activation of the GPWS/SYS Pushbutton Switch and EMER CANC Key
R
R
R
------------------------------------------------------------------------------ACTION
RESULT
-------------------------------------------------------------------------------
1. On the MCDU, on the NAV page:
R
R
R

On the MCDU:
into view.
R
R

key.

into view.
R
R
R

- these indications come into view:

AOA SENSOR COMMANDED TO FIXED
POSITION CHECK STALL WARNING.
On the panel 21VU:

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Page 516
May 01/03
R
R
R
R
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------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.
R
R
R
On the CAPT and F/O glareshield panels

130VU and 131VU:
- the MASTER WARN lights flash.
R
R
R
- you can hear the cricket aural
warning and the stall voice.
R
R
R
R

On the panel 21VU:

- the FAULT legend of the GPWS/SYS and
GPWS/TERR pusbutton switches goes
off.
R
R
R
On the CAPT and F/O glareshield panels

130VU and 131VU:
- the MASTER WARN lights go off.
R
R
- the aural warnings stop.
R
R

ECAM control panel:
R
R
R
R
R
R
R
- push and hold the EMER CANC

key.

- push the GPWS/SYS pushbutton
switch
R
R
- release the GPWS/SYS pushbutton

switch.
R
R

ECAM control panel:
- release the EMER CANC key.
On the panel 21VU:

pushbutton switch comes on after
- the FAULT legend goes off.
- the FAULT legend comes on.
- the OFF legend goes off.
On the overhead panel 21VU:

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Page 517
May 01/03
R
R
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- the FAULT legend of the GPWS/SYS
R
R
R
5. On the overhead circuit breaker

panel 49VU:
R
R
R
On the rear circuit breaker panel

121VU:
R
R
6. Close the circuit breakers 2WW

and 3WW.
5. Close-up
________
Subtask 34-48-00-860-062
R
R
R
R
R
R

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

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Page 518
May 01/03
**ON A/C ALL

TASK 34-48-00-710-003
Operational Test of the STATUS/HISTORY
1. __________________
Reason for the Job
Operational test of STATUS/HISTORY
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
access platform
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
34-10-00-860-002
52-41-00-410-002

External Power
3. __________
Job Set-up
Subtask 34-48-00-010-051
A. Get Access

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Page 519
May 01/03
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
IDENT. LOCATION
------------------------------------------------------------------------------121VU EIS/GPWS/115VAC
3WZ
P07
2WZ
P06
4. Procedure
_________
R
Subtask 34-48-00-710-054-A
A. Operational Test of the STATUS/HISTORY
R
R
R
------------------------------------------------------------------------------ACTION
RESULT
-------------------------------------------------------------------------------
R
R
1. In the avionics compartment, on

the face of the GPWC:
R
R
R
R
R
- set the STATUS/HISTORY switch

to PRESENT STATUS then
immediately go back to the
initial position.
The GPWC display shows these

indications:
- ALL TEST SEGMENTS
- GPWS OK (or its condition)
- END TEST.
R
R
R
- set the STATUS/HISTORY switch

to FLIGHT HISTORY then
immediately go back to the
The GPWC display shows these

indications:
- ALL TEST SEGMENTS

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Page 520
May 01/03
R
R
R
R
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------initial position.
- PREVIOUS TEN FLIGHTS OK (or the
faults of the last 10 flights)
- QFE SELECTED
- END TEST.
R
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

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Page 521
May 01/03
**ON A/C ALL
Post SB
34-1042 For A/C 001-011,
TASK 34-48-00-740-002
BITE Test of the GPWS
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-32-00-860-010
34-10-00-860-002
34-10-00-860-005

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).

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Page 522
May 01/03
Subtask 34-48-00-865-056
IDENT. LOCATION
------------------------------------------------------------------------------121VU EIS/GPWS/115VAC
3WZ
P07
2WZ
P06
4. Procedure
_________
Subtask 34-48-00-740-050
A. BITE Test of the GPWS
NOTE : The actions and the results of this procedure occur on the MCDU
____
used.
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------On the MCDU, on the NAV page:
GPWC indication.
On the MCDU:
- the GPWC page comes into view.

TEST indication.
On the GPWC TEST page:

- 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).

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Page 523
May 01/03

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

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Page 524
May 01/03
**ON A/C ALL
Post SB
TASK 34-48-00-740-002-A
1. __________________
Reason for the Job
Self Explanatory
34-1189 For A/C ALL
2. ______________________
R
R
R
------------------------------------------------------------------------------REFERENCE
DESIGNATION
-------------------------------------------------------------------------------
R
R
R
R
R
R
R
R
24-41-00-861-002
3. __________
Job Set-up
Subtask 34-48-00-860-063
24-41-00-862-002
31-32-00-860-010
34-10-00-860-002
34-10-00-860-005

External Power
Page
R
R

(Ref. TASK 24-41-00-861-002).
R
R
R
R
R
R
R
page then push the NEXT PAGE function key until the GPWC indication
comes into view.
(Ref. TASK 31-32-00-860-010).

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Page 525
May 01/03
R
R
R
Subtask 34-48-00-865-059
R
R
R
R
R
IDENT. LOCATION
------------------------------------------------------------------------------121VU EIS/GPWS/115VAC
3WZ
P07
2WZ
P06
4. Procedure
_________
**ON A/C ALL
Post SB
Subtask 34-48-00-740-051
34-1193 For A/C ALL
A. BITE Test of the Enhanced GPWC
R
R
NOTE : The actions and the results of this procedure occur on the MCDU
____
used.
R
R
R
------------------------------------------------------------------------------ACTION
RESULT
-------------------------------------------------------------------------------
On the MCDU, on the NAV page:
On the MCDU:
R
R

GPWC indication.
- the GPWC page comes into view.
R
R

TEST indication.
- the subsequent GPWC TEST pages with

instructions come into view.
R
R
R
R
R
R

START TEST indication,
- the TEST IN PROGRESS 20S indication

comes into VIEW.
- after 20s obey the instructions that
are shown on the subsequent pages
until the TEST OK indication comes
into view.

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Page 526
May 01/03
**ON A/C ALL
5. Close-up
________
Subtask 34-48-00-860-064
R
R
R
R
switch related to the ADIRU1 to OFF (Ref. TASK 34-10-00-860-005).
R
R

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

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Page 527
May 01/03
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. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
blanking caps
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-48-34-991-001
Fig. 401
3. __________
Job Set-up
Subtask 34-48-34-865-050
IDENT. LOCATION
------------------------------------------------------------------------------R
R
3WZ
2WZ
P07
P06

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Page 401
May 01/96
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).

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Page 402
May 01/96
GPWC
Figure 401/TASK 34-48-34-991-001

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Page 403
Feb 01/96
TASK 34-48-34-400-001
Installation of the GPWC (1WZ)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------R
R
R
34-48-00-610-001
34-48-00-710-001
34-48-00-710-001
52-41-00-410-002
34-48-34-991-001
Uploading of the Enhanced GPWC Data Base

Operational Test of GPWS Ground Self-test Function
Operational Test of Enhanced GPWS Ground Self-test
Function
Fig. 401
3. __________
Job Set-up
Subtask 34-48-34-860-050
824 in zone 128.

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Page 404
May 01/03
Subtask 34-48-34-865-051
tagged
IDENT. LOCATION
------------------------------------------------------------------------------121VU EIS/GPWS/115VAC
3WZ
P07
2WZ
P06
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
Subtask 34-48-34-710-050
C. Do the operational test of the GPWS (Ref. TASK 34-48-00-710-001).

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Page 405
Nov 01/99
**ON A/C ALL
R
R
Post SB
Post SB
Subtask 34-48-34-710-050-A
34-1042 For A/C 001-011,

34-1189 For A/C ALL
R
R
C. Do the operational test of the Enhanced GPWS (Ref. TASK 34-48-00-710001).
R
R
NOTE : Make sure that the version of the terrain data base which is
____
loaded in the Enhanced GPWC is the correct one.
**ON A/C ALL
Post SB
Subtask 34-48-34-610-050
R
R
R
R
34-1189 For A/C ALL
D. If the Enhanced GPWS has not the last updated database (loaded in shop or
at th e vendor), do the loading of the Enhanced GPWC Data Base (Ref. TASK
34-48-00-610-001).
**ON A/C ALL
5. Close-up
________
Subtask 34-48-34-860-051
items.
Subtask 34-48-34-410-050
B. Close Access

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Page 406
May 01/03
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
transmission.
2. Component
__________________
Location
(Ref. Fig. 001)
------------------------------------------------------------------------------FIN
|
ATA
|
|
|
| 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
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.
(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/ADF/DME Radio Magnetic Indicator (VOR/ADF/DME RMI) 11FN.
The components given after can control the DME system :
(Ref. Fig. 003)

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Page 1
Feb 01/96
DME - Component Location

Figure 001

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Page 2
Feb 01/96
DME - Block Diagram

Figure 002

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Page 3
Feb 01/96
INTENTIONALLY BLANK

N
N 34-51-00
N
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N
N
Page 4
Feb 01/96
DME - Control and Indicating

Figure 003
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Page 5/6
Feb 01/96
- 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/ADF/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.
(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.

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Page 7
Feb 01/96
DME - Data and Fault Displays

Figure 004

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Page 8
Feb 01/96
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 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 ILS pushbutton
switch on the ACP.
4. Power
____________
Supply
(Ref. Fig. 002)
Energization of each system is through 115VAC 400 Hz buses :
- 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.
5. _____________________
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.
- 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.

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Page 9
Feb 01/96
DME - Interrogator
Figure 005

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Page 10
Feb 01/96
- 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.
(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.

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Feb 01/96
DME Interrogator - Simplified Block Diagram

Figure 006

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(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.
(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

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Page 13
Feb 01/96
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
(f) Pulse decoding
(g) Distance calculations
Detected faults are stored in non-volatile memory and cause fault
indications on the face of the interrogator and on the VOR/DME
RMI. In flight, fault indications appear on the VOR/DME RMI only
when the fault could cause faulty distance data.
B. DME Antenna
(Ref. Fig. 007)
The L-band antenna is an airborne antenna for the DME interrogator. It is
a blade type with a radiating cavity driven by capacitive coupling.
This antenna is designed for installation on fast aircraft and operation
within the L-band from 960 to 1250 MHz.
6. _________
Operation
(Ref. Fig. 002)
A. Control
- Each DME interrogator is connected to one RMP. The DME interrogator 1
is connected to the RMP 1 (DME interrogator 2 to RMP 2). The RMP 1 also
receives the management bus from the FMGC 1 (RMP 2 from FMGC 2).
- In normal operation the FMGC 1(2) tunes the DME interrogator 1(2)
either automatically or manually by means of the MCDU 1(2).
In this case the RMP 1(2) operates as a relay which sends the frequency
information from the FMGC 1(2) to the DME interrogator 1(2).

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Feb 01/96
DME - Antenna
Figure 007

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- By a second port, the DME interrogator 1(2) receives a second

management bus directly from the FMGC 2(1). The interrogator selects
one of the two port functions by a discrete signal coming from the FMGC
1(2) through the RMP 1(2).
- In case of one FMGC fault, the other FMGC can control the two DME
interrogators, one directly, the other through its RMP.
- In case of the RMP 1(2)fault, the concerned RMP is transparent to data
and discrete coming from the FMGC.
- In manual operation (at any time or with failure of the two FMGCs), the
RMP 1 can control the DME interrogator 1 after ON NAV mode selection.
Same possibility for the RMP 2 (DME interrogator 2).
(Ref. Fig. 008)
- In addition, a suppressor coaxial connects the ATC transponders to the
DME interrogators. This prevents transmission from one system while the
other is in reception mode.
This is necessary because the DME and the ATC systems operate on the
same frequency range.
In normal utilization, the DME 1 and 2 data are shown on both CAPT and
F/O NDs through the Display Management Computer (DMC 1(2)). ILS/DME data
are shown on both CAPT and F/O PFDs.
In caes of DMC 1(2) fault, 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.
In case of PFD fault, there is an automatic transfer of the PFD image
onto the ND.
In case of ND fault: you obtain the transfer of the ND image onto the PFD
when you push the PFD/ND XFR pushbutton switch on panel 301VU (501VU).
causes :
7. BITE
_____________
Function
(Ref. Fig. 009)
A. Access to DME Sub-menu Functions
It is possible to select the maintenance functions of the DME
interrogator 1(2) by pressing the line key adjacent to the SYSTEM
REPORT/TEST indication on the CFDS menu, and then selecting the relevant
DME on the NAV menu.
After these actions the DME 1(2) provides its own menu page and the

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Feb 01/96
DME - Frequency Selection in Emergency Mode

Figure 008

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Feb 01/96
DME - Maintenance Test Procedure

Figure 009

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Feb 01/96

The DME 1(2) test function can be activated in ground conditions only by
pressing the line key adjacent to the TEST indication on the DME 1(2)
maintenance sub-menu or by pressing the pushbutton switch on the face of
the interrogator.

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Feb 01/96
DME - ADJUSTMENT/TEST
_____________________
TASK 34-51-00-740-002
BITE Test of the DME
_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-32-00-860-010
34-10-00-860-002
34-10-00-860-004
34-10-00-860-005
34-51-00-991-001

External Power
Page
Fig. 501
3. __________
Job Set-up
Subtask 34-51-00-860-054
(1) Energize the aircraft electrical circuits(Ref. TASK 24-41-00-861002).
(2) On the EFIS control sections of the FCU:
- set the mode selector switches to ROSE or ARC
- set the ADF/VOR selector switches to VOR
- push the ILS pushbutton switches.

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Page 501
Feb 01/96

- set the ON/OFF switches to ON
- set a non local frequency of a VOR/DME1 and VOR/DME2.
(Ref. Fig. 501/TASK 34-51-00-991-001)
page
(Ref. TASK 31-32-00-860-010).
(Ref. TASK 34-10-00-860-004).
Subtask 34-51-00-865-056
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/VOR/DME/RMI
12FN
F13
49VU NAV/DME/1
1SD1
G14
121VU COM NAV/DME/2
1SD2
K06

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Page 502
May 01/99
VOR/DME - Frequency Selection

Figure 501/TASK 34-51-00-991-001

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Feb 01/96
4. Procedure
_________
**ON A/C 001-011,
Subtask 34-51-00-740-051
A. BITE Test of the DME
NOTE : The DME and the VOR/DME data come into view on the ND. The ILS/DME
____
data come into view on the PFD.
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the MCDU:
the DME1 (DME2) indication
The DME1 (DME2) page comes into view.

On the CAPT and F/O NDs and on the CAPT
and F/O PFDs:
- the horizontal bars remain in view.
On the VOR/ADF/DME RMI:
- the horizontal bars remain in view in
the left (right) window.
- on the MCDU, the TEST OK indication
comes into view.

- the DME1 (DME2) page comes into view.

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Page 504
Feb 01/96
**ON A/C ALL

Post SB
34-1049 For A/C 001-011,
Subtask 34-51-00-740-051-A
A. BITE Test of the DME
____
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the MCDU:
the DME1 (DME2) indication
The DME1 (DME2) page comes into view.

On the CAPT and F/O NDs and on the CAPT
(F/O) PFDs:
- a red DME1 (2) flag comes into view
in the left (right) lower corner for
2 seconds
- the left (right) window becomes blank
- on the MCDU, the TEST OK indication
comes into view.

- the DME1 (DME2) page comes into view.

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Page 505
Feb 01/96
**ON A/C ALL

5. Close-up
________
Subtask 34-51-00-860-055
(3) On the RMP, set the ON/OFF switch to OFF.
(Ref. TASK 24-41-00-862-002).
items.

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Page 506
Feb 01/96
TASK 34-51-00-710-001
_______
1. __________________
Reason for the Job
Reception Test of the DME beacon.
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
34-10-00-860-002
34-10-00-860-004
34-10-00-860-005
34-51-00-991-001

External Power
Fig. 501
3. __________
Job Set-up
Subtask 34-51-00-860-050
(1) Energize the aircraft electrical circuits. (Ref. TASK 24-41-00-861002)
(Ref. TASK 34-10-00-860-004).
- set the mode selector switches to ROSE or ARC
- set the ADF/VOR selector switches to VOR.

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Page 507
Feb 01/96
(5) On the center pedestal, on the RMP1 and RMP2, set the ON/OFF switches
to ON.
Subtask 34-51-00-865-051
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/DME/1
1SD1
G14
121VU COM NAV/DME/2
1SD2
K06
4. Procedure
_________
Subtask 34-51-00-710-055
A. Operational Test of the DME
____
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the RMP1 (RMP2):
- set the local frequency of a
VOR/DME1 (DME2) station
(Ref. Fig. 501/TASK 34-51-00991-001)
On the CAPT or F/O ND, the range

between the aircraft and the station
comes into view at the bottom. On the
RMI, the range between the aircraft and
the station is also in view.

ACP:
- push the VOR1 (VOR2) or ILS
pushbutton switch.
In the loudspeakers, you can hear the

Morse code signal from the station set.

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Feb 01/96
5. Close-up
________
Subtask 34-51-00-860-051
(2) On the RMP, set the ON/OFF switch to OFF.
(3) On the ACP, release the VOR1 (VOR2) or ILS pushbutton switch.
(Ref. TASK 24-41-00-862-002).
items.

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Page 509
Feb 01/96
TASK 34-51-00-720-001
_______
1. __________________
Reason for the Job
Make sure that the system operates correctly.
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
DME ground test unit
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
34-10-00-860-002
34-10-00-860-004
34-10-00-860-005
34-51-00-991-001

External Power
Fig. 501

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Page 510
Feb 01/96
3. __________
Job Set-up
Subtask 34-51-00-860-052
(2) Install the DME ground test unit near the DME1 (DME2) antenna. To do
this, obey the operating instructions. Set the VOR/DME ground test
unit to ON.
(Ref. TASK 34-10-00-860-004).
(5) On the EFIS control sections of the FCU, set the mode selector
switches to ROSE or ARC.
(6) On the FCU, set the ADF/VOR selector switches to VOR.
(7) On the center pedestal, on the RMP1 and RMP2, set the ON/OFF selector
switches to ON.
Subtask 34-51-00-865-054
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/VOR/DME/RMI
12FN
F13
Subtask 34-51-00-865-055
tagged
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/DME/1
1SD1
G14
121VU COM NAV/DME/2
1SD2
K06

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Page 511
May 01/99
4. Procedure
_________
Subtask 34-51-00-720-050
A. DME Reception and Identification Test
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------R
R
R

- set the VOR/DME1 (VOR/DME2)
test frequency of the ground
test unit
(Ref. Fig. 501/TASK 34-51-00991-001)
- close the circuit breaker 1SD1
(1SD2).
On the CAPT and F/O NDs, on the left

(right) side:
- the DME1 (DME2) flag goes out of
view.
- the horizontal dashs come into view.
On the VOR/ADF/DME RMI, in the left

(right) window:
- the horizontal dashs come into view.
R
R

IDENT signal on.

ACP:
R
R
- push the VOR1 (VOR2) pushbutton

switch
You can hear the identification signal

in the loudspeaker.
- adjust the volume to the volume

you need.
Do the adjustment slowly and

continuously. There is no unwanted
noise.
- push the ON VOICE pushbutton

switch.
The audio signal in the loudspeaker

stops.

IDENT signal off.

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Page 512
Nov 01/01
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------6. On the ground test unit:
- set a DME1 (DME2) range of 5
NM.
On the left (right) side of the CAPT

and F/O NDs:
- the range 5.0 comes into view .
On the VOR/ADF/DME RMI, in the left

(right) window:
- the range 5.0 comes into view.
- set a range of 270 NM.
R
R
R

IDENT signal on.

ACP:
- release the ON VOICE pushbutton
switch.
On the ND and the VOR/ADF/DME RMI:

- the range 270.0 comes into view.
You can hear the audio signal in the

loudspeaker.

ATC control unit:
- set the AUTO/ON/STBY switch to
ON.
On the CAPT and F/O NDs and the

VOR/ADF/DME RMI:
- the DME1 (DME2) indication does not
change.
In the loudspeaker :
- the audio signal does not change.

STBY.
R
R

IDENT signal off.

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Page 513
Nov 01/01
5. Close-up
________
Subtask 34-51-00-860-053
(2) On the center pedestal, on the RMP, set the ON/OFF switch to OFF.
(3) De-energize the DME ground test unit.
(Ref. TASK 24-41-00-862-002).
items.

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Page 514
Nov 01/01
ANTENNA - DME (3SD1,3SD2) - REMOVAL/INSTALLATION

________________________________________________
TASK 34-51-11-000-002
Removal of the DME Antenna (3SD1, 3SD2)
_______
DO NOT SMOKE.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
blanking caps
nonmetallic scraper
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-51-11-991-002
Fig. 401

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Page 401
Feb 01/96
3. __________
Job Set-up
Subtask 34-51-11-865-052
IDENT. LOCATION
------------------------------------------------------------------------------FOR 3SD1
49VU NAV/DME/1
1SD1
G14
FOR 3SD2
121VU COM NAV/DME/2
1SD2
K06
4. Procedure
_________
(Ref. Fig. 401/TASK 34-51-11-991-002)
Subtask 34-51-11-020-050
A. Removal of the DME Antenna
(3) Put the antenna (4) away from the fuselage (1).
(4) Disconnect the coaxial connector (2).
(7) Remove and discard the O-ring seal (6).

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Feb 01/96
DME Antenna
Figure 401/TASK 34-51-11-991-002

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Page 403
Feb 01/96
TASK 34-51-11-400-002
Installation of the DME Antenna (3SD1, 3SD2)
_______
DO NOT SMOKE.
_______
IF YOU DO:
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
lint-free cloth
masking tape
nonmetallic scraper

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Page 404
Feb 01/96
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------Material No. 05-013
D
TV-53-3507/73
Material No. 07-001B

R
Material No. 09-016

Material No. 09-019
Material No. 11-003
Material No. 16-003

(Ref. 20-31-00)
CLASS B
(Ref. 20-31-00)
USA AMS 3267/3
(Ref. 20-31-00)
USA TT-M-261
F
ASNB70720
C. Expendable Parts
|IPC-CSN
------------------------------------------------------------------------------6
O-ring seal
34-51-11 01 -010
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------20-28-00-912-005
34-51-00-710-001
34-51-00-720-001
51-76-11-300-001
34-51-11-991-002

Fig. 401

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Nov 01/02
3. __________
Job Set-up
Subtask 34-51-11-865-053
tagged
IDENT. LOCATION
------------------------------------------------------------------------------FOR 3SD1
49VU NAV/DME/1
1SD1
G14
FOR 3SD2
121VU COM NAV/DME/2
1SD2
K06
4. Procedure
_________
(Ref. Fig. 401/TASK 34-51-11-991-002)
_______
- GET MEDICAL AID.
_______
MATERIAL.
Subtask 34-51-11-420-050
A. Installation of the DME Antenna
(Material No. 11-003) and a nonmetallic scraper.
____
with a lint-free cloth.
NOTE : Make sure that the antenna attachment screw-head recesses have
____
the screw holes and the hole for the antenna connector.

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(4) Apply SPECIAL MATERIALS (Material No. 05-013) on the antenna (4)
mount and on the fuselage (1).
(5) Apply SEALANTS (Material No. 09-019) on the antenna (4) mount and on
the fuselage (1) (Ref. TASK 51-76-11-300-001).
NOTE : Make sure that there is no sealant in the screw holes.
____
(7) Install the new O-ring seal (6).
(8) Connect the coaxial connector (2) to the antenna (4).
(9) Put the antenna (4) in position on the fuselage (1).
(11) Remove the sealant which is not necessary with a nonmetallic scraper.
(Ref. TASK 20-28-00-912-005).
antenna (4) (Ref. TASK 51-76-11-300-001).
(14) Apply SEALANTS (Material No. 09-016) on the heads of the screws (5).
(15) Make the contour of the screws (5) and the antenna (4) smooth.
R
R
(17) Apply PAINTS FOR DETAIL (INTERNAL AND EXTERN AL) (Material No. 07001B) to the sealant on the head of the screws (5).
Subtask 34-51-11-865-054
breaker(s):
FOR 3SD1
1SD1
FOR 3SD2
1SD2

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Page 407
May 01/99
Subtask 34-51-11-720-050
C. Do the functional test of the DME with tool (Ref. TASK 34-51-00-720-001)
or the operational test of the DME without tool (Ref. TASK 34-51-00-710001).
5. Close-up
________
Subtask 34-51-11-410-050
items.

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Page 408
Feb 01/96
INTERROGATOR - DME (2SD1,2SD2) - REMOVAL/INSTALLATION

_____________________________________________________
TASK 34-51-33-000-001
Removal of the DME Interrogator (2SD1,2SD2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
blanking caps
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-51-33-991-001
Fig. 401
3. __________
Job Set-up
Subtask 34-51-33-865-050
IDENT. LOCATION
------------------------------------------------------------------------------FOR 2SD1
49VU NAV/DME/1
1SD1
G14
FOR 2SD2
121VU COM NAV/DME/2
1SD2
K06

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Page 401
Feb 01/96
Subtask 34-51-33-010-050
B. Get Access
R
128.
4. Procedure
_________
(Ref. Fig. 401/TASK 34-51-33-991-001)
Subtask 34-51-33-020-050
A. Removal of the DME Interrogator
(3) Pull the DME interrogator (1) on its rack (3) to disconnect the
(4) Remove the DME interrogator (1) from its rack (3).

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Page 402
Feb 01/98
DME Interrogator
Figure 401/TASK 34-51-33-991-001

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Page 403
Feb 01/98
TASK 34-51-33-400-001
Installation of the DME Interrogator (2SD1,2SD2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------R
34-51-00-710-001
52-41-00-410-002
34-51-33-991-001

Fig. 401
3. __________
Job Set-up
Subtask 34-51-33-860-050
824 in zone 128.

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Subtask 34-51-33-865-051
tagged
IDENT. LOCATION
------------------------------------------------------------------------------FOR 2SD1
49VU NAV/DME/1
1SD1
G14
FOR 2SD2
121VU COM NAV/DME/2
1SD2
K06
4. Procedure
_________
(Ref. Fig. 401/TASK 34-51-33-991-001)
Subtask 34-51-33-420-050
A. Installation of the DME Interrogator
correct condition.
(5) Install the DME interrogator (1) on its rack (3).
(6) Push the DME interrogator (1) on its rack (3) to connect the
Subtask 34-51-33-865-052
breaker(s):
FOR 2SD1
1SD1
FOR 2SD2
1SD2

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Subtask 34-51-33-710-050
C. Do the operational test of the DME (Ref. TASK 34-51-00-710-001).
5. Close-up
________
Subtask 34-51-33-860-051
items.
Subtask 34-51-33-410-050
B. Close Access
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ATC/MODE S (SELECT) - DESCRIPTION AND OPERATION

_______________________________________________
1. _______
General
The Air Traffic Control (ATC) system is based on the replies provided by the
airborne transponders in response to interrogations from the ATC secondary
radar.
The ground ATC secondary radar uses technics which provide the air traffic
control with information that cannot be acquired by the primary radar.
This system enables to distinguish between aircraft and to maintain
effective ground surveillance of the air traffic.
The system provides the air traffic controllers with :
- Mode A : transmission of aircraft identification or,
- Mode C : transmission of aircraft barometric altitude or,
- Mode S : aircraft selection and transmission of flight data for the ground
surveillance.
The mode S is fully compatible with the other modes, A and C.
The mode S bas been designed as an evolutionary addition to the ATC system
to provide the enhanced surveillance and communication capability required
for air traffic control automation.
NOTE : The ATC/mode S will be able to provide the Traffic Collision
____
Avoidance System (TCAS) with the aircraft address.
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2. Component
__________________
Location
(Ref. Fig. 001)
------------------------------------------------------------------------------FIN
|
ATA
|
|
|
| DOOR |
REF.
------------------------------------------------------------------------------1SH1
XPDR-ATC/MODE S, 1
81VU 127 824
34-52-33
1SH2
XPDR-ATC/MODE S, 2
82VU 128 824
34-52-33
7SH1
ANTENNA-ATC BOTTOM, 1
127
34-52-11
7SH2
ANTENNA-ATC BOTTOM, 2
128
34-52-11
7SH3
ANTENNA-ATC TOP, 1
224
34-52-11
7SH4
ANTENNA-ATC TOP, 2
223
34-52-11
3SH
CTL UNIT-ATC/TCAS
11VU 211 831
34-52-12

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ATC - Component Location

Figure 001

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3. __________________
System Description
A. Principle
(Ref. Fig. 002)
An airborne transponder provides coded reply signals in response to
interrogation signals from the ground secondary radar and from aircraft
which will be eventually equipped with the TCAS.
This ground interrogation is transmitted in the form of pair of pulses P1
and P3 for the mode A or C and in the form of pulses P1, P3 and P4 for
the mode S.
The decoding of the time between the interrogation pulses determines the
operating mode of the transponder :
- mode A (identification)
- mode C (altitude range)
- mode S (flight data)
The interrogation frequency is 1030 MHz.
The reply frequency is 1090 MHz.
The system is provided with four antennas :
- two antennas are located at the upper part of the fuselage
- two antennas are located at the lower part of the fuselage.
According to the aircraft configuration, the transponder selects the
antennas (lower or upper) which receive the best transmission signal
from the ground ATC secondary radar.
(Ref. Fig. 003)
The ATC comprises two independent systems. Each system consists of:
- one transponder 1SH1 (1SH2),
- two antennas 7SH1,7SH3 (7SH2,7SH4),
- one ATC/TCAS control unit 3SH common to the two systems.
In addition, the Centralized Fault-Display Interface-Unit (CFDIU) 1TW
enables access to the maintenance part of the ATC system through one
Multipurpose Control and Display Unit (MCDU) 3CA1 (3CA2).
(Ref. Fig. 004)
C. Warning
The warning related to the ATC is only the FAULT or FAIL indicator light
of the ATC control unit : when the system is faulty, the amber FAULT or
FAIL indicator light comes on.
4. Power
____________
Supply
Energization of each system is through :
- 115VAC ESS BUS SHEDDABLE 801XP via circuit breaker 5SH1 for system 1.
- 115VAC BUS 2 204XP via circuit breaker 5SH2 for system 2.
Energization of the ATC control unit is through the two circuit breakers
5SH1 and 5SH2.
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IDENT. LOCATION
------------------------------------------------------------------------------49VU COM NAV/ATC/1
5SH1
G11
121VU COM NAV/ATC/2
5SH2
K07

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ATC - Principle
Figure 002

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ATC - Block Diagram

Figure 003

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ATC - Control & Indicating

Figure 004

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5. _____________________
A. ATC Transponder
(Ref. Fig. 005)
The face of the transponder is fitted with a handle, two attaching
parts, a TEST pushbutton switch and six LEDs.
The name, color and function of the six LEDs are as follows:
- TPR PASS (green) indicates that no faults are detected during the
reply.
- TPR FAIL (red) indicates fault of ATC function.
- UPPER ANT (red) indicates that the upper antennas are incorrectly
connected or are failed.
- LOWER ANT (red) indicates that the lower antennas are incorrectly
connected or are failed.
- ALT (red) indicates that the altitude is not in correct format.
- CTL (red) indicates that the control input is not in correct
format.
The back of the transponder contains an ARINC 600, shell size
via mount.
(2) Principle of operation
(Ref. Fig. 003)
Each ground interrogator transmits its interrogations at the
frequency of 1030 MHz in the form of a series of two pulses.
Depending on the pulse intervals and numbers, they define four
different interrogation modes:
- Mode A interrogations
- Mode C interrogations
- Mode S all call interrogations
- Mode S interrogations.
After receiving these pulses, the TPR 720 transponder identifies
and decodes the interrogations. Depending on the detected
interrogation mode, the TPR 720 transponder transmits the
identification of the aircraft or its barometric altitude. The
transponder is provided with the Mode S Data Link capability. The
transmission of the replies to the ground takes place on a carrier
frequency of 1090 MHz.

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ATC - Transponder
Figure 005

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(a) Interrogations
(Ref. Fig. 002)
Four classes of interrogations are transmitted by the ground
interrogator, they are:
1
_
Mode A or C interrogations
A mode A or C interrogation consists of two pulses labelled P1
and P3. These pulses are transmitted by the directional
antenna of the Secondary Surveillance radar (SSR) and spaced
accordind to the SSR mode of operation. A control pulse P2 is
radiated by the omnidirectional antenna of the SSR two
microseconds after the pulse P1 is transmitted from the
directional antenna of the SSR.
Amplitude of pulses P1 and P3 varies according to the position
of the directional antenna. P1 and P3 are at higher amplitude
than P2 when the aircraft flies in the antenna main beam.
Amplitude of the pulse P2, also called side lobe suppression
pulse, is constant whichever the position of the
omnidirectional antenna.
The aircraft receives the P1 pulse at a higher amplitude than
P2. The aircraft transponder detects this amplitude difference
and determines the interrogation to be a valid interrogation.
When the transponder detects that P2 is within 6 dB of P1, in
amplitude, it determines that the interrogation is not valid.
2
_
Mode S all call interrogation

(Ref. Fig. 006)
A mode S all call interrogation consists of three pulses
labelled P1, P3 and P4. They are transmitted by a directional
antenna. A control pulse P2 (Side Lobe Suppression Pulse) is
transmitted following P1 by an omnidirectional antenna.
The detection of pulse P1, P2 and P3 is the same as for mode A
or C interrogation.
The transpondeur initiates a reply until the presence of the
pulse P4 is detected. Upon detection of the pulse P4, the
reply is terminated. If the width of the pulse P4 is 0.8
microseconds (mode A or mode C only all-call), no reply is
transmitted. If the width of the pulse is 1.6 microseconds
(mode S all-call), a mode S reply is generated 128
microseconds after the leading edge of the pulse P4.
3
_
Mode S interrogation
(Ref. Fig. 007)
A mode S interrogation consists of a preamble followed by a
data block.
The preamble consists of two equal transmitted pulses labelled
P1 and P2 and spaced by two microseconds.

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ATC - Mode S All Call Pulse Characteristics

Figure 006

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ATC - Mode S Pulse Characteristics

Figure 007

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The data block consists of a single pulse P6 with a synchro

phase reversal modulation.
Pulse P6 duration : short 15.5 microseconds,
long 29.5 microseconds,
Data block : 56 or 112 bits.
The pulse P5, which is radiated by the omnidirectional antenna
may be overlaid on P6 by the ground interrogator as a side
lobe suppression (SLS) signal in any mode S interrogation. The
pulse P5 is spaced 0.4 microsecond from the synchro phase
reversal.
(b) Encoded reply
1
_
Mode A or C reply
A mode A or C reply consists of two framing pulses F1 and F2,
separated by a 20.3 microseconds time interval. The encoding
of the reply is done by means of the presence (1) or absence
(0) of 13 reply pulses (12 pulses plus X pulse).
2
_
Mode S all call reply

A mode S all call reply consists of a four-bit preamble
followed by a data block.
The data block contains 56 position modulated pulses.
3
_
Mode S reply
A mode S reply occurs after a mode S interrogation or a mode S
all call interrogation (P4 duration 1.6 microseconds).
A mode S reply consists of a four-bit preamble followed by a
data block. The data block contains 56 (short) or 112 (long)
position modulated pulses.
4
_
Mode S message content

The minimum data link transponder supports all surveillance
functions, in addition to bidirectional air-to-air data
exchange, ground-to-air data uplink (Comm A), air-to-ground
data downlink (Comm B), and multisite message protocol. In
addition, the transponder is capable of receiving Extended
Length Messages (ELMs) from the ground. ELMS are received in
the Comm C format. ELM transmittals to the ground use the Comm
D format. (Note: Comm C and Comm D are future applications).
All discrete Mode S interrogations and replies (except the
all-call reply) contain the 24-bit discrete address of the
Mode S transponder upon which 24 error detection parity check
bits are overlaid. In the all-call reply, the 24 parity check
bits are overlaid on the Mode S interrogation address and the
transponders? discrete address is included in the text of the
reply.

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The main function of Mode S is surveillance. To accomplish

this function, the Mode S transponder uses the 56-bit
transmissions (in each direction). In the 56-bit
transmissions, the aircraft reports its altitude or ATCRBS
4096 code, and the flight status (airborne, on-ground, alert,
Special Position Identification (SPI), etc.
The discrete addressing and digital encoding of Mode S
transmissions permit their use as a digital data link. The
interrogation and reply formats of the Mode S system contain
sufficient coding space to permit the transmission of data.
These data transmissions may be used for air traffic control
purposes, air-to-air data interchange for collision avoidance,
or to provide flight advisory services such as weather
reports, or Automated Terminal Information System (ATIS).
Most Mode S data link transmissions will be handled as one
56-bit message included as part of a long 112-bit
interrogation or reply.
These transmission include the message in addition to the
surveillance data.
Longer messages are transmitted using the Extended Length
Message (ELM) capability. The ELM is capable of transmitting
up to sixteen 80-bit message segments, either ground-to-air or
air-to-ground. The ELM can be acknowledged with a single reply
or interrogation. ELMs uplinked need not be replied to
individually, but can be acknowledged in a reply containing a
summary of the received interrogations.
ELMs do not contain surveillance data.
The following table gives the definition of uplink format
message fields:

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------------------------------------------------------------------------------| DESIGNATOR |
FIELD
|
INDICATION
|
------------------------------------------------------------------------------|
AP
| address parity | 24-bit address and parity overlaid
|
|
|
|
|
|
AQ
| acquisition
| differentiates acquisition from non-acquisi- |
|
|
| tion interrogations
|
|
|
|
|
|
DI
| designator
| identifies the coding contained in the SD
|
|
| identification | field
|
|
|
|
|
|
II
| interrogator
| identifies the interrogator
|
|
| identification |
|
|
|
|
|
|
MA
| message
| 56-bit MA field contains messages directed
|
|
| Comm A
| to the A/C
|
|
|
|
|
|
MC
| message
| 80-bit MC field contains one segment of a
|
|
| Comm C
| sequence of segments transmitted in ELM mode. |
|
|
|
|
|
MU
| message
| 56-bit MU messages contains information used |
|
| Comm U
| in air-to-air exchanges
|
|
|
|
|
|
NC
| number of C
| number of segments transmitted in ELM mode
|
|
| segments
|
|
|
|
|
|
|
PC
| protocol
| operating commands of the transponder
|
|
|
|
|
|
PR
| probability
| contains commands to the transponder to
|
|
| of reply
| specify the reply probability to the mode S
|
|
|
| only all-call interrogations (Allows
|
|
|
| operators to acquire closely spaced A/C).
|
|
|
|
|
|
RC
| reply
| designates the transmitted segment as initial,|
|
| control
| intermediate or final
|
|
|
|
|
|
RL
| reply
| indicates if message is short or long
|
|
| length
|
|
|
|
|
|
|
RR
| reply
| length and content of the reply information
|
|
| request
| requested by the interrogator
|
|
|
|
|
|
SD
| special
| contains control codes affecting the link
|
|
| designator
| protocol
|
-------------------------------------------------------------------------------

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The table below gives the definition of downlink format

message fields:
------------------------------------------------------------------------------| DESIGNATOR |
FIELD
|
INDICATION
|
------------------------------------------------------------------------------|
AA
| address
| contains the A/C mode S address
|
|
| announced
|
|
|
|
|
|
|
AC
| altitude
| information containing the A/C altitude
|
|
| code
|
|
|
|
|
|
|
AP
| address
| 24-bit address and parity overlaid
|
|
| parity
|
|
|
|
|
|
|
CA
| transponder
| reports transponder capability
|
|
| capability
|
|
|
|
|
|
|
DR
| downlink
| requests extraction of downlink messages from |
|
| request
| the transponder by the interrogator
|
|
|
|
|
|
FS
| flight
| flight status
|
|
| status
|
|
|
|
|
|
|
ID
| identification | contains the Mode A identification code
|
|
|
|
|
|
MB
| message
| 56-bit MB field contains the message
|
|
| Comm B
| transmitted to the interrogator
|
|
|
|
|
|
MD
| message
| 80-bit MD field contains one segment of a
|
|
| Comm D
| sequence of segments in the ELM Mode
|
------------------------------------------------------------------------------(3) Operation
(Ref. Fig. 008)
(a) Introduction
The TPR 720 ATC mode S transponder is a mode Select transponder
capable of operating with ATC Radar Beacon System interrogators,
as well as mode S interrogators. The TPR 720 is also designed to
accept two antenna inputs for diversity operation. Diversity
operation in a mode S transponder is an added feature to improve
air to air surveillance as part of a collision avoidance system.
An additional feature of a mode S transponder is the ability to
send and receive data link messages via the reply and
interrogation mode S message formats.

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ATC Transponder - Simplified Block Diagram

Figure 008

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(b) Simplified theory

The TPR 720 consists of five principal assemblies: the
transmitter, the receiver, the I/O and processor circuit card,
the rear interconnect, and the power supply.
Input signal (1030 MHz interrogations/uplinks) are received at
one or both of the antennas. Each received antenna signal is
pulse demodulated and sent to the processing circuits, where the
diversity selection is made. The diversity selection determines
which receiver provides the stronger (or first) signal. The
selected received signal is then applied through a demodulator
circuit to the processing circuits. The processing circuits
determine if the interrogation is an ATC Radar Beacon System
interrogation, a mode S interrogation addressed to the particular
aircraft, or a mode S interrogation addressed to another
aircraft. Depending upon the type of the interrogation, the
processing circuits determine the proper reply (if one is
required) and send the appropriate reply through a message
processing circuit to the diversity switching circuits. The
diversity switching circuits select the antenna that the reply
will be transmitted through. The reply message is transmitted
through the same antenna from which the selected received signal
originated.
The I/O circuit is an interface circuit to receive serial ARINC
429 data, the 24 bit address input, the code altitude input and
various discretes. The CPU provides the link between the I/O and
the signal processing circuits.
(c) Outputs
The discrete output from transponder is :
------------------------------------------------------------------------------NAME
ELECTRICAL LEVEL
TO
SIGNAL STATUS
------------------------------------------------------------------------------LAMP B FAULT
OC/5VDC
CTL UNIT - ATC
5VDC = FAULT
------------------------------------------------------------------------------R
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B. Control Unit
(Ref. Fig. 009)
The processor based unit conforms to the ARINC 718 specification. The
face is integrally lit by clear 5V lamps and features:
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(1) In ATC mode

- a liquid crystal display window, in which the identification code
is displayed
- an ATC FAIL indicator light
- an IDENT pushbutton switch which is used to generate additional
identification pulses in the reply signal

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R
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ATC/TCAS - Control Unit

Figure 009

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- two double control knobs to select the four-digit transmit code

The code range is 0000 to 7777.
- an ALT RPTG/OFF switch which inhibits altitude information when in
the OFF position
- a SYS/1/2 switch which enables the selection of the ATC 1 or ATC 2
system
- an ON/AUTO/STBY switch which:
* when in ON position, transmits the answers of the selected
transponder when the aircraft is in flight or on the ground
* when in AUTO position, transmits the answers only when the
aircraft is in flight
* when in STBY position, inhibits the answers.
The processor controls the function of the unit and:
- converts the identification code selected into ARINC 429 format
transmission to the transponder
- provides selected code data to drive the liquid crystal display
- activates the appropriate light when a fault signal is received.
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(2) In TCAS mode

- a TA/RA/TA/STBY switch:
* STBY position: the advisory generation and surveillance functions
are inhibited.
* TA position: the intruders are displayed acccording to their
position in the airspace. The RA type intruder symbols are
converted into TA type symbols.
* TA/RA position: 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.
NOTE : The TCAS system is described in 34-43.

____
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C. Antenna
(Ref. Fig. 010)
The L-band antenna is a short stub, all aluminum blade type which is
completely sealed to prevent failure from moisture incursion.
It is vertically polarized, has an impedance of 50 ohms, a Voltage
Standing Wave Ratio (VSWR) of 1,5 : 1 and operates in the 960 MHz to 1220
MHz frequency band. Lightning protection is provided to prevent damage to
the antenna and the transponder.
Four antennas must be provided on the aircraft. The desire for improved
upper hemisphere coverage usually leads to a choice of upper and lower
mounting locations for the transponder antennas on the aircraft.

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ATC - Antenna
Figure 010

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6. Operation
_________
A. Control
(Ref. Fig. 004)
(1) In normal operation, you select the ATC 1(2) through the ATC 1/2
selector switch on the control unit in either position 1 or 2.
A switch ST/BY/AUTO/ON enables the functions given below :
- in ST/BY position: the two transponders are electrically supplied
but do not operate
- in AUTO position: the selected transponder operates in flight but
operates only in mode S on ground
- in ON position: the selected transponder operates when the aircraft
is in flight or on ground.
- in ST/BY position : the answers of the two transponders are
inhibited
- in AUTO position : the selected transponder answers are
automatically inhibited when the aircraft is on the ground
- in ON position : the selected transponder answers are valid when
the aircraft is in flight or on the ground.
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(2) Upon energization of the aircraft or modification of system

selection, the last ATC code selected is displayed before the new
code selection. This code comes into view on the display window of
the control unit. When you set the ALT RPTG/OFF switch to ALT RPTG,
the altitude information transmission of the selected transponder is
enabled.
(3) When you push the IDENT pushbutton switch (ON configuration), this
generates an additional identification pulse in the reply signal.
(4) With failure of the ATC control unit, the transponder continues to
transmit the last displayed code. No new code selection is possible.
(5) In addition, a suppressor coaxial connects the ATC tranponders to the
Distance Measuring Equipment (DME) interrogators. This prevents
transmission from one system while the other is in reception mode.
This is necessary because the ATC and the DME systems operate on the
same frequency range.
(Ref. Fig. 004)
In normal configuration, each ATC receives the altitude information from
its corresponding Air Data/Inertial Reference Unit (ATC1 from ADIRU1,
ATC2 from ADIRU2).
With failure of the ADIRU corresponding to the serviceable transponder,
the pilot can select the altitude information from the ADIRU 3. This

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selection is through the AIR DATA selector switch installed on panel 8VU
on the center pedestal.
7. Test
____
A. Maintenance Test
(Ref. Fig. 011)
It is possible to do the maintenance tests with the centralized
fault-display system (CFDS).
The primary components of the CFDS are :
- the Multipurpose Control and Display Unit (MCDU)
- the Centralized Fault Display Interface Unit (CFDIU)
- the Built-In Test Equipment (BITE) internal to the ATC transponder.
It is possible to perform these tests on the ground only.
To get the ATC 1(2) page on the MCDU:
- select of the SYSTEM REPORT/TEST item on the CFDS menu
- then, push the line key adjacent to the ATC 1(2) indication on the NAV
menu.
The test sequence starts when you push the line key adjacent to the TEST
indication on the ATC 1(2) page.
After the INTERFACE TEST selection, the message : PLEASE CHECK IF THE
CONTROL PANEL SWITCH IS ON SYSTEM (1 OR 2) AND PRESS TEST KEY is
displayed on the MCDU.
B. Power-up Tests Initialization and Cockpit Repercussions
- A/C configuration: whatever the A/C configuration on ground
(2) Duration of power-up tests: 3 s approx.
- Tests pass: none
- Tests failed: on the ATC control unit, FAULT or FAIL indicator
light comes on or F indication appears on the display (depending on
the type of the control unit).

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Page 22
May 01/03
ATC - Maintenance Test Procedure

Figure 011

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Page 23
Feb 01/96
ATC - ADJUSTMENT/TEST
_____________________
TASK 34-52-00-740-004
_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-32-00-860-010
34-10-00-860-002

External Power
Page
3. __________
Job Set-up
R
Subtask 34-52-00-860-089
R
R
R
R
switches to NAV (Ref. TASK 34-10-00-860-002).
R
R
R
R
(3) On the center pedestal, on the ATC/TCAS control unit, set :

- the ATC system 1(2) on.
- the ALT RPTG/OFF switch to OFF.
- the AUTO/ON/STBY switch to AUTO.

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Page 501
May 01/03
Subtask 34-52-00-860-086
B. On the center pedestal, on one MCDU, get the SYSTEM REPORT/TEST/NAV page
then push the NEXT PAGE function key.
(Ref. TASK 31-32-00-860-010)
Subtask 34-52-00-865-055
IDENT. LOCATION
------------------------------------------------------------------------------49VU COM NAV/ATC/1
5SH1
G11
121VU COM NAV/ATC/2
5SH2
K07
4. Procedure
_________
Subtask 34-52-00-740-054
A. BITE Test of the ATC
R
R
R
------------------------------------------------------------------------------ACTION
RESULT
-------------------------------------------------------------------------------
On the MCDU:
On the MCDU:
R
R
R
- on the NAV page, push the line key

adjacent to the ATC1 (ATC2)
indication.
- the ATC page comes into view.
R
R
R

TEST indication.
On the ATC/TCAS control unit:

- the ATC FAULT or FAIL indicator light
comes on during 2 seconds approx.
R
R

the TEST OK indication comes into view.

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Page 502
May 01/03
5. Close-up
________
Subtask 34-52-00-860-090
R
R
(1) On the ATC/TCAS control unit, set the master switch to the standby
position.
R
R
switches to OFF.
R
R
R
R

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

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Page 503
May 01/03
TASK 34-52-00-710-003
_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
34-10-00-860-002
34-10-00-860-005

External Power
3. __________
Job Set-up
Subtask 34-52-00-860-080
(3) On the center pedestal, on the ATC/TCAS control unit, set:
- the ALT RPTG/OFF switch to ALT RPTG.
- the ON/AUTO/STBY switch to AUTO.

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Subtask 34-52-00-865-054
IDENT. LOCATION
------------------------------------------------------------------------------49VU COM NAV/ATC/1
5SH1
G11
121VU COM NAV/ATC/2
5SH2
K07
4. Procedure
_________
Subtask 34-52-00-710-055
A. Transmission Test
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------On the ATC/TCAS control unit:
- set the AUTO ON/STBY switch to ON.

stays off.
- set the AUTO ON/STBY switch to

STBY.

- the display stays on.
5. Close-up
________
Subtask 34-52-00-860-062
(1) Do the ADIRS Stop Procedure (Ref. TASK 34-10-00-860-005).
(Ref. TASK 24-41-00-862-002).
items.

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Page 505
May 01/03
TASK 34-52-00-720-004
Functional Test of the Altitude Reporting Function
NOTE : You must do this test very quickly to prevent interference with air
____
traffic, specially if the aircraft is in the open air. If the test is
long you must tell the nearest airport of this test.
1. __________________
Reason for the Job
R

Functional Test of the Altitude Reporting Function.
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
ATC ground test unit
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
34-10-00-860-002
34-10-00-860-005
34-13-00-710-004

External Power
Operational Test of the ALT DYNAMIC SLEW TEST
3. __________
Job Set-up
Subtask 34-52-00-860-088

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Page 506
May 01/03
(3) Install the ATC ground test unit in the cockpit.

Put the antenna of the ATC ground test unit at 50 cm (approx. 2 ft)
from the ATC antennas.
Connect the antenna to the ATC ground test unit.
(4) On the SWITCHING panel 8VU, make sure that the AIR DATA selector
switch is at NORM.
(5) On the center pedestal, on the ATC/TCAS control unit:
- set the ATC system 1(2) on.
- set the ALT RPTG/OFF switch to OFF.
- set the AUTO/ON/STBY switch to ON.
- make sure that the display does not show an emergency code: 7500,
7600 or 7700.
(6) On the panel 13VU, on the CAPT and F/O EFIS control sections of the
FCU, make sure that the baro displays show STD.
(7) Do the operational test of ALT DYNAMIC SLEW TEST (Ref. TASK 34-13-00710-004) to simulate an altitude of 23,458 ft.
On the MCDU, enter 0/23 458 as SLEW LIMITS and push the line key
adjacent to the UP (START SLEW) indication to start the test.
Subtask 34-52-00-865-056
IDENT. LOCATION
------------------------------------------------------------------------------49VU COM NAV/ATC/1
5SH1
G11
121VU COM NAV/ATC/2
5SH2
K07

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INTENTIONALLY BLANK

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Page 508
May 01/03
4. Procedure
_________
Subtask 34-52-00-720-061
A. Functional Test of the Altitude Reporting Function
R
R
R
------------------------------------------------------------------------------ACTION
RESULT
-------------------------------------------------------------------------------
R
R
R
1. On the ATC/TCAS control unit:
R
R
R
R
- set the ALT RPTG/OFF switch to

ALT RPTG.
R
R
R
R

is off.
On the ATC ground test unit, the
display shows the standard altitude of
approx. 23,458 ft or equivalent and the
last code set.
The difference between the altitude
shown on CAPT and F/O PFDs and that
shown on the ATC ground test unit must
not be more than 125 ft.
R
R

STBY.

- the display stays on.
5. Close-up
________
Subtask 34-52-00-860-059
(1) Disconnect the ATC ground test unit.
(Ref. TASK 24-41-00-862-002).
items.

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Page 509
May 01/00
TASK 34-52-00-720-005
Functional Test of the ATC/Mode S Transponder
____
traffic, specially if the aircraft is in the open air. If the test is
long, you must tell the nearest airport of this test.
NOTE : For best test results, buildings, vehicles and other aircraft must not
____
be in the area of the main antenna lobe (approx 30 ft.).
1. __________________
Reason for the Job
R

NOTE : There are alternative methods for this procedure. This task gives one
____
of the methods. For the other method with a different Ground Test
Unit, refer to the other task in this page block.
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No
No
No
No
specific
specific
specific
specific
access platform
telescopic pole
T49 - ATC GROUND TEST UNIT (or equivalent)
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
32-00-00-860-001
32-00-00-860-002
34-10-00-860-002
34-10-00-860-005

External Power
Flight Configuration Precautions
Ground Configuration after Flight Configuration

R
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Page 510
May 01/03
3. __________
Job Set-up
Subtask 34-52-00-860-083
(Ref. TASK 24-41-00-861-002).
(3) On the center pedestal:
(a) On the ATC/TCAS control unit, set:
- the ATC code 5555 to keep the traffic interference to a
minimum.
- the ON/AUTO/STBY switch to ON.
(b) On the SWITCHING panel 8VU:
- make sure that the AIR DATA selector switch is at NORM.
Subtask 34-52-00-865-057
IDENT. LOCATION
------------------------------------------------------------------------------49VU COM NAV/ATC/1
5SH1
G11
121VU COM NAV/ATC/2
5SH2
K07
Subtask 34-52-00-480-050
C. Install the T49 - ATC GROUND TEST UNIT (or equivalent) in the cockpit.
(1) Connect the test antenna to the test unit.
(2) Put the test antenna near the ATC antenna for which you do the test
(approx. 2 ft.).
NOTE : Use an access platform or a telescopic pole to put the test
____
antenna near the ATC bottom antenna.

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Page 511
May 01/03
INTENTIONALLY BLANK

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Page 512
May 01/03
Subtask 34-52-00-860-073
D. Obey the applicable safety precautions before you open the LGCIU circuit
breakers (Ref. TASK 32-00-00-860-001).
Subtask 34-52-00-865-061
E. Open, safety and tag this(these) circuit breaker(s):
IDENT. LOCATION
1GA
C09
2GA
Q35
52GA
Q34
4. Procedure
_________
Subtask 34-52-00-720-051
A. Functional Test of the ATC/Mode S Transponder
NOTE : Do the test of the ATC bottom antenna 1(2) first.
____
Then, do the test of the ATC top antenna 1(2).
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the ATC ground test unit:
On the ATC ground test unit:
- set the ATCRBS/MODE S/TCAS/XPDR

TEST switch to XPDR TEST.
- push the TEST pushbutton switch
to start the operation of the
test set.
- the data display shows:

MODE S XPDR COM A/B
INTERROGATE TO TEST.
NOTE : You can also start the

____
same test procedure if you
push the INTERROGATE
pushbutton switch. At the
end of this test
procedure, a test message
shows the system status
but all the results given
below are not shown.

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Page 513
May 01/99
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- push the TEST pushbutton
switch.
ATCRBS/A
TESTING
and then,
ATCRBS/A
5555 XX% REPLY
(XX is a number which indicates the
local conditions of reception).
NOTE : You must do the steps that
____
follow in a fast sequence
to keep incorrect traffic
alarms to a minimum.
2. On the ATC/TCAS control unit:
- set the ALT RPTG/OFF switch to
ALT RPTG.
R
R
3. On the test unit:

- push the TEST pushbutton
switch.
On the test unit:

ATCRBS/C
TESTING
and then,
ATCRBS/C
Z,ZZZ ft XX% REPLY
(Z,ZZZ is a number which shows,
approximately, the local field
elevation).

switch.

ATCRBS/A MODE S ALL
TESTING
and then,
ATCRBS/A MODE S ALL
AIRCRAFT CODE XX% REPLY
(the aircraft code is on 6 digits).

switch.

ATCRBS/C MODE S ALL
TESTING
and then,
ATCRBS/C MODE S ALL
AIRCRAFT CODE XX% REPLY.

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------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- push the TEST pushbutton
switch.
ATCRBS/A ONLY
TESTING
and then,
ATCRBS/A ONLY
NO REPLY FROM XPDR.
switch.

ATCRBS/C ONLY
TESTING
and then,
ATCRBS/C ONLY
NO REPLY FROM XPDR.

switch.

MODE S SURV IDENTITY
TESTING
MODE S SURV ALTITUDE
TESTING
MODE S SURV SHORT
TESTING
and then:
MODE S SURV XX% REPLY
AIRCRAFT CODE (Make sure that the
code display agrees with the code ;S;
given to that aircraft - 6 digits)
APPROXIMATE LOCAL FIELD-ELEVATION.

switch.

UNDESIRED REPLIES
TESTING
and after a short time during which
the display flashes:
UNDESIRED REPLIES
NO REPLIES.

switch.

SQUITTER
TESTING
and then,
SQUITTER
PASS.
R
R
R

switch.

DIVERSITY
PASS
R
R

switch.

MAX TRUE AIRSPEED

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Page 515
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------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------GT 300 LE 600KTS
R
R
R
R
R
R

switch.

FLIGHT NO.
TESTING
and then,
FLIGHT NO.
12345678
R
R
R
R
R
R

switch.

PWR. RCVR. FREQ
TESTING
and then,
1090.2 MHZ
250W -75DBM
R
R
- At the end of the test, set the

LIGHTS/OFF switch to OFF.
- the display goes off.
5. Close-up
________
Subtask 34-52-00-860-051
- the AUTO/ON/STBY switch to STBY.
(3) On the test unit, set the OFF/LIGHTS switch to OFF.
(4) Remove the test antenna and the test unit.
Subtask 34-52-00-865-062
breaker(s):
1GA, 2GA, 52GA
Subtask 34-52-00-860-074
C. Do the ground configuration after the flight configuration (Ref. TASK 3200-00-860-002).

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Page 516
Nov 01/02
TASK 34-52-00-720-005- 01
Functional Test of the ATC/Mode S Transponder
____
traffic. If the test is long, you must tell the nearest airport of this
test.
NOTE : For best test results, buildings, vehicles and other aircraft must not
____
be in the area of the main antenna lobe (approx. 30 ft.).
1. __________________
Reason for the Job
R

2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
antenna shield
ATC-601 test set (version 2.22) or equivalent
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
34-10-00-860-002
34-10-00-860-005

External Power

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Page 517
May 01/03
3. __________
Job Set-up
Subtask 34-52-00-860-084
(Ref. TASK 24-41-00-861-002).
(3) On the center pedestal:
(a) On the ATC/TCAS control unit, set:
- the ATC code 5555 to keep the traffic interference to a
minimum.
- the AUTO/ON/STBY switch to ON.
(b) On the SWITCHING panel 8VU:
- make sure that the AIR DATA selector switch is at NORM.
Subtask 34-52-00-865-058
IDENT. LOCATION
------------------------------------------------------------------------------49VU COM NAV/ATC/1
5SH1
G11
121VU COM NAV/ATC/2
5SH2
K07
Subtask 34-52-00-480-051-A
C. Install the ATC-601 test set (version 2.22) or equivalent
(1) Make sure that the test set and the test antenna are in the correct
position:
- for the test of the bottom antenna:
10 ft. (3 m) approximately from this antenna,
- for the test of the top antenna:
in the line of sight of this antenna, at less than 200 ft. (60.95
m).
(2) Connect the test antenna to the test set with the coaxial cable.

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Page 518
May 01/03
R
R
(3) Put an antenna shield on the bottom antenna during the test of the
top antenna.
R
R
R
R
R
R
R
R
(4) On the test set:

- push the POWER key,
- push the SELF TEST key,
- push the RUN/STOP key and make sure that the test is satisfactory,
- push the SETUP key to record the antenna setup data in the SETUP
MENU:
. RANGE, HEIGHT, SELECTED antenna and GAIN read on the test
antenna.
4. Procedure
_________
Subtask 34-52-00-720-052
A. Functional Test of the ATC/Mode S Transponder.
NOTE : Do the test of the ATC top antenna 1(2) first with the antenna
____
shield on the bottom antenna.
Then, do the test of the ATC bottom antenna 1(2) without the
antenna shield.
Ignore the indications VS, RI, FS, DR, UM, CA, PI, MV, MB, because
they are not related to this test.
NOTE : For the AIRCRAFT CODE, make sure that the code display agree with
____
the code ;S; given to that aircraft - 6 digits.
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the test set:
- push the AUTO TEST key.
- push the RUN/STOP key to start
the operation of the test set.
The data display shows the TEST RUNNING

indication and asterisks on the bottom
line.
At the end of the test, the AUTO TEST PASSED, comes into view with these
indications:
MODE TESTED - A, C, S FREQ: 1090 (+/3) MHZ
MODE PASSED - A, C, S ERP: 54 (+/- 4)
dBm
MODE FAILED - . . . . MTL: -73 (+/4)dBm

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Page 519
Nov 01/99
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------DIVERSITY ISOLATION: more than or equal
to 20 dBm
Press RUN to start
2. To know the 19 available, push
the SELECT keys and push the
RUN/STOP key to start the test.
- push the right SELECT key until
the REPLY DELAY TEST menu page
comes into view.
On the REPLY DELAY TEST - PASSED page,

the results of the test come into view:
MODE S: 128.00 (+/- 0.25) microseconds
ITM A: 128.00 (+/- 0.25) microseconds
C: 128.00 (+/- 0.25) microseconds
ATC A: 3.00 (+/- 0.5) microseconds C:
3.00 (+/- 0.5) microseconds
Press run to start.
- push the right SELECT key.
On the REPLY JITTER TEST - PASSED page,

MODE S: XXX (less than or equal to
0.08) microseconds
ITM A: XXX (less than or equal to 0.1)
microseconds C: XXX (less than or equal
to 0.1) microseconds
ATC A: XXX (less than or equal to 0.1)
microseconds C: XXX (less than or equal
to 0.1) microseconds
Press run to start.
On the ATCRBS REPLY TEST - PASSED page,

F1 TO F2 SPACING A: 20.3 (+/- 0.10)
microseconds C: 20.3 (+/- 0.10)
microseconds
F1 PULSE WIDTH A: 0.45 (+/- 0.10)
microseconds
F2 PULSE WIDTH A: 0.45 (+/- 0.10)
microseconds
CODE= 5555 ALT= XX XXX FT
Press run to start.

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Page 520
Nov 01/99
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- push the right SELECT key.
On the SLS LEVEL TEST - PASSED page,
-9dB: REPLY
0dB: NO REPLY
Press run to start.
On the ATC ONLY ALL-CALL TEST - PASSED

page, the indication PASSED TEST comes
into view
Press run to start.
On the MODE S ALL-CALL TEST - PASSED

page, the indication ALL-CALL ADDRESS =
XXXXXX comes into view
Press run to start.
On the INVALID ADDRESS TEST - PASSED

page, the indication PASSED TEST comes
into view
Press run to start.
On the SPR ON/OFF TEST - PASSED page,

SPR ON : REPLY
SPR OFF : NO REPLY
Press run to start.
On the MODE S UF0 TEST - PASSED page,

these indications come into view:
DF 0 VS=X RI=X AC=XXXXX FT
ADDRESS=XXXXXX
Press run to start.

DF 4 FS=X DR=XX UM=XX AC=XXXXX FT
ADDRESS=XXXXXX
Press run to start.

DF 5 FS=X DR=XX UM=XX ID=5555
ADDRESS=XXXXXX
Press run to start.

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Page 521
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------------------------------------------------------------------------------ACTION
RESULT
DF 11 CA=X AA=XXXXXX PI=XXXXXX
Press run to start.

DF 16 VS=X RI=X AC=XX XXX FT
MV=XXXXXXXXXXXXXX ADDRESS=XXXXXX
(If TCAS is not installed or is in
standby mode, the only NO REPLY
indication comes into view).
Press run to start.

ignore the results.

ignore the results.
On the SQUITTER TEST - PASSED page,

PERIOD = X.XX SECONDS (PERIOD is 0.8 s
to 2.4 s)
TAIL NUMBER = XXXXXX
SQUITTER ADDRESS=XXXXXX
Press run to start.
On the FREQUENCY TEST - PASSED page,

the indication FREQUENCY = 1090 (plus
or minus 3) MHz comes into view
Press run to start.
On the DIVERSITY TEST - PASSED page,

the indication DIVERSITY ISOLATION: XX
(more than or equal to 20) dB comes
into view
Press run to start.
You must do this test at a distance of
less than 50 ft. (15.24 m) of the
antenna).
R
R
R

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Page 522
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------------------------------------------------------------------------------ACTION
RESULT
On the MTL DIFFERENCE TEST - PASSED
page, the indication MODE A MTL - MODE
C MTL = X.X (less than or equal to 1)
dB comes into view with the indication
Press run to start.
R
3. On the test set:
R
R
R
R
R
R
R
R
R
- push the POWER TEST key
R
R
R
- push the left or right SELECT

key to select the top (bottom)
antenna.
R
R
R
R
R
R
R
Hold the directional flat test

set antenna at arm?s length over
your head, aim it and on its
handle:
R
R
R
R
R
R
R
R
R
R
R
R
R
R
- move the antenna downward from

the top position within
approximately 2 seconds to near
the level of your ankles.
The results of the last power test are

displayed:
** POWER TEST **
.................ERP..MTL
.TOP AVG (dBm) = XX.X -XX.X
.BOT AVG (dBm) = XX.X -XX.X
INSTANTANEOUS =
Press RUN to start
The dot in front of TOP or BOT
indicates which set of antennas has
been selected.
- push the pushbutton switch to

start the test.
After a short while the display shows:
- for the top antenna:
** POWER TEST **
.................ERP..MTL
.TOP AVG (dBm) =
.BOT AVG (dBm) = NOT RUN
INSTANTANEOUS = XX.X -XX.X
Press RUN to start
- for the bottom antenna:
** POWER TEST **
.................ERP..MTL
.TOP AVG (dBm) = NOT RUN

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Page 523
Nov 01/00
R
R
R
R
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------.BOT AVG (dBm) =
INSTANTANEOUS = XX.X -XX.X
Press RUN to start
R
R
R
R
NOTE : The indicated values in the

____
places of XX.X represent the
specific data measured
presently.
R
R
On the handle of the directional

flat test set antenna:
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
- push the pushbutton switch to

stop the power test.
- for the top antenna:

** POWER TEST **
.................ERP..MTL
.TOP AVG (dBm) = XX.X -XX.X
.BOT AVG (dBm) = NOT RUN
INSTANTANEOUS =
Press RUN to start
- for the bottom antenna:
** POWER TEST **
.................ERP..MTL
.TOP AVG (dBm) = NOT RUN
.BOT AVG (dBm) = XX.X -XX.X
INSTANTANEOUS =
Press RUN to start
R
R
R
R
R
R
The display shows:
NOTE : The indicated values should be:

____
- ERP: less than 57.0 dBm
and more than 48.5 dBm
- MTL: -73.0 (plus/minus 4.0)
dBm.
4. At the end of the test, push the
POWER key.
The display goes off.

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5. Close-up
________
Subtask 34-52-00-860-053
- set the ALT RPTG/OFF switch to OFF.
- set the STBY/AUTO/ON switch to STBY.
(3) Remove the test antenna and the test set.
Subtask 34-52-00-862-054
B. De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862002).

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TASK 34-52-00-720-006
Functional Test of the ATC Antennas
1. __________________
Reason for the Job
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
access platform
telescopic pole
ATC grount test unit
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002

External Power
3. __________
Job Set-up
Subtask 34-52-00-861-055
Subtask 34-52-00-865-059
IDENT. LOCATION
------------------------------------------------------------------------------49VU COM NAV/ATC/1
5SH1
G11
121VU COM NAV/ATC/2
5SH2
K07

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Subtask 34-52-00-480-052
C. Install the ATC grount test unit in the cockpit.
(1) Put the antenna of the ATC ground test unit at 50cm (approx 2 ft.)
from the ATC antennas.
NOTE : Use an access platform or a telescopic pole to put the test
____
antenna near the ATC bottom antenna.
(2) Connect the antenna to the ATC ground test unit.
(3) Set the ATC ground test unit to ON.
Subtask 34-52-00-860-085
D. On the center pedestal, on the ATC/TCAS control unit, set:
- the ATC code 5555 to keep the traffic interference to a minimum.
- the STBY/AUTO/ON switch to STBY.
4. Procedure
_________
Subtask 34-52-00-720-059
A. Functional Test of the ATC Antennas
NOTE : Do the test of the ATC bottom antenna 1(2) first.
____
Then, do the test of the ATC top antenna 1(2).
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------On the ATC/TCAS control unit:
- set the STBY/AUTO/ON switch to ON.
On the ATC ground test unit,

the data display shows the code 5555.

- set the STBY/AUTO/ON switch to
STBY.

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5. Close-up
________
Subtask 34-52-00-860-087
(1) Set the ATC ground test unit to OFF.
(2) Remove the test antenna and the ground test unit.
Subtask 34-52-00-862-055
B. De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862002).

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Page 528
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ANTENNA - ATC (7SH1,7SH2,7SH3,7SH4) - REMOVAL/INSTALLATION

__________________________________________________________
TASK 34-52-11-000-001
Removal of the ATC Antenna (7SH1,7SH2,7SH3,7SH4)
_______
DO NOT SMOKE.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
FOR FIN 7SH3, 7SH4
No specific
blanking caps
nonmetallic scraper
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-52-11-991-001
Fig. 401

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3. __________
Job Set-up
Subtask 34-52-11-865-050
R
R
IDENT. LOCATION
------------------------------------------------------------------------------FOR 7SH1, 7SH3
49VU COM NAV/ATC/1
5SH1
G11
FOR 7SH2, 7SH4
121VU COM NAV/ATC/2
5SH2
K07
Subtask 34-52-11-010-050
B. Get Access
(1) FOR 7SH1, 7SH2
Find the ATC bottom antenna 1 7SH1 at zone 127 or ATC bottom antenna
2 7SH2 at zone 128.
(2) FOR 7SH3, 7SH4
Put the access platform in position at zone 224 (ATC top antenna 1
7SH3) or at zone 223 (ATC top antenna 2 7SH4)
4. Procedure
_________
(Ref. Fig. 401/TASK 34-52-11-991-001)
Subtask 34-52-11-020-050
A. Removal of the ATC Antenna
NOTE : The procedure is the same for the ATC antennas 7SH1, 7SH2, 7SH3
____
and 7SH4.
(1) Remove the sealant from the heads of the screws (5) with anonmetallic
scraper.
(3) Pull the antenna (4) away from the fuselage (1).
(4) Disconnect the coaxial connector (2) from the ATC antenna connector
(3).

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ATC Antenna
Figure 401/TASK 34-52-11-991-001

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(7) Remove and discard the O-ring seal (6).

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TASK 34-52-11-400-001
Installation of the ATC Antenna (7SH1,7SH2,7SH3,7SH4)
_______
DO NOT SMOKE.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
FOR FIN 7SH3, 7SH4
No specific
lint-free cloth
masking tape
nonmetallic scraper
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------Material No. 05-013
D
TV-53-3507/73
Material No. 07-001B

R
Material No. 09-016

(Ref. 20-31-00)
CLASS B
(Ref. 20-31-00)

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------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------Material No. 09-019
Material No. 11-003
R
Material No. 16-003
USA AMS 3267/3

(Ref. 20-31-00)
USA TT-M-261
F
ASNB70720
C. Expendable Parts
|IPC-CSN
------------------------------------------------------------------------------6
O-ring seal
34-52-11 01 -010
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------20-28-00-912-005
34-52-00-710-003
51-76-11-300-001
34-52-11-991-001

Fig. 401
3. __________
Job Set-up
Subtask 34-52-11-860-050
(1) FOR 7SH1, 7SH2
Find the ATC bottom antenna 1 7SH1 at zone 127 or ATC bottom antenna
2 7SH2 at zone 128.
(2) FOR 7SH3, 7SH4
Make sure that the access platform is in position at zone 224 (ATC
top antenna 1 7SH3) or at zone 223 (ATC top antenna 2 7SH4).

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Subtask 34-52-11-865-051
tagged
R
R
IDENT. LOCATION
------------------------------------------------------------------------------FOR 7SH1, 7SH3
49VU COM NAV/ATC/1
5SH1
G11
FOR 7SH2, 7SH4
121VU COM NAV/ATC/2
5SH2
K07
4. Procedure
_________
(Ref. Fig. 401/TASK 34-52-11-991-001)
_______
IF YOU DO:
_______
- GET MEDICAL AID.
_______
MATERIAL.
Subtask 34-52-11-420-050
A. Installation of the ATC Antenna
NOTE : The procedure is the same for the ATC antennas 7SH1, 7SH2, 7SH3
____
and 7SH4.
(1) Remove the sealant from the fuselage with CLEANING AGENTS (Material
No. 11-003) and a nonmetallic scraper
____
with a lint-free cloth.

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Page 407
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____
the screw holes and the hole for the antenna connector.
(4) Apply SPECIAL MATERIALS (Material No. 05-013) on the mount of the
antenna (4) and on the fuselage (1).
(5) Apply SEALANTS (Material No. 09-019) on the mount of the antenna (4)
and on the fuselage (1) (Ref. TASK 51-76-11-300-001).
____
(7) Install the new O-ring seal (6).
(9) Put the antenna (4) in position on the fuselage (1) and install the
screws (5).
(Ref. TASK 20-28-00-912-005).
antenna (4) (Ref. TASK 51-76-11-300-001).
(14) Apply SEALANTS (Material No. 09-016) on the heads of the screws (5).
R
R
(17) Apply PAINTS FOR DETAIL (INTERNAL AND EXTERN AL) (Material No. 07001B) to the sealant on the heads of the screws (5).

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Subtask 34-52-11-865-052
breaker(s):
FOR 7SH1, 7SH3
5SH1
FOR 7SH2, 7SH4
5SH2
Subtask 34-52-11-710-050
C. Do the operational test of the ATC (para. ATC DME simultaneous test)
(Ref. TASK 34-52-00-710-003).
5. Close-up
________
Subtask 34-52-11-410-050
A. Close Access
items.

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Page 409
Nov 01/97
CONTROL UNIT - ATC/TCAS (3SH) - REMOVAL/INSTALLATION

____________________________________________________
TASK 34-52-12-000-001
Removal of the ATC/TCAS Control Unit (3SH)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
blanking caps
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-52-12-991-001-A
Fig. 401
3. __________
Job Set-up
Subtask 34-52-12-865-050
IDENT. LOCATION
------------------------------------------------------------------------------49VU COM NAV/ATC/1
5SH1
G11
121VU COM NAV/ATC/2
5SH2
K07

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4. Procedure
_________
(Ref. Fig. 401/TASK 34-52-12-991-001-A)
Subtask 34-52-12-020-050
A. Removal of the ATC/TCAS Control Unit (3SH)
R
R
R
R
R
NOTE : If your ATC/TCAS control unit has an INOP label(s) on its face and
____
if you must use this (these) label(s) for the new ATC/TCAS control
unit:
- remove this (these) label(s) carefully
- keep them for installation on the new ATC/TCAS control unit.
(1) Loosen the four quarter-turn fasteners (1).
(2) Disengage the ATC/TCAS control unit (2) from its housing (5).
(3) Disconnect the electrical connectors (4) and hold them away from the
panel.
(4) Remove the ATC/TCAS control unit (2).
(4).

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R
R
ATC/TCAS Control Unit

Figure 401/TASK 34-52-12-991-001-A

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TASK 34-52-12-400-001
Installation of the ATC/TCAS Control Unit (3SH)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-52-00-740-004
34-52-12-991-001-A

Fig. 401
3. __________
Job Set-up
Subtask 34-52-12-865-051
tagged
IDENT. LOCATION
------------------------------------------------------------------------------49VU COM NAV/ATC/1
5SH1
G11
121VU COM NAV/ATC/2
5SH2
K07
4. Procedure
_________
(Ref. Fig. 401/TASK 34-52-12-991-001-A)
Subtask 34-52-12-420-050
A. Installation of the ATC/TCAS Control Unit (3SH)
NOTE : If the new ATC/TCAS control unit has some inoperative
____
functions/modes, install the INOP labels that were on the removed
ATC/TCAS control unit.

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condition.
(5) Connect the electrical connectors (4) to the ATC/TCAS Control Unit
(2).
(6) Install the ATC/TCAS Control Unit (2) in its housing (5).
(7) Tighten the four quarter-turn fasteners (1).
Subtask 34-52-12-865-052
breaker(s):
5SH1, 5SH2
Subtask 34-52-12-740-050
C. Do the BITE test of the ATC (Ref. TASK 34-52-00-740-004).
5. Close-up
________
Subtask 34-52-12-860-050
items.

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Page 405
Feb 01/96
TRANSPONDER - ATC/MODE S (1SH1,1SH2) - REMOVAL/INSTALLATION

___________________________________________________________
TASK 34-52-33-000-001
Removal of the ATC/Mode S Transponder (1SH1, 1SH2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
blanking caps
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-52-33-991-001
Fig. 401
3. __________
Job Set-up
Subtask 34-52-33-865-050
R
R
IDENT. LOCATION
------------------------------------------------------------------------------FOR 1SH1
49VU COM NAV/ATC/1
5SH1
G11
FOR 1SH2
121VU COM NAV/ATC/2
5SH2
K07

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Page 401
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Subtask 34-52-33-010-050
B. Get Access
128.
4. Procedure
_________
(Ref. Fig. 401/TASK 34-52-33-991-001)
Subtask 34-52-33-020-050
R
A. Removal of the ATC/Mode S Transponder

(3) Pull the ATC/Mode S transponder, on its rack (3) to disconnect the
(4) Remove the ATC/Mode S transponder (1) from its rack (3).

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ATC/Mode S Transponder
Figure 401/TASK 34-52-33-991-001

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TASK 34-52-33-400-001
Installation of the ATC/Mode S Transponder (1SH1,1SH2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------R
34-52-00-740-004
52-41-00-410-002
34-52-33-991-001

Fig. 401
3. __________
Job Set-up
Subtask 34-52-33-860-050
824 in zone 128.

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Subtask 34-52-33-865-051
tagged
R
R
IDENT. LOCATION
------------------------------------------------------------------------------FOR 1SH1
49VU COM NAV/ATC/1
5SH1
G11
FOR 1SH2
121VU COM NAV/ATC/2
5SH2
K07
4. Procedure
_________
(Ref. Fig. 401/TASK 34-52-33-991-001)
Subtask 34-52-33-420-050
A. Installation of the ATC/Mode S Transponder.
correct condition.
(5) Install the ATC/Mode S transponder (1) on its rack (3).
(6) Push the ATC/Mode S transponder (1) on its rack (3) to connect the
Subtask 34-52-33-865-052
breaker(s):
FOR 1SH1
5SH1
FOR 1SH2
5SH2

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Subtask 34-52-33-740-050
C. Do the BITE test of the ATC (Ref. TASK 34-52-00-740-004).
5. Close-up
________
Subtask 34-52-33-860-051
items.
Subtask 34-52-33-410-050
B. Close Access
R


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May 01/02
ADF - DESCRIPTION AND OPERATION

_______________________________
1. _______
General
The Automatic Direction Finder (ADF) is a radio navigation aid which
provides :
- an indication of the relative bearing of the aircraft to a selected ground
station : this station operates in a frequency range of 190 to 1750 KHz
- aural identification of the ground station.
The frequency range includes :
- the standard commercial broadcast AM stations (550 to 1610 KHz) located at
known co-ordinates around the world
- the Non-Directional Beacons (NDB) (190 to 550 KHz).
2. Component
__________________
Location
(Ref. Fig. 001)
------------------------------------------------------------------------------FIN
|
ATA
|
|
|
| DOOR |
REF.
------------------------------------------------------------------------------2RP1
RECEIVER-ADF, 1
81VU 127 824
34-53-31
3RP1
ANTENNA-ADF LOOP AND SENSE, 1
244
34-53-11
3. __________________
System Description
A. Principle
The principle of the ADF navigation is to determine the relative bearing
of a selected ground station.
This is obtained by the combination of :
- the signals from two loop and sense antennas positioned 90 deg. apart
with
- the signal from an omni-directional sense antenna. This signal is not
affected by the relative bearing.
An external 96Hz signal modulates the composite signal which is processed
in order to deliver the relative bearing.
An additional Morse signal is provided to identify the selected ground
station.
(Ref. Fig. 002)
The ADF comprises one system which consists of:
- one receiver 2RP1
- one loop and sense antenna 3RP1.
- one VOR/ADF/DME Radio Magnetic Indicator (VOR/ADF/DME RMI) 21FN.
In addition, the components given after control the system:
(Ref. Fig. 003)
- the Radio Management Panel 1(2) (RMP) 1RG1 (1RG2)

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ADF - Component Location

Figure 001

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ADF - Block Diagram

Figure 002

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ADF - Control and Indicating

Figure 003

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- the CAPT (F/O) Audio Control Panel (ACP) 2RN1 (2RN2)

- the Multipurpose Control and Display Unit 1(2) (MCDU) 3CA1 (3CA2)
- the Flight Management and Guidance Computer 1(2) (FMGC) 1CA1 (1CA2)
- the Centralized Fault-Display Interface-Unit (CFDIU) 1TW
- the Audio Management Unit (AMU) 1RN.
The Navigation Displays (ND) show the ADF1 and ADF2 data.
C. Utilisation Technical Data
(1) Data display
(Ref. Fig. 004)
(a) In ROSE and ARC modes
If you set the ADF/VOR/OFF switch on the EFIS control section of
the Flight Control Unit (FCU) to ADF, this causes : display of
the characteristics of the ADF 1 station in the L lower corner of
the ND (item 3) :
- type of station
- shape of the associated bearing display
- station identification or frequency
- tuning mode (nothing : automatically tuned, M : manually tuned
and R : if tuned by the RMP).
A single pointer on the heading dial shows the bearing of the ADF
1 (item 2).
All these data are shown in green except the tuning mode which is
shown in white.
(b) In ROSE NAV and ARC modes
If you push the NDB pushbutton switch on the EFIS control section
of the FCU, triangle symbols show the ADF stations (item 1).
(c) In case of No Computed Data (NCD), the station characteristics
and associated pointer go out of view.
(d) In case of ADF fault, a red ADF warning message is shown in place
of the station characteristics.
(2) On the VOR/ADF/DME RMI
If you set one VOR/ADF selector switch (item 4) to ADF :
- the related single pointer (item 5) or double pointer (item 6)
indicates the ADF bearing.
A warning flag comes into view to indicate system malfunction (item
7). In this case, the related pointer is at the last valid position
(item 8).
If No Computed Data (NCD), the warning flag comes into view and the
related pointer stays at the position corresponding to the last
correct data.
R
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ADF - Data and Warning Displays

Figure 004

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(3) Audio control

(a) The ADF receiver 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 AMU controls the audio level through the ACP.
On the ACP, the pilot must push the ADF1 (ADF2) pushbutton switch
and adjust the related potentiometer to the correct audio level.
R
R
(b) Only with NDB stations modulated in A1 mode (in automatic or

manual mode) it is necessary to select the BFO function on the
MCDU in order to hear clearly its Morse identification signal.
(c) In emergency mode, the BFO function is selected on the RMP when :
- you push the STBY NAV/ADF pushbutton switch
- you push the STBY NAV/BFO pushbutton switch.
(d) It is possible to select the broadcast station on the RMP and the
MCDU (manual mode only). In this case, the BFO selection is not
necessary.
(e) With the ATIS message trasmission by the NDB station, with the
BFO active : it is necessary to push the ON VOICE pushbutton
switch on one ACP in order to hear clearly this information
without Morse signal.
D. Warning
(Ref. Fig. 004)
The warnings related to the ADF are only the local warnings shown on the
NDs.
The warnings are detected by the BITE function of the receiver.
4. Power
____________
Supply
(Ref. Fig. 002)
Energization of the system is through 115VAC 400 Hz buses :
- 115VAC SHED ESS BUS 801XP via circuit breaker 1RP1
12FN.

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5. _____________________
A. ADF Receiver
(Ref. Fig. 005)
The face of the receiver is fitted with a handle, one attaching part,
a TEST pushbutton switch and three LEDs.
- CONTROL INPUT/FAIL (red) indicates that the receiver is not
receiving any information at the input ports, during self-test
- 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 back of the ADF receiver contains an ARINC 600, shell size
via mount.
The receiver determines the relative bearing to any selected
transmitter operating between 190 and 1750 kHz. This bearing data is
converted into ARINC 429 format and transmitted through ARINC buses
to the DMCs. In addition the AM modulation of the carrier wave is
detected and applied to the audio integrating system. The receiver is
housed in an ARINC 2MCU case and consists of an aluminum chassis
which contains:
(a) A tuner which modulates, combines and amplifies the IF signals
received from the loop and sense antenna. The tuner also includes
a detector and audio processing circuits.
(b) A synthesizer which produces fixed and variable frequencies used
in the receiver.
(c) A backplate which provides interface between the rear connector
and the other assemblies.
(d) An input/output assembly for interface with the aircraft
circuits.

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Feb 01/96
ADF - Receiver
Figure 005

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Feb 01/96
(e) A processor which generates the basic clock signals used and
converts the analog bearing into digital data for the
input/output assembly.
(f) A preprocessor which generates the 96 Hz reference signal used to
modulate the signals from the loop antenna.
(g) A power supply assembly which converts the 115VAC aircraft supply
into the various voltages used by the internal circuits of the
receiver.
(3) Operation
(Ref. Fig. 006)
The loop antenna outputs are amplitude modulated by 96 Hz signals
which are shifted 90 with respect to the other. The modulated
outputs are then combined to produce a composite signal. The phase
relationship between this composite signal and the 96 Hz modulation
is proportional to the bearing of the received station but with a
phase shift of 180. The phase shift is eliminated by combining the
composite signal with the output from the sense antenna. The combined
output is then filtered and mixed with an injected input from the
synthesizer to produce a 15 MHz IF output. The injected input to the
mixer is tunable over the range 15.19 to 16.75 MHz corresponding to
the receiver tuning range of 190 to 1750 kHz.
The 15 MHz output is then mixed with a fixed 18.6 MHz signal from the
synthesizer to produce a 3.6 MHz IF signal which is filtered and
applied to a coherent detector which provides:
- an audio output to the aircraft audio integrating system
- an Automatic Gain Control (AGC) signal for the IF stages
- a composite audio output which is applied to the signal processor
through an A/D converter.
The signal processor determines the phase relationship between the 96
Hz signal and the composite audio output. The phase data, after
correction for quadrantal error, is the station bearing data which is
applied to the input/output processor for transmission through ARINC
429 data buses to the DMCs.
(4) Digital outputs

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Page 10
May 01/03
ADF Receiver - Simplified Block Diagram

Figure 006

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Feb 01/96
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
---------------------------------------| LABEL |
PARAMETER DEFINITION
|
---------------------------------------|
032
|
ADF FREQUENCY
|
---------------------------------------|
162
|
ADF BEARING
|
---------------------------------------|
254
|
ADF IDENTIFIER WORD 1
|
---------------------------------------|
255
|
ADF IDENTIFIER WORD 2
|
---------------------------------------|
377
|
EQUIPEMENT IDENTIFIER
|
---------------------------------------|
356
|
MAINTENANCE STATUS
|
---------------------------------------B. Loop and Sense Antenna
(Ref. Fig. 007)
The combined loop and sense antenna operates in the 190 to 1750 kHz
frequency range and consists of the following components enclosed in a
fiberglass housing:
- a vertically polarized sense antenna which is omnidirectional in the
horizontal plane
- two horizontally polarized orthogonal loop antennas which are
directional in the horizontal plane
- a test loop which enables a self-test of the antenna
- a printed circuit board which contains three pre-amplifiers used to
amplify the loop and sense antennas signals. The pre-amplifiers are
energized by plus or minus 12VDC form the ADF receiver.
The output impedance of the antenna is 78 Ohms and the Voltage Standing
Wave Ratio (VSWR) 1.2:1.
6. _________
Operation
(Ref. Fig. 002)
- The FMGC 1 sends a management bus to the ADF receiver 1 through the RMP 1.
- In normal operation, the FMGC 1 tunes the ADF receiver 1 either
automatically or manually by means of the MCDU. In this case, the RMP 1
operates as a relay which sends the frequency information from the FMGC 1
to the ADF receiver 1.
- By a second port, the ADF receiver 1 receives a second management bus
directly from the FMGC 2. The FMGC 2 becomes active when the ADF receiver
1 receives a fault signal from the FMGC 1.
- With RMP 1 internal faults the RMP 1 is transparent to data and discrete
from the FMGC 1.
- In emergency configuration (fault of the FMGC 1 and 2), the RMP 1 can
control the ADF receiver 1 after ON NAV mode selection.
(Ref. Fig. 008)

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Page 12
May 01/03
ADF - Antenna
Figure 007

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Page 13
Feb 01/96
ADF - Frequency Selection in Emergency Mode

Figure 008

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7. Test
____
A. Maintenance Test
(Ref. Fig. 009)
It is possible to do the maintenance tests with the Centralized Fault
Display System (CFDS).
The primary components of the CFDS are :
- the MCDU
- the CFDIU
- the Built-In Test Equipment (BITE) internal to the ADF receiver.
It is possible to perform these tests on the ground only.
The access to the ADF 1 (2) menu is through :
- selection of the SYSTEM REPORT/TEST item on the CFDS menu
- then, selection of the relevant ADF on the NAV menu.
A self-test of the system causes the receiver to transmit a test signal
to the VOR/ADF/DME RMI and ND.
On the VOR/ADF/DME RMI, if you set the VOR/ADF selector switches (item 4)
to ADF.
The test sequence starts when you push the line key adjacent to the TEST
indication on the ADF1(2) menu.
B. Power-up Tests Initialization and Cockpit Repercussions
(a) Duration: 2 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):
- if ADF selected on FCU
- ND
ADF 1 or 2 in red
- if ADF RMI option available
- ADF RMI display
ADF flag during 2 s.

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Page 15
May 01/03
ADF - Maintenance Test Procedure

Figure 009

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Page 16
Aug 01/96

(a) Tests pass:
- ND
ADF 1 or 2 in green
- ADF RMI display
ADF flag no longer displayed
(b) Tests failed:
- ND
ADF 1 or 2 red indications flash
- ADF RMI display
ADF flag

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May 01/03
ADF - ADJUSTMENT/TEST
_____________________
TASK 34-53-00-740-003
_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
31-32-00-860-010
34-10-00-860-002
34-10-00-860-004
34-10-00-860-005
34-53-00-991-002

External Power
Page
Fig. 501
3. __________
Job Set-up
Subtask 34-53-00-860-053
(Ref. TASK 34-10-00-860-004).
- set the ADF/VOR selector switches to ADF
- set the mode selector switches to ROSE/NAV.

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Page 501
May 01/99
(5) On the center pedestal, on the MCDU:

- get the SYSTEM REPORT/TEST menu page
(Ref. TASK 31-32-00-860-010)
- push the NEXT PAGE function key.
- set the ON/OFF selector switch to ON
- push the NAV pushbutton switch (the green LED on this pushbutton
switch comes on)
- set a non local ADF1 station (greater than 750 KHz).
(Ref. Fig. 501/TASK 34-53-00-991-002)
(7) On the VOR/ADF/DME RMI:
- set the VOR/ADF selector switches to ADF.
Subtask 34-53-00-865-055
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/VOR/DME/RMI
12FN
F13
49VU NAV/ADF/1
1RP1
H14
R
4. Procedure
_________
Subtask 34-53-00-740-050
A. BITE Test of the ADF
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the MCDU:
the ADF1 indication.
The ADF1 page comes into view.

A fault indication comes into view for

3 seconds as follow.
- on the CAPT and F/O NDs:

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Page 502
May 01/00
ADF-Frequency Selection
Figure 501/TASK 34-53-00-991-002

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Feb 01/96
R
R
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------. the ADF red indication comes into
view.
. the ADF pointer is not in view.
- on the VOR/ADF/DME RMI:
. the ADF warning flag comes into
view.
. the ADF pointer stays in the same
position.
An NCD indication comes into view for 3
seconds:
- on the CAPT and F/O NDs:
. the ADF red indication goes out of
view.
. the ADF warning flag goes out of
view.
An ADF heading indication comes into
view for 7 seconds:
- on the CAPT and F/O ND:
. the ADF1 index comes into view and
moves to 135 + or -5.
. the ADF pointer indicates a
relative bearing of 135 + or -5.
- on the CAPT and F/O ND:
. the ADF1 pointer goes out of view.
. the ADF pointer stays in the same
position.
- on the MCDU:
. the TEST OK indication comes into
view.

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Page 504
May 01/98
5. Close-up
________
Subtask 34-53-00-860-054
(1) On the EFIS control sections of the FCU, set the ADF/VOR selector
switches to OFF.
(2) Do the ADIRS STOP procedure (Ref. TASK 34-10-00-860-005)
(3) On the center pedestal, on the RMP:
switch goes off).
(Ref. TASK 24-41-00-862-002).
items.

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Page 505
Feb 01/96
TASK 34-53-00-710-002
_______
1. __________________
Reason for the Job
Test of ADF Identification and Reception
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
34-10-00-860-002
34-10-00-860-004
34-10-00-860-005
34-53-00-991-002

External Power
Fig. 501
3. __________
Job Set-up
Subtask 34-53-00-860-051
(Ref. TASK 34-10-00-860-004).
- set the ADF/VOR selector switches to ADF
- set the mode selector switches to ROSE/NAV.

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Page 506
Feb 01/96

- set the ON/OFF switch to ON
switch comes on).
- set the VOR/ADF selector switches to ADF.
Subtask 34-53-00-865-054
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/ADF/1
1RP1
H14
4. Procedure
_________
Subtask 34-53-00-710-056
A. Operational Test of the ADF
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the center pedestal, on one
ACP:
- push the ADF1 pushbutton
switch.
2. On the RMP1:
to ON.
- set an ADF local frequency .
(Ref. Fig. 501/TASK 34-53-00991-002)

- the ADF1 pointer moves and shows the
station direction.
- the station identification or
frequency comes into view in the left
lower corner.
R
- the ADF warning flag goes out of
view.
- the ADF pointer indicates the
direction of the station set.
R

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Page 507
Nov 01/00
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------In the loudspeakers:
- if the station set is a A1 station,
you cannot hear the identification
signal. Do step 3
- if the station set is a A2 station,
you can hear the identification
signal. Go to step 4
R
R

- set the BF0 function.
(Ref. Fig. 501/TASK 34-53-00991-002)
- In the loudspeakers, you can hear the

identification signal but it is
weaker.
R
R

- set a non local ADF station.
(Ref. Fig. 501/TASK 34-53-00991-002)
On the CAPT and F/O ND, the ADF1

pointer goes out of view.
In the loudspeakers, no signal is
heard.
On the VOR/ADF/DME RMI, the ADF pointer
stays at the position related to the
last correct data and the warning flag
comes into view.
5. Close-up
________
Subtask 34-53-00-860-052
(1) On the EFIS control sections of the FCU, set the ADF/VOR selector
switches to OFF.
(2) DO the ADIRS stop procedure (Ref. TASK 34-10-00-860-005).

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Page 508
Nov 01/00

switch goes off)
(4) On the center pedestal, on the ACP, release the ADF1 pushbutton
switch.
(Ref. TASK 24-41-00-862-002).
items.

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Page 509
Feb 01/96
ANTENNA - ADF LOOP AND SENSE (3RP1,3RP2) - REMOVAL/INSTALLATION

_______________________________________________________________
TASK 34-53-11-000-001
Removal of the ADF Loop and Sense Antenna
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No
No
No
No
No
specific
specific
specific
specific
specific
blanking caps
masking tape
nonmetallic scraper
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------R
R
Material No. 11-010
USA TT-I-735
GRADE A
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-42-00-861-001
34-53-11-991-001

Power
Fig. 401

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Page 401
May 01/00
3. __________
Job Set-up
Subtask 34-53-11-861-050
(Ref. TASK 24-42-00-861-001).
Subtask 34-53-11-865-050
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/ADF/1
1RP1
H14
R
4. Procedure
_________
(Ref. Fig. 401/TASK 34-53-11-991-001)
Subtask 34-53-11-010-050
A. Get Access
(1) Put the access platform in position.
(2) Safety Precautions
WARNING : USE SOLVENTS/CLEANING AGENTS, SEALANTS AND OTHER SPECIAL
_______
MATERIALS ONLY WITH A GOOD SUPPLY OF AIR.
DO NOT SMOKE.
Subtask 34-53-11-020-051
B. Removal of the ADF Loop and Sense Antenna
(1) Remove the bolts (1) from the antenna (2).
(2) Lift the antenna (2) until you can see the coaxial cable connector
(5).

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Page 402
May 01/00
ADF Loop and Sense Antennas.

Figure 401/TASK 34-53-11-991-001

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Page 403
May 01/96
(3) Disconnect the coaxial cable connector (5) from the antenna
connector.
NOTE : The coaxial cable (6) must not go into the fuselage.
____
(4) Remove and discard the O-ring (3).
(5) Remove the antenna (2) and the gasket (4).
(7) Put masking tape around the coaxial cable (6) and attach it to the
fuselage.
(8) Remove the sealant with a nonmetallic scraper and clean the fuselage
structure with the CLEANING AGENTS (Material No. 11-010).

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Page 404
May 01/00
TASK 34-53-11-400-001
Installation of the ADF Loop and Sense Antenna
_______
- GET MEDICAL AID.
_______
IF YOU DO:
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
lint free cloth

------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------Material No. 07-001
Material No. 09-008
R
Material No. 09-016

Material No. 11-004
Material No. 16-021

(Ref. 20-31-00)
USA MIL-S-8802
CLASS A
EARLY QUICK REPAIR FUEL TANK SEALANT (Ref. 20-31-00)
CLASS B
(Ref. 20-31-00)
USA MIL-T-81533
1.1.1TRICHLOROETHANE (METHYL CHLOROFORM)
(Ref. 20-31-00)
F
ASNB70720
FLEXIBLE POLYURETHANE (Ref. 20-31-00)

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Page 405
Nov 01/02
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------Material No. 19-002
USA MIL-T-713
SYNTHETIC FIBRE CORD (NYLON) 2.5MM DIA.
(Ref. 20-31-00)
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------20-28-00-912-005
24-42-00-861-001
24-42-00-862-001
R
34-53-00-710-002
51-76-11-300-001
34-53-11-991-001

Power
the External Power
Fig. 401
3. __________
Job Set-up
Subtask 34-53-11-860-050
(Ref. TASK 24-42-00-861-001).
(2) Make sure that the access platform is in position.
(3) Make sure that the aircraft is in the same configuration as for the
removal task.
(4) Make sure that the parts retained from the removed component are
clean and in the correct condition.

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Page 406
May 01/02
4. Procedure
_________
(Ref. Fig. 401/TASK 34-53-11-991-001)
Subtask 34-53-11-420-051
A. Installation of the ADF Loop and Sense Antenna
WARNING : USE SOLVENTS/CLEANING AGENTS, SEALANTS AND OTHER SPECIAL
_______
MATERIALS ONLY WITH A GOOD SUPPLY OF AIR.
DO NOT SMOKE.
_______
MATERIAL.
AGENTS (Material No. 11-004) and lint free cloth.
condition.
(5) Put the new o-ring (3) in the correct position on the antenna.
(6) Put the new gasket (4) on the fuselage and align the bolts hole.
(7) Remove the masking tape from the coaxial cable (6) and connect the
cable connector (5) to the antenna connector.
(8) Install the antenna (2) ) to the fuselage structure with the bolts
(1).
R
NOTE : Make sure that the bolts (1) are tightened in sequence.
____
R
NOTE : The antenna mounting bolts (1) and the holes (8) provide the
____
electrical bonding.
R

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Page 407
May 01/02
and the fuselage structure is not higher than 5 milliohms (Ref. TASK
20-28-00-912-005).
R
R
R
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(10) Apply a bead of SEALANTS (Material No. 09-016) (7) or use as an

alternative SEALANTS (Material No. 09-008) around the antenna (2)
(Ref. TASK 51-76-11-300-001) and the fuselage.
R
R
R
R
(11) Fill the recess of the bolts (1) with MISCELLANEOUS (Material No. 19002) and SEALANTS (Material No. 09-016) or as an alternative SEALANTS
(Material No. 09-008).
R
R
(12) Make the contour of the sealant on the bolts (1) and around the
antenna (2) smooth.
R
R
R
R
(15) Apply PAINTS FOR DETAIL (INTERNAL AND EXTERN AL) (Material No. 07001) to the sealant on the head of the bolts (1).
Subtask 34-53-11-865-052
breaker(s):
1RP1
Subtask 34-53-11-710-050
C. Do the operational test of the ADF system (Ref. TASK 34-53-00-710-002).
5. Close-up
________
Subtask 34-53-11-410-052
A. Close Access
items.

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Page 408
May 01/02
Subtask 34-53-11-862-050
(Ref. TASK 24-42-00-862-001).

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Page 409
Feb 01/96
RECEIVER - ADF (2RP1) - REMOVAL/INSTALLATION

____________________________________________
TASK 34-53-31-000-002
Removal of the ADF Receiver (2RP1, 2RP2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
blanking caps
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-53-31-991-001
Fig. 401
3. __________
Job Set-up
Subtask 34-53-31-865-052
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/ADF/1
1RP1
H14
R

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Page 401
May 01/00
Subtask 34-53-31-010-050
B. Get Access
128.
4. Procedure
_________
(Ref. Fig. 401/TASK 34-53-31-991-001)
Subtask 34-53-31-020-050
A. Removal of the ADF Receiver
(1) Loosen the nut (4).
(2) Lower the nut (4).
(3) Pull the ADF receiver (1) on its rack (3) to disconnect the
(4) Remove the ADF receiver (1) from its rack (3).

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Page 402
Feb 01/96
ADF Receiver
Figure 401/TASK 34-53-31-991-001

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Page 403
Feb 01/96
TASK 34-53-31-400-002
Installation of the ADF Receiver (2RP1, 2RP2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------R
34-53-00-740-003
52-41-00-410-002
34-53-31-991-001

Fig. 401
3. __________
Job Set-up
Subtask 34-53-31-860-050
824 in zone 128.

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Page 404
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Subtask 34-53-31-865-053
tagged
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/ADF/1
1RP1
H14
4. Procedure
_________
Subtask 34-53-31-420-050
A. Installation of the ADF Receiver
correct condition.
(5) Install the ADF Receiver (1) on its rack (3).
(6) Push the ADF Receiver (1) on its rack (3) to connect the electrical
connectors (2).
(7) Engage the nut (4) and the lug (5) and tighten.
Subtask 34-53-31-865-054
breaker(s):
1RP1
Subtask 34-53-31-740-050
C. Do the BITE test of the ADF (Ref. TASK 34-53-00-740-003).

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Page 405
May 01/02
5. Close-up
________
(Ref. Fig. 401/TASK 34-53-31-991-001)
Subtask 34-53-31-410-050
A. Close Access
items.
R


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Page 406
May 01/02
VOR/MARKER - DESCRIPTION AND OPERATION

______________________________________
1. General
_______
A. Foreword
The VOR/MARKER comprises two independent systems in a same receiver :
- a VOR system for the radio navigation phase
- a MARKER (MKR) system for the landing approach phase.
The two VOR/MKR receivers are interchangeable but only one marker system
is installed on the aircraft.
B. VOR System
The VOR system is a radio aid to medium-range navigation.
The aircraft is equipped with two VOR systems which can accept ground
station signals in the frequency range of 108 MHz to 117.95 MHz.
These signals are processed and conditioned to provide the crew with :
- identification of a selected ground station
- indication of the aircraft position with respect to the station
(bearing information)
- indication of the aircraft angular deviation from a selected course.
C. MARKER System
The marker system is a radio navigation aid. It is normally used together
with the Instrument Landing System (ILS) during an ILS approach. The
system determines the distance between the aircraft and the runway
threshold. The marker system also marks particular airway and holding
points.
The system provides visual and aural indications of the passage of the
aircraft over the marker transmitters located on the ground.
2. Component
__________________
Location
(Ref. Fig. 001)
------------------------------------------------------------------------------FIN
|
ATA
|
|
|
| DOOR |
REF.
------------------------------------------------------------------------------1RS
ANTENNA-MARKER
133
34-55-18
3RS1
RECEIVER-VOR/MKR, 1
81VU 127 824
34-55-31
3RS2
RECEIVER-VOR/MKR, 2
82VU 128 824
34-55-31
4RS
ANTENNA-VOR 1/2
324 324AT
34-55-11

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Feb 01/96
VOR/Marker - Component Location

Figure 001

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3. __________________
System Description
A. Principle
(1) VOR system
The principle of the VOR navigation is a comparison between a
reference phase signal and a variable phase signal. The ground
station generates these two signals. The phase difference between the
reference and the variable phase is a function of the position of the
aircraft with respect to the ground station.
Furthermore, the ground station provides a Morse identification.
(2) Marker system
There are three marker transmitters positioned on the ground at known
distances from the runway threshold :
- the outer marker at approx. 4 N miles
- the middle marker at 0.6 N miles
- the inner marker at the runway threshold.
The markers transmit a modulated 75 MHz signal to provide a marker
position.
When the aircraft passes through the beam of a marker, the modulating
frequency is detected. Then, the system provides aural and visual
indications to the flight crew.
(Ref. Fig. 002)
(1) VOR system
The VOR comprises two independent systems. Each system consists of :
- one VOR/MKR receiver 1(2) 3RS1 (3RS2)
- one VOR 1/2 antenna 4RS
- one VOR/ADF/DME Radio Magnetic Indicator (VOR/ADF/DME RMI) 21FN.
The components given after control the VOR system :
(Ref. Fig. 003)
- the CAPT (F/O) Audio Control Panel (ACP) 2RN1 (2RN2) and the Audio
Management Unit (AMU) 1RN for audio control
- 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 1(2) and the Centralized Fault-Display Interface-Unit
(CFDIU) 1TW for test purposes.

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Feb 01/96
VOR/Marker - Block Diagram

Figure 002

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VOR/Marker - Control and Indicating

Figure 003
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(2) Marker system

The marker system consists of one system only. The receiver is part
of the VOR/MKR receiver 1.
The system comprises :
- one VOR/MKR receiver 1 3RS1
- one marker antenna 1RS.
All the data are shown on the CAPT and F/O Primary Flight Displays
(PFD).
(1) Data display
(Ref. Fig. 004)
(a) VOR system
1
_
On the Navigation Display (ND)

In ROSE and ARC modes.
If you set the ADF/VOR/OFF switch on the EFIS control section
of the Flight Control Unit (FCU) to VOR, this causes : display
of the characteristics of the VOR 1 and/or VOR 2 stations in
the L and/or R lower corner of the ND (item 7) :
- type of station (VOR 1, VOR 2)
- shape of the associated bearing display
- station identification
- mode of tuning:
nothing : automatically tuned by the FMGC
M : manually tuned through the MCDU
R : tuned through the RMP.
A single pointer on the heading dial shows the bearing of
the VOR 1 (item 5), a double pointer that of the VOR 2 (item
1).
All these data are shown in white.
in case of VOR system fault, all the corresponding data go
out of view and the VOR indication turns to red.
In ROSE VOR mode, the data below are shown:
- a dagger-shaped pointer points to the selected VOR course
(cyan) (item 6)
- the lateral deviation bar which represents the VOR deviation
is shown with an arrow for the TO FROM indication (cyan)
(item 2)
- in the R top corner, the VOR characteristics come into view:
VOR 1 or 2, frequency, selected course (item 4),
identification (cyan).
In case of VOR system fault, all these data go out of view and
the VOR 1 or 2 indication turns to red.

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Feb 01/96
VOR/Marker - Data and Warning Displays

Figure 004

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If the VOR approach is selected, the VOR APP message comes

into view in the center top section of the ND (item 3).
In ROSE NAV and ARC modes, the characteristics and location of
the VOR stations which are not already included in the flight
plan, can be shown when you push the VOR-D pushbutton switch
on the EFIS control section of the FCU :
- cross symbol for the VOR station (item 8)
- circle plus cross symbol for the VOR/DME station (item 9).
2
_
On the VOR/ADF/DME RMI

Set the VOR/ADF selector switches to ADF.
The RMI indicates the VOR bearings :
- a single pointer indicates the VOR 1 bearing (item 11)
- a double pointer indicates the VOR 2 bearing.
A warning flag comes into view to indicate system malfunction
(item 12). In this case, the corresponding pointer is in the 3
o?clock position (item 13).
If No Computed Data (NCD), the warning flag comes into view
and the related pointer stays at the position corresponding to
the last correct data.
(b) Marker system

The MKR data are shown on the PFD, in approach at the
intersection of the G/S and LOC scales (item 14).
When the aircraft overflies the corresponding marker, the data
given after come into view on the PFD :
- OM for the outer marker (blue)
- MM for the middle marker (amber)
- AWY for the inner marker (white).
(2) Audio control
(a) VOR system
1
_
The VOR/MKR receivers apply their VOR audio output to the

audio integrating system. This system controls and directs the
output to the headsets and/or the loud speakers. The AMU
controls the audio level through the ACP. On the ACP, the
pilot must push the VOR 1 (2) pushbutton switch and adjust the
related potentiometer to the correct audio level.
2
_
In case of ATIS message transmission by the VOR station :

- it is necessary to push the ON VOICE pushbutton switch on
one ACP in order to hear clearly this information without
Morse signal.

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(b) Marker system

The VOR/MKR receiver 1 applies its marker audio output to the
audio integrating system. This system controls and directs the
output to the headsets and/or the loud speakers. The AMU controls
the audio level through the ACP. On the ACP, the pilot must push
the MKR pushbutton switch and adjust the related potentiometer to
the correct audio level.
D. Warning
(Ref. Fig. 004)
The warning related to the VOR is the local warning shown on the
VOR/ADF/DME RMI.
In case of VOR fault, a flag comes into view on the VOR/ADF/DME RMI.
4. Power
____________
Supply
(Ref. Fig. 002)
Energization of each system is through 115VAC 400Hz buses :
- 115VAC ESS BUS 401XP via circuit breaker 2RS1 for system 1
- 115VAC BUS 2 204XP via circuit breaker 2RS2 for system 2.
12FN.
5. _____________________
A. VOR/MKR Receiver
(Ref. Fig. 005)
The face of the receiver is fitted with a handle, two attaching
parts, a TEST pushbutton switch and four LEDs.
The name, color and function of the four LEDs are as follows:
- VOR (red) indicates that a malfunction is detected during the
self-test of the VOR receiver
- VOR (green) indicates that no faults are detected during the
self-test of the VOR receiver
- MKR (red) indicates that a fault is detected during the self-test
of the MKR receiver
- DATA IN (red) indicates that an input data is faulty.
The back of the VOR/MKR receiver contains an ARINC 600, shell size
via mount.

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Feb 01/96
VOR/MKR Receiver
Figure 005

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(Ref. Fig. 006)
The microprocessor based receiver processes and conditions signals
within the frequency range of 108 MHz to 117.95 MHz, to produce a
digital bearing word output and an audio output.
The receiver comprises:
(a) A VOR RF receiver module which converts, conditions, filters and
amplifies the received signal.
(b) A digital synthesizer module which provides local oscillations
for a mixer circuit and, in conjunction with the BITE circuit,
self-test and calibration signals under the control of the
microprocessor.
(c) A Voltage-Controlled Oscillator (VCO) module which provides a
reference frequency input to the synthesizer.
(d) A VOR baseband signal processor module which processes the NAV
receiver output and supplies information to the CPU to compute
the bearing angle.
(e) A central processor unit module which controls the receiver
function, signal processing, circuit monitoring and fault
analysis.
(f) A BITE module which contains circuitry used to generate and
control the VOR and marker signals. Additionally, this module
contains a fault annunciator, low pass filters, composite
detector, and audio amplifier.
(g) A data interface module which provides a two-way communication
path between the aircraft and the other circuits in the receiver.
(h) A power supply module which converts the 115VAC supply to +5 V,
+15 V and -15 V DC for the internal circuit.
(i) The ground-based marker transmitter system contains three
vertically-directed transmitters in a horizontal line. The three
transmitters operate at 75 MHz and are AM modulated at 400 Hz,
1300 Hz or 3000 Hz.

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Feb 01/96
VOR/MKR Receiver - General Architecture

Figure 006

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(3) Operation
(Ref. Fig. 007)
(a) VOR operation
The antenna applies the composite ground station transmitted
signal to an RF receiver. In the receiver, the signal is passed
through a preselector to a mixer where it is converted to 18.1
MHz. A crystal filter provides selectivity as the signals are
amplified and detected. The output of the detector consists of
composite audio levels which are to be processed and a DC voltage
which is used for automatic gain control. The audio levels are
applied to bandpass filters and a lowpass filter.
A 9960 Hz bandpass filter removes the 30 Hz AM component from the
9960 subcarrier. The subcarrier is then passed through a limiter
to a phaselock discriminator to produce the 30 Hz FM reference
component.
The lowpass filter removes the 1020 Hz audio and 9960 Hz FM
components to produce the 30 Hz AM variable component.
Both the reference and variable signals are then separately
filtered, conditioned and applied to a phase comparator. The
phase comparator output represents the phase difference between
the reference and variable signals.
The reference and phase signals are then applied through separate
gates to the CPU, which computes the differential between the
signals, to determine the aircraft bearing. A bandpass filter and
an amplifier are used to produce the morse coded audio output.
(b) MARKER operation
(Ref. Fig. 008)
The marker receiver is a tuned radio-frequency receiver which
eliminates the need for mixers and IF amplifiers. A 75 MHz
crystal filter at the input to the receiver provides the
necessary selectivity and spurious rejection of undesired
frequencies. The receiver detects the audio modulation (400 Hz,
1300 Hz or 3000 Hz) present at marker beacon crossings.
Provided the aircraft is crossing one of the marker beacon
transmitters, the audio output of the receiver will be either 400
Hz, 1300 Hz or 3000 Hz depending upon whether the outer, middle
or inner marker is being crossed. The threshold sensor determines
when the amplitude of the detected signal is sufficient to
activate the marker indications on the cockpit display units.
Tone decoders count the audio frequency to determine which of the
modulation frequencies is present so that the appropriate marker
indication can be activated. The outputs of the threshold sensor
and the tone decoder are applied to the lamp drivers.

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Feb 01/96
VOR Receiver - Simplified Block Diagram

Figure 007
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Feb 01/96
MARKER Receiver - Simplified Block Diagram

Figure 008

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Audio amplifiers provide the gain necessary to supply an audio

output of 50 mW to the audio distribution system. The receiver
control logic circuit accepts a HI/LO sensitivity input from an
external source and develops a control voltage which switches the
gain of the marker receiver accordingly.
(c) VOR monitoring
A BITE self-test circuit in the VOR receiver monitors test modes
on each module and internal computations made during signal
processing. The data obtained are compared with limits stored in
the microprocessor. If a malfunction is detected, the VOR
Light-Emitting Diode (LED) on the face of the VOR/MKR receiver,
which is on during normal operation, goes off and the red VOR LED
comes on. A failure warning code is also transmitted on the
bearing output. The DATA IN (red) LED indicates the bit status of
the input signal to the receiver.
(d) MARKER monitoring
A microprocessor-based BITE self-test feature monitors the
operation of the receiver and indicates the presence of a
detected malfunction by activating the MKR LED.
(4) Digital outputs
- EQ.SYS.LAB.SDI: (SDAC,FWC,DMC...) output label for which the
in milliseconds
- CODE :
HYB: mixed code

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Feb 01/96
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------|
.034.
|VOR 1 FREQ| 108/117.95 |MHZ |
| 4 |2560|BCD |
|
|
|
|
| 0.01
|
|
|
|
|
|
|
|
|
|VOR 2 FREQ|
|
|
|
|
|
|
|
|
|--------------|----------|------------|----|----|----|----|----|-----|-------|
|
.100.
|SEL
| 180
|DEG |
| 12 |
|BNR |
|
|
|
|COURSE 1 | 0.0439
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|--------------|----------|------------|----|----|----|----|----|-----|-------|
|
.222.
|OMNI
| 180
|DEG |
| 12 |
|HYB |
|
|
|
|BEARING
| 0.0439
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|--------------|----------|------------|----|----|----|----|----|-----|-------|
|
.242.
|VOR 1
|
|
|
|
|
|HYB |
|
|
|
|IDENT
|
|
|
|
|
|
|
|
|
|
|WORD 1
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|VOR 2
|
|
|
|
|
|
|
|
|
|
|IDENT
|
|
|
|
|
|
|
|
|
|
|WORD 1
|
|
|
|
|
|
|
|
|
|--------------|----------|------------|----|----|----|----|----|-----|-------|
|
.244.
|VOR 1
|
|
|
|
|
|HYB |
|
|
|
|IDENT
|
|
|
|
|
|
|
|
|
|
|WORD 2
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|VOR 2
|
|
|
|
|
|
|
|
|
|
|IDENT
|
|
|
|
|
|
|
|
|
|
|WORD 2
|
|
|
|
|
|
|
|
|
-------------------------------------------------------------------------------

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Feb 01/96
B. Antennas
(1) MARKER antenna
(Ref. Fig. 009)
A low-drag, lightweight antenna, located in the longitudinal axis of
the aircraft below the fuselage, is provided for the reception of the
75 MHz marker signals. The dielectric, foam-filled, white polyester
fiberglass housing, fitted with a metal leading edge, protects
against moisture and erosion. The antenna is horizontally polarized,
has an impedance of 50 ohms.
(2) VOR antenna
(Ref. Fig. 010)
The VOR antenna is an airborne antenna sunk into the fin and used to
receive VOR signals in the 108-118 MHz range. It is a small-sized
half-wave folded dipole type.
The antenna has two independent RF connectors used to feed two items
of equipment. The antenna is horizontally polarized, has an impedance
of 50 ohms.
6. _________
Operation
(Ref. Fig. 002)
A. Control
(1) VOR system
- Each VOR/MKR receiver is connected to one RMP. The VOR/MKR receiver
1 is connected to the RMP 1, (the VOR/MKR receiver 2 to the RMP 2).
The RMP 1 also receives the management bus from the FMGC 1 (the RMP
2 from the FMGC 2).
- In normal operation, the FMGC 1(2) tunes the VOR/MKR receiver 1(2)
either automatically or manually by means of the MCDU 1(2). In this
case the RMP 1(2) operates as a relay which sends the frequency and
course information from the FMGC 1(2) to the VOR/MKR receiver 1(2).
- By a second port, the VOR/MKR receiver 1(2) receives a second
management bus directly from the FMGC 2(1). The receiver selects
one of the two port functions by a discrete signal from the FMGC
1(2) through the RMP 1(2).
- In case of one FMGC fault, the other FMGC can control the two
VOR/MKR receivers, one directly, the other through its RMP.
- In case of the RMP 1(2) or two RMPs fault, the concerned RMP is
transparent to data and discrete from the FMGC.
- In emergency configuration (in case of two FMGCs fault) the RMP 1
can control the VOR/MKR receiver 1 after ON NAV mode selection.
Same possibility for the RMP 2 (VOR/MKR receiver 2).
(Ref. Fig. 011)

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Feb 01/96
MARKER - Antenna
Figure 009

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Feb 01/96
VOR - Antenna
Figure 010

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Feb 01/96
VOR - Frequency Selection in Emergency Mode

Figure 011

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(2) Marker system

The marker receiver is contained in the VOR/MKR receiver.
In normal operation, the VOR/MKR receiver receives a signal when the
aircraft overflies the corresponding marker.
In normal utilization, both VOR 1 and 2 data are shown on the CAPT (F/O)
ND through their respective Display Management Computer (DMC 1(2)). The
marker data are shown on the CAPT (F/O) PFD through the DMC 1(2).
In case of the DMC 1(2) fault, 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. In case of PFD fault, there is an automatic transfer of the
PFD image into the ND.
In case of ND fault:
- you obtain the transfer of the ND image onto the PFD when you push the
PFD/ND XFR pushbutton switch on panel 301VU (501VU).
causes :
7. BITE
_____________
Function
(Ref. Fig. 012)
A. Access to the VOR/MKR Sub-menu Functions
It is possible to select the maintenance functions of the VOR/MKR
receiver 1 (2) on the MCDU1 (2) by pressing the line key adjacent to the
SYSTEM REPORT/TEST indication on the CFDS menu, and then selecting the
relevant VOR on the NAV menu.
After these actions, the VOR 1 (2) provides its own menu page and the
The test function can be activated in ground conditions only.
(1) Marker test
The marker test can be activated by pressing the line key adjacent to
the TEST indication on the VOR 1 maintenance sub-menu or by pressing
the pushbutton switch on the face of the receiver.
(2) VOR test
The VOR test can be activated by pressing the line key adjacent to
the TEST indication on the VOR 1(2) maintenance sub-menu or by
pressing the pushbutton switch on the face of the receiver.

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Feb 01/96
VOR/Marker - Maintenance Test Procedure

Figure 012

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Feb 01/96
VOR/MARKER - ADJUSTMENT/TEST
____________________________
TASK 34-55-00-740-002
_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
34-10-00-860-002
34-10-00-860-004
34-10-00-860-005

External Power
Page
34-55-00-991-001
Fig. 501
24-41-00-862-002
31-32-00-860-010
R
R
3. __________
Job Set-up
R
Subtask 34-55-00-860-054-A
(Ref. TASK 24-41-00-861-002).

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Page 501
May 01/01

(4) On the EFIS control sections of the FCU :
- set the ADF/VOR selector switches to VOR
- set the mode selector switches to ROSE/VOR.
R
(5) On the center pedestal, on one MCDU:

- get the SYSTEM REPORT/TEST/NAV page (Ref. TASK 31-32-00-860-010)
- push the NEXT PAGE function key.
- set the ON/OFF switch to ON
- push the NAV and VOR pushbutton switches (the green LED on these
pushbutton switches comes on)
- set the non local VOR1 and VOR2 stations and a course of 190
(Ref. Fig. 501/TASK 34-55-00-991-001)
(7) On the VOR/ADF/DME RMI :
- set the VOR/ADF selector switches to VOR.
R
Subtask 34-55-00-865-054
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/VOR/DME/RMI
12FN
F13
49VU NAV/VOR/1
2RS1
G13
121VU COM NAV/VOR/2
2RS2
K08

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May 01/01
VOR-Frequency and Course Selection

Figure 501/TASK 34-55-00-991-001

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Feb 01/96
4. Procedure
_________
Subtask 34-55-00-740-051
A. BITE Test of the VOR/MKR
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the MCDU:
the VOR1 (VOR2) indication
The VOR1 (VOR2) indication comes into

view.


- for 3 seconds, the VOR1 (VOR2)
warning flag comes into view and then
goes out of view
- then for 5 seconds, the VOR pointers
stay in the same position
- for the last 3 seconds, the VOR1
(VOR2) pointer shows 180
- at the end of the VOR test, the VOR1
(VOR2) pointer again shows the last
position.
On the CAPT (F/O) ND:
- for 3 seconds, the VOR red indication
comes into view and then goes out of
view
- for the last 3 seconds:
. the bearing pointer shows 180
. the lateral deviation bar shows two
dots to the left of the course
pointer and the arrow indicates the
same direction as the bearing pointer
- at the end of the VOR test, the
lateral deviation bar and the TO/FROM
indication go out of view.
For the VOR1 test only, on the CAPT and
F/O PFDs:
- the MKR test sequence starts
- the OM indication is in view until
the end of the VOR1 test.

R
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Page 504
May 01/03
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------On the MCDU:
- at the end of the test, the TEST OK
5. Close-up
________
R
Subtask 34-55-00-860-055-A
- set the ADF/VOR selector switches to OFF.
- release the ILS pushbutton switches.
- push the NAV and VOR pushbutton switches (the green LED on these
pushbutton switches goes off).
(Ref. TASK 24-41-00-862-002)
items.

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May 01/03
R
TASK 34-55-00-710-001
Operational Test of the VOR/MKR
_______
1. __________________
Reason for the Job
Reception Test of the VOR beacon.
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
34-55-00-991-001

External Power
Fig. 501
3. __________
Job Set-up
Subtask 34-55-00-860-050
(1) Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861002)
(2) On the center pedestal, on the RMP1 (RMP2), set the ON/OFF switches
to ON.

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Page 506
May 01/03
INTENTIONALLY BLANK

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Page 507
May 01/03
INTENTIONALLY BLANK

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Page 508
May 01/03
Subtask 34-55-00-865-051
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/VOR/DME/RMI
12FN
F13
49VU NAV/VOR/1
2RS1
G13
121VU COM NAV/VOR/2
2RS2
K08
4. Procedure
_________
Subtask 34-55-00-710-055
A. Operational Test of the VOR/MKR
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the RMP1 (RMP2):
On the RMP, the green LED on this

- set the frequency of the VOR1

(2) local station
(Ref. Fig. 501/TASK 34-55-00991-001)
The frequency comes into view in the

left window of the RMP

ACP :
- set the VOR1 reception.
In the loud speakers, you must hear the

Morse signal of the set station.

The green LED on this pushbutton switch

goes off.

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5. Close-up
________
Subtask 34-55-00-860-051
(2) On the center pedestal, on the ACP, release the VOR1 pushbutton
switch.
(3) De-energize the aircraft electrical circuits.
(Ref. TASK 24-41-00-862-002)
items.

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Feb 01/98
TASK 34-55-00-720-001
_______
R
NOTE : You can do the MKR test only at the end of the VOR1 test.
____
1. __________________
Reason for the Job
To make sure that the VOR and MKR systems operate correctly.
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
ground test unit
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-41-00-861-002
24-41-00-862-002
34-10-00-860-002
34-10-00-860-004
34-10-00-860-005
34-55-00-991-001

External Power
Fig. 501

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3. __________
Job Set-up
Subtask 34-55-00-865-053
A. Make sure that this(these) circuit breaker(s) is(are) closed:
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/VOR/DME/RMI
12FN
F13
49VU NAV/VOR/1
2RS1
G13
121VU COM NAV/VOR/2
2RS2
K08
Subtask 34-55-00-860-052
(1) Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861002)
(2) Install the ground test unit near the VOR or MKR antenna as shown in
the installation instructions.
- set the ADF/VOR selector switches to VOR and the mode selector
switches to ROSE/VOR.
(6) On the center pedestal, on one ACP, set the VOR1 (2) or MKR
reception.
- set the ON/OFF selector switch to ON.
- set the VOR/ADF selector switches to VOR.

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Page 512
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4. Procedure
_________
Subtask 34-55-00-720-050
A. Test of the VOR Reception and Identification
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the test unit:
- set the frequency of the VOR
test unit and then set a
bearing of 0.

- push the VOR pushbutton switch.

- set the VOR1 (VOR2) frequency

of the VOR test unit and then
set a course of C000 .
(Ref. Fig. 501/TASK 34-55-00991-001)
On the RMP1 (RMP2):

- the frequency comes into view in the
left window.
- the course comes into view in the
right window.
- the VOR1 (VOR2) frequency and the CRS
000 indications come into view in the
top right corner.
- the VOR1 (VOR2) indication and the
VOR1 (VOR2) frequency come into view
in the left (right) lower corner.
- the outline of the pointer comes into
view in the left (right) lower
corner.
- the dagger shaped pointer (course
pointer) shows 0.
- the VOR1 (VOR2) pointer comes into
view and shows 0.
- the lateral deviation bar and the
arrow that shows the TO indication

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------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------come into view and are on the same
axis as the dagger shaped pointer
(course pointer).
On the VOR/DME RMI:
- the VOR1 (VOR2) pointer shows 0.
- set a course of C005 .
On the CAPT and F/O NDs the dagger

shaped (course pointer) shows 5 and
the lateral deviation bar moves to the
left and stops on the first dot.

left and stops on the second dot.

right and stops on the first dot.

right and stops on the second dot.
R
R
R
R
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R
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- set a bearing of 135.

- the lateral deviation bar moves to
the right and the arrow indicates
FROM.
On the VOR/DME RMI:

- set a course of C135.

- the CRS 135 indication comes into
view in the top right corner.

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Page 514
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R
R
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------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- the set dagger shaped pointer (course
pointer) shows 135.
- the lateral deviation bar moves to
the center and the arrow indicates
TO.
R
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R
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R
R
- set a course of C315.

- set the test unit in the OFF
position

- the CRS 315 indication comes into
view in the top right corner.
- the set dagger shaped pointer (course
pointer) shows 315.
- the lateral deviation bar moves and
then returns to the center and the
arrow indicates FROM.
On the CAPT ND:
- the VOR1 (VOR2) pointer goes out of
view
- the lateral deviation bar and the
arrow that indicates FROM/TO go out
of view.
R
R
R
On the F/O ND:

- the VOR1 (VOR2) pointer goes out of
view
R
R
On the VOR/DME RMI:

- the flag VOR1 (VOR2) comes into view.
R
R
R
R
R
- set the test unit on the ON

position and set the
transmission of the
identification signal.
7. On the ACP:
R
R
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In the loudspeaker, you can hear the

audio signal.
- adjust the volume until you get

the required level.
The adjustment is continuous and no

unwanted noise is heard.

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Feb 01/98
R
R
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------- cancel the transmission of the
You cannot hear the signal.
audio signal.
R
R

R
Subtask 34-55-00-720-051
B. Test of the MKR Reception and Identification
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------1. On the test unit:
- set a frequency of 75 MHz with
a signal modulation of 400Hz
(OM signal).

- the OM indication comes into view on
the right.
audio signal.
2. On the ACP:
- adjust the volume until you get
the required level.
In the loudspeaker, the adjustment is

continuous and no unwanted noise can be
heard.

- modulate the signal to 1300Hz
(MM signal).

- the MM indication comes into view on
the right.
audio signal.
- modulate the signal to 3000Hz

(AWY signal).

- the AWY indication comes into view on
the right.

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Feb 01/98
------------------------------------------------------------------------------ACTION
RESULT
------------------------------------------------------------------------------In the loudspeaker, you can hear the
audio signal.
- cancel the 75MHz frequency.

the last MKR indication goes out of
view.
In the loudspeaker, you cannot hear the
transmission of the audio signal.
5. Close-up
________
Subtask 34-55-00-860-053
R
R
R
R

- set the ADF/VOR selector switches to OFF.
- release the ILS pushbutton switches.
(4) On the center pedestal, on the ACP, release the VOR1 (2) or MKR
pushbutton switch.
(5) Stop the test unit.
(6) De-energize the aircraft electrical circuits.
(Ref. TASK 24-41-00-862-002)
items.

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Page 517
Feb 01/98
ANTENNA - VOR (4RS) - REMOVAL/INSTALLATION

__________________________________________
TASK 34-55-11-000-001
Removal of the VOR Antenna 4RS
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No
No
No
No
No
specific
specific
specific
specific
specific
blanking caps
nonmetallic scraper
warning notice
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------24-42-00-861-001
55-34-11-000-001
34-55-11-991-001

Power
Removal of the Vertical Stabilizer Tip 324AT
Fig. 401
3. __________
Job Set-up
Subtask 34-55-11-861-050
(Ref. TASK 24-42-00-861-001)

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Page 401
Feb 01/96
Subtask 34-55-11-865-050
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/VOR/1
2RS1
G13
121VU COM NAV/VOR/2
2RS2
K08
Subtask 34-55-11-010-050
C. Get Access
(1) Put the warning notice in the cockpit to tell persons not to operate
the flight controls.
(2) Put the access platform in position at Zone 324.
(3) Remove the vertical stabilizer tip 324AT (Ref. TASK 55-34-11-000-001)
4. Procedure
_________
(Ref. Fig. 401/TASK 34-55-11-991-001)
Subtask 34-55-11-020-051
A. Removal of the VOR Antenna
(1) Solution 1 (VOR antenna S/N 001-331):
- disconnect the coaxial cable connectors (2) from the antenna
connectors (6).
- remove sealant from the head of the screws (3) with a nonmetallic
scraper.
- remove the screws (3), the washers (5) and the antenna (1).
(2) Solution 2 (VOR antenna S/N 332 and subsequent):
- disconnect the coaxial cable connectors (2) from the antenna
connectors (6).
- remove the sealant from the head of the screws (3) with a
- remove the screws (3), the washers (5), the isolation washers (7)
and the antenna (1).
NOTE : The isolation washers have a tendancy to stick to the bottom
____
of the VOR antenna. They must be removed.

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VOR Antenna 4RS.

Solution 1 (S/N 001-331) / Solution 2 (S/N 332 and subsequent).
Figure 401/TASK 34-55-11-991-001
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34-55-11

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Page 404
Feb 01/96
TASK 34-55-11-400-001
Installation of the VOR Antenna 4RS
_______
DO NOT SMOKE.
_______
IF YOU DO:
_______
- GET MEDICAL AID.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
nonmetallic scraper
Lint-free cloth
(2.00 to 26.00 lbf.ft)

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Feb 01/96
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------Material No. 07-001
R
Material No. 09-016

Material No. 11-010
Material No. 16-003

(Ref. 20-31-00)
CLASS B
(Ref. 20-31-00)
USA TT-I-735
GRADE A
F
ASNB70720
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------20-28-00-912-005
24-42-00-861-001
24-42-00-862-001
34-55-00-720-001
55-34-11-000-001
55-34-11-400-001
34-55-11-991-001

Power
the External Power
Removal of the Vertical Stabilizer Tip 324AT
Installation of the Vertical Stabilizer Tip 324AT
Fig. 401
3. __________
Job Set-up
Subtask 34-55-11-860-050
Make sure that the ground service network is energized
(Ref. TASK 24-42-00-861-001)
(1) Make sure that the warning notices are in position in the cockpit to
tell persons not to operate the flight controls.
(2) Make sure that the access platform is in position at Zone 324.

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Page 406
Nov 01/02
(3) Make sure that the vertical stabilizer 324AT (Ref. TASK 55-34-11-000001) is removed.
Subtask 34-55-11-865-051
tagged
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/VOR/1
2RS1
G13
121VU COM NAV/VOR/2
2RS2
K08
4. Procedure
_________
(Ref. Fig. 401/TASK 34-55-11-991-001)
_______
MATERIAL.
Subtask 34-55-11-140-050
A. Preparation for Installation
(1) Remove the used sealant from the antenna support with a nonmetallic
scraper.
R
R
AGENTS (Material No. 11-010) and a Lint-free cloth.
NOTE : Make sure that the antenna-attachment points have no signs of
____
paint, corrosion or sealant.
Subtask 34-55-11-420-050
B. Installation of the VOR Antenna
(1) Solution 1 ( VOR antenna S/N 001-331):
- put the antenna (1) in position and install the screws (3) and the
washers (5).
- TORQUE the screws (3) to between 0.35 and 0.45 m.daN (30.97 and
39.82 lbf.in).
- connect the cable connector (2) to the antenna connector (6).

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Page 407
May 01/00
(2) Solution 2 ( VOR antenna S/N 332 and subsequent):

- put the antenna (1) in position and install the isolation washers
(7), the
- screws (3) and the washers (5).
- TORQUE the screws (3) to between 0.35 and 0.45 m.daN (30.97 and
39.82 lbf.in).
condition.
(5) Connect the cable connector (2) to the antenna connector (6).
and the fuselage structure is not higher than 5 milliohms (Ref. TASK
20-28-00-912-005).
(7) Apply SEALANTS (Material No. 09-016) around the antenna electrical
bonding points and the screws (3).
the electrical bonding points.
R
R
Subtask 34-55-11-865-052
breaker(s):
2RS1, 2RS2
Subtask 34-55-11-720-050
D. Do the functional test of the VOR system (Ref. TASK 34-55-00-720-001).

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Page 408
May 01/00
5. Close-up
________
Subtask 34-55-11-410-052
A. Close Access
items.
(2) Install the vertical stabilizer tip 324AT (Ref. TASK 55-34-11-400001).
Subtask 34-55-11-862-050
(Ref. TASK 24-42-00-862-001)

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Page 409
Feb 01/96
ANTENNA - MARKER (1RS) - REMOVAL/INSTALLATION

_____________________________________________
TASK 34-55-18-000-001
Removal of the Marker Antenna (1RS)
_______
DO NOT SMOKE.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
blanking caps
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-55-18-991-001
Fig. 401

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Page 401
Feb 01/96
3. __________
Job Set-up
Subtask 34-55-18-865-050
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/VOR/1
2RS1
G13
4. Procedure
_________
(Ref. Fig. 401/TASK 34-55-18-991-001)
Subtask 34-55-18-020-050
A. Removal of the Marker Antenna
(1) Remove the sealant from the heads of the screws (4).
(3) Put the antenna (3) away from the fuselage (2).
(4) Disconnect the coaxial connector (1).
R

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Marker Antenna
Figure 401/TASK 34-55-18-991-001

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May 01/97
TASK 34-55-18-400-001
Installation of the Marker Antenna (1RS)
_______
DO NOT SMOKE.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
A. Consumable Materials
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------Material No. 05-013
R
Material No. 09-016

Material No. 09-019
Material No. 11-003
D
TV-53-3507/73
CLASS B
(Ref. 20-31-00)
USA AMS 3267/3
(Ref. 20-31-00)
USA TT-M-261
B. Expendable Parts
|IPC-CSN
------------------------------------------------------------------------------6
seal
34-55-18 01 -010

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------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-55-00-720-001
34-55-18-991-001

Fig. 401
3. __________
Job Set-up
Subtask 34-55-18-865-051
tagged
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/VOR/1
2RS1
G13
4. Procedure
_________
(Ref. Fig. 401/TASK 34-55-18-991-001)
Subtask 34-55-18-420-050
R
A. Installation of the Marker Antenna

_______
- GET MEDICAL AID.
NOTE : If you install the same antenna it is necessary to clean it with
____
CLEANING AGENTS (Material No. 11-003)
(Material No. 11-003).
(2) Apply SPECIAL MATERIALS (Material No. 05-013) on the antenna (3)
mount and on the fuselage (2).
(3) Apply SEALANTS (Material No. 09-019) on the antenna (3) mount and on
the fuselage (2).
____

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Page 405
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R
(5) Install a new seal (6).
(6) Connect the coaxial connector (1) to the antenna (3).
(7) Put the antenna (3) in position on the fuselage (2).
antenna (3).
(11) Apply SEALANTS (Material No. 09-016) on the screw (4) heads.
Subtask 34-55-18-865-052
breaker(s):
2RS1
Subtask 34-55-18-720-050
C. Do the functional test of the VOR/MKR (para. MKR Identification and
Reception test) (Ref. TASK 34-55-00-720-001).
5. Close-up
________
Subtask 34-55-18-860-050
items.

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Page 406
May 01/97
RECEIVER - VOR/MARKER (3RS1,3RS2) - REMOVAL/INSTALLATION

________________________________________________________
TASK 34-55-31-000-001
Removal of the VOR/MKR Receiver (3RS1, 3RS2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
No specific
blanking caps
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-55-31-991-001
Fig. 401
3. __________
Job Set-up
Subtask 34-55-31-865-050
IDENT. LOCATION
------------------------------------------------------------------------------FOR 3RS1
49VU NAV/VOR/1
2RS1
G13
FOR 3RS2
121VU COM NAV/VOR/2
2RS2
K08

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Page 401
Feb 01/96
Subtask 34-55-31-010-050
B. Get Access
128.
4. Procedure
_________
(Ref. Fig. 401/TASK 34-55-31-991-001)
Subtask 34-55-31-020-050
A. Removal of the VOR/MKR Receiver
R

(3) Pull the VOR/MKR receiver (1) on its rack (3) to disconnect the
(4) Remove the VOR/MKR receiver (1) from its rack (3).

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Feb 01/98
VOR/MKR Receiver
Figure 401/TASK 34-55-31-991-001

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Feb 01/98
TASK 34-55-31-400-001
Installation of the VOR/MKR Receiver (3RS1, 3RS2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------R
34-55-00-740-002
52-41-00-410-002
34-55-31-991-001

Fig. 401
3. __________
Job Set-up
Subtask 34-55-31-860-050
824 in zone 128.

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Subtask 34-55-31-865-051
tagged
IDENT. LOCATION
------------------------------------------------------------------------------FOR 3RS1
49VU NAV/VOR/1
2RS1
G13
FOR 3RS2
121VU COM NAV/VOR/2
2RS2
K08
4. Procedure
_________
(Ref. Fig. 401/TASK 34-55-31-991-001)
Subtask 34-55-31-420-050
R
A. Installation of the VOR/MKR Receiver

correct condition.
(5) Install the VOR/MKR receiver (1) on its rack (3).
(6) Push the VOR/MKR receiver (1) on its rack (3) to connect the
Subtask 34-55-31-865-052
breaker(s):
FOR 3RS1
2RS1
FOR 3RS2
2RS2

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Feb 01/98
Subtask 34-55-31-710-050-A
C. Do the BITE test of the VOR/MKR (Ref. TASK 34-55-00-740-002).
5. Close-up
________
Subtask 34-55-31-860-051
items.
Subtask 34-55-31-410-050
B. Close Access
R


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Page 406
May 01/02
RMI - VOR/ADF/DME (21FN) - REMOVAL/INSTALLATION

_______________________________________________
TASK 34-57-22-000-002
Removal of the VOR/ADF/DME RMI (21FN)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
QTY DESIGNATION
------------------------------------------------------------------------------No specific
No specific
blanking caps
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------34-57-22-991-002
Fig. 401
3. __________
Job Set-up
Subtask 34-57-22-865-053
R
R
R
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/VOR/DME/RMI
12FN
F13
8FP
F09
4LF
Y04
Subtask 34-57-22-010-051

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May 01/99
4. Procedure
_________
(Ref. Fig. 401/TASK 34-57-22-991-002)
Subtask 34-57-22-020-051
A. Removal of the VOR/ADF/DME RMI
(1) Loosen the screws (1), do not remove them.
(2) Disengage the VOR/ADF/DME RMI (2) from its housing.
(4) Remove the VOR/ADF/DME RMI (2).
(4).

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Page 402
Feb 01/96
VOR/ADF/DME RMI
Figure 401/TASK 34-57-22-991-002

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TASK 34-57-22-400-002
Installation of the VOR/ADF/DME RMI (21FN)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
------------------------------------------------------------------------------REFERENCE
DESIGNATION
------------------------------------------------------------------------------33-13-00-710-001
34-14-00-740-001

Lighting
3. __________
Job Set-up
Subtask 34-57-22-865-054
tagged
R
R
R
IDENT. LOCATION
------------------------------------------------------------------------------49VU NAV/VOR/DME/RMI
12FN
F13
8FP
F09
4LF
Y04
4. Procedure
_________
Subtask 34-57-22-420-051
A. Installation of the VOR/ADF/DME RMI

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Page 404
May 01/99
condition.
(5) Connect the electrical connector (4) to the VOR/ADF/DME RMI (2).
(6) Install the VOR/ADF/DME RMI (2) in its housing.
Subtask 34-57-22-865-055
breaker(s):
12FN, 8FP, 4LF
Subtask 34-57-22-710-052
C. Test of the VOR/ADF/DME RMI (21FN)
(1) Do the BITE test of the IR system (but read only the heading value on
the RMI).
(Ref. TASK 34-14-00-740-001)
(Ref. TASK 33-13-00-710-001)
5. Close-up
________
Subtask 34-57-22-410-051
items.

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Page 405
Feb 01/96

Amm 320 Capitulo 24 Sistemas Elec.

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__________

L.E.P. 1- 9 REVISED TO REFLECT THIS REVISION INDICATING

TITLE OF TASK(S) DATA UPDATED

WARNING/NOTE/REASON FOR THE JOB AMENDED

WARNING/NOTE/REASON FOR THE JOB AMENDED

LAYOUT IMPROVED OR EFFECTIVITY UPDATED

TITLE OF TASK(S) DATA UPDATED

34-48-00 01 SB 34-1026 18 INCORPORATED

34-48-00 02 MOD.20073K0052 INCORPORATED

MPD/MMEL/CDL DATA AMENDED

CIRCUIT BREAKER(S) DATA UPDATED

CIRCUIT BREAKER(S) DATA UPDATED

CIRCUIT BREAKER(S) DATA UPDATED

LAYOUT IMPROVED OR EFFECTIVITY UPDATED

SENSORS, POWER SUPPLY AND SWITCHING

SENSORS, POWER SUPPLY AND SWITCHING

AIR DATA/INERTIAL REFERENCE SYSTEM

ATTITUDE, HEADING AND POSITION

STANDBY DATA : ALTITUDE AND AIRSPEED

STANDBY DATA : ALTITUDE AND AIRSPEED

STANDBY DATA : ATTITUDE AND HEADING

STANDBY DATA : ATTITUDE AND HEADING

DESCRIPTION AND OPERATION

WEATHER RADAR SYSTEM

Utilization Technical Data

TCAS (TRAFFIC COLLISION AVOIDANCE

GROUND PROXIMITY WARNING SYSTEM (GPWS)

GROUND PROXIMITY WARNING SYSTEM (GPWS)

NAVIGATION - GENERAL - DESCRIPTION AND OPERATION

(b) A standby system

The standby system includes a standby altimeter, a standby

Navigation - Systems Overvieww

(2) Attitude, heading and position function

The standby system includes a standby horizon indicator and a

B. Integrated Standby Instrument System (ISIS) (optional system)

- Display and adjustment of four airspeed bugs and four airspeed

C. Landing and Taxiing Aids

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

(2) Head Up Display (HUD) (optional system)

(3) Instrument Landing System (ILS) or Multi-Mode

(b) The MMR system is a navigation system with two internal

The ILS function is to provide the crew and the airborne

The GPS function is a radio aid to worldwide navigation which

D. Independent Position Determining

(1) Weather radar system

NOTE : The Electronic Flight Instrumental System (EFIS) controls the

This system is made up of the following components :

More explanations are given in the W/R system (Ref. 34-41).

(2) Radio altimeter

(3) Traffic Collision Avoidance System (TCAS) (optional system)

(4) Gound Proximity Warning System (GPWS)

(b) Enhanced Ground Proximity Warning System (Enhanced GPWS)

E. Dependent Position Determining

(1) Distance Measuring Equipment (DME)

(2) Air Traffic Control (ATC)

More explanations are given in the ATC system (Ref. 34-52).

(3) Automatic Direction Finder (ADF)

(4) VHF Omni-Range (VOR)

(5) Global Positioning System (GPS) (optional system)

More explanations are given in the GPS system (Ref. 34-58).

AIR DATA/INERTIAL REFERENCE SYSTEM (ADIRS) - DESCRIPTION AND OPERATION

AIR DATA/INERTIAL REFERENCE SYSTEM (ADIRS) - MAINTENANCE PRACTICES