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TRAINING CENTER

A319/320/321
B1
AVIONIC SYSTEM

ONLY FOR TRAINING PURPOSE

This document must be used for maintenance


training purposes only.

Amendment service will not be provided.

MNG Technic Maintenance


Training Center

RECORD OF REVISIONS

Rev. No

Rev. Date

Revised Pages

Reason
for Changes

Prepared By

Original

02.10.2006

Original

Original

Oktay TRKMEN

18.02.2008

ALL

General Revision

Oktay TRKMEN

01.06.2011

ALL

General Revision

Oktay TRKMEN

21.05.2013

ALL

TNA STUDY

Oktay TRKMEN
Arif VURUCU

__________________________________________________________________
ONLY FOR TRAINING PURPOSE

TABLE OF CONTENTS
CHAPTER 23 COMMUNICATION
GENERAL SYSTEM PRESENTATION..........................................................................................................2-3
SYSTEM CONTROL AND INDICATING........................................................................................................4-9
SPEECH COMMUNICATION PRESENTATION........................................................................................10-11
RADIO MANAGEMENT PANEL PRESENTATION....................................................................................12-15
AUDIO SYSTEM PRESENTATION............................................................................................................16-17
AUDIO CONTROL PANEL PRESENTATION............................................................................................18-21
VHF SYSTEM PRESENTATION................................................................................................................22-25
SELCAL SYSTEM PRESENTATION.........................................................................................................26-27
GROUND CREW CALL SYSTEM PRESENTATION AND OPERATION..................................................28-29
STATIC DSCHARGE.................................................................................................................................30-35
SYSTEM PRESENTATION........................................................................................................................36-37
COCKPIT VOICE RECORDER SYSTEM PRESENTATION.....................................................................38-41
CABIN INTER COMMUNICATION DATA SYSTEM DESIGN PHILISOPHY.............................................42-47
FORWARD ATTENDANT PANEL PRESENTATION.................................................................................48-51
ADDITIONAL ATTENDANT PANEL PRESENTATION..............................................................................52-53
PROGRAMMING AND TEST PANEL PRESENTATION...........................................................................54-56
CHAPTER 31 INDICATING & RECORDING
ELECTRONIC INSTRUMENT SYSTEM PRESENTATION.......................................................................58-63
EIS ARCHITECTURE ................................................................................................................................64-65
EIS TRANSFER..........................................................................................................................................66-77
ECAM AUDIO SIGNALS............................................................................................................................78-79

TABLE OF CONTENTS
ECAM DISPLAYS.......................................................................................................................................80-89
ENGINE / WARNING DISPLAY PRESENTATION....................................................................................90-99
SYSTEM DISPLAY PRESENTATION....................................................................................................100-107
ECAM FLIGHT DISPLAYS.....................................................................................................................108-123
ECAM CONTROL PANEL UTILIZATION...............................................................................................124-139
ECAM WARNINGS PRESENTATION....................................................................................................140-155
SWITCHING PANEL..... ........................................................................................................................156-157
EFIS CONTROL PANEL........................................................................................................................158-161
PRIMARY FLIGHT DISPLAY.................................................................................................................162-163
NAVIGATION DISPLAY.........................................................................................................................164-167
ELECTRICAL CLOCK PRESENTATION...............................................................................................168-171
BITE PHILOSOPHY...............................................................................................................................172-175
CFDS PRESENTATION.........................................................................................................................176-177
AIRCRAFT SYSTEM TYPES.................................................................................................................178-179
FAILURES CLASSIFICATION...............................................................................................................180-187
CFDS REPORTS...................................................................................................................................188-215
TROUBLE SHOOTING PROCEDURE WITH CFDS..............................................................................216-221
NAVIGATION DISPLAY.........................................................................................................................222-225
CFDS AND DATA RECORDING SYSTEM............................................................................................226-313
MULTIFUNCTION PRINTER................................................................................................................314-318
CHAPTER 31 - NAVIGATION
SYSTEM PRESENTATION....................................................................................................................320-331

TABLE OF CONTENTS
SYSTEM CONTROLS PRESENTATION...............................................................................................332-341
RADIO MANAGEMENT PANEL DESCRIPTION...................................................................................342-347
ADIRS PRINCIPLE.............................................................................................................. ..................348-373
WEATHER RADAR SYSTEM PRESENTATION...................................................................................374-375
WXR / PWS... ............................................................................................... ........................................376-383
RADIO ALTIMETER SYSTEM PRESENTATION.............................................. ...................................384-387
TCAS.......... ........................................................................ ..................................................................388-399
GROUND PROXIMITY WARNING SYSTEM PRESENTATION............ ...............................................400-403
ENHANCES GPWS.. .............................................................................................................................404-407
DME SYSTEM PRESENTATION........ ..................................................................................................408-413
ATC SYSTEM PRESENTATION........................................................ ...................................................414-419
ADF SYSTEM PRESENTATION.................................................... .......................................................420-427
VOR / MARKER SYSTEM PRESENTATION.........................................................................................428-435
SATELLITE NAVIGATION......................................................................................................................436-448
CHAPTER 22 AUTO FLIGHT
AUTO FLIGHT SYSTEM DESIGN PHILOSOPHY.................................................................................450-453
AUTO SYSTEM CONTROL AND INDICATING.....................................................................................454-465
BASIC OPERATIONAL PRINCIPLES....................................................................................................466-468

MNG TECHNIC
TRAINING CENTER

FOR TRAINING PURPOSE ONLY

AVIONIC

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CHAPTER 23
COMMUNICATION

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Issue Date : 21/05/2013

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AVIONIC

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AVIONIC

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AVIONIC

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AVIONIC

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AVIONIC

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AVIONIC

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AVIONIC

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AVIONIC

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AVIONIC

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AVIONIC

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AVIONIC

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AVIONIC

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AVIONIC

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AVIONIC

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AVIONIC

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AVIONIC

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AVIONIC

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AVIONIC

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CHAPTER 31
INDICATING & RECORDING

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SWITCHING PANEL
ADIRS Source Switching
If a primary AIR DATA or ATTITUDE/HEADING source (side 1 or side 2) fails,
the relevant flags come into view on the associated PFD and ND (Captain for
side 1, First Officer for side 2).
In this case, the affected pilot can switch over to the ADIRU 3 source to recover the lost flight parameters, by setting the AIR DATA or the ATT HDG selector switch to CAPT ON 3 for side 1, or to F/O ON 3 for side 2.
These selector switches are located on the source switching panel which is aft
of the ECAM control panel, on the center pedestal.
In case of complete failure of the ADIRU 1 (or 2), both selector switches (AIR
DATA and ATT HDG) must be set to the switched position CAPT ON 3
(or F/O ON 3).

DMC Switching
This selector switch is used for EIS DMC switching. When rotated out of the
vertical position, DMC 3 totaly replaces DMC 1 or DMC 2.

ECAM/ND Transfer
This transfer facility enables the crew to display an ECAM image to either ND,
in case of failure of ECAM DUs.

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AMM 34-11-00

Figure 42

Switching Panel

AMM 31-60-00
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EFIS CONTROL PANEL


The EFIS control panels, which are part of the Flight Control Unit, are divided
into PFD controls and ND controls.
PFD Controls
Both EFIS Control Panels have the same controls:
S Hg / hPa Selector Knob for QNH units ( in Hg or hPa ).
S BARO Setting Knob for QNH setting. Pulling the knob selects the standart
value. In this case, STD is displayed in the Baro Reference Window.
S FD Pushbutton Switch for switching of FD Bars resp. FPD-Symbols.
S LS Pushbutton Switch for switching of LOC and GLIDE Scales and deviation symbols on the PFD.
Baro Reference Window is used to display the pressure reference value
and the reference used.

ND Controls
For the Navigation Display there ara following controls:
S Mode Selector Switch to use the ND in different modes.
In the Rose Modes the aircraft symbol is in the middle of the ND, in the
ARC Mode it is at the bottom of the DU.
PLAN corresponds to a map displayed on the ND.
ENG is a standby mode to display engine parameters on the ND.
S Scale Selector Switch to selesct the range on the ND.
for example, if 320 is selected the distance between aircraft sysmbol and
compass rose corresponds to a distance of 320 nautical miles.
S ADF/VOR selector: enables ADF or VOR bearing pointers to be selected
on the associated ND as well as the corresponding navigation station characteristics in any mode except PLAN mode.
S Data base display P/Bs: these five P/Bs enable additional data to be displayed on the ND. When pressed these P/Bs respectively display Airports,
ADF stations, VOR/DME stations, Waypoints and Constraints.

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Mode Selector Switch

Data Base Display Pushbuttons

BARO Correction Display

Scale Selector Switch

ILS

Hg / hPa Selector

BARO Setting
Knob

FD

FD Pushbutton Switch

ILS

LS Pushbutton Switch
Figure 43

ADF / VOR Selector Switches

EFIS Control Panel (Captain)


P

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Figure 47

PFD-ND Relay Boxes Location

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31-64

PRIMARY FLIGHT DISPLAY (PFD)

Modul: PFD GENERAL PRESENTATION


Primary Flight Display Structure
A grey background is displayed on speed, heading and altitude PFD windows.
In case of avionics Ventilation Blower and Extract Fault, the grey background is
supressed in order to limit PFD tubes consumption and to prevent them from
overheating.

Attitude
The aircraft attitude is shown on the central part of the display by a cutsphere
shaped window which features a conventional Attitude Display Indicator.

Heading
Actual and Selected Heading or Track Information is shown at the bottom of
the display.

Speed
The Airspeed Scale on the left hand side contains all the data of a conventional
Airspeed Indicator plus significant limit protections and Target Speed.

Guidance
Flight Director Bars or Flight Director Symbol display guidance orders on the
attitude sphere.

Altitude
The Altitude Scale on the right side displays the aircraft actual Altitude
according to the selected baro setting reference.

Trajectory Deviation
Lateral and vertical scales provide trajectory deviation information during an
ILS or R NAV approach.

Vertical Speed
A green pointer and a numerical value display the aircraft Vertical Speed at the
extreme right of the Primary Flight Display.

Flight Mode Annunciator


Annunciations and messages regarding Flight Management and Guidance
System operation are displayed at the top of the PFD which is devided into
5 columns and 3 lines.

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NAVIGATION DISPLAY

General
The indication on the Navigation Display ( ND ) depends on the position of the
Mode Selector Switch on the EFIS Control Panel.
The different Modes are shown on the following pages.

ROSE ILS Mode


This Mode corresponds to the conventional HSI with Localizer- and
Glideslope - Indication.
ROSE VOR Mode
This Mode corresponds to the conventional HSI with VOR Course and
VOR Deviation.
ROSE NAV Mode
This Mode corresponds to the conventional HSI without VOR Course resp.
VOR Deviation but with Flight Plan indications ( from the FMGES) and Weather
Radar Indication.

ARC Mode
This mode shows a sector of 90 degrees in front of the aircraft. The aircraft
symbol is at the bottom of the DU.
Flight Plan information and Weather Radar are displayed like in the ROSE NAV
mode.
PLAN Mode
In this mode a map is displayed with North up. In the middle of the display
there is a waypoint as a reference point.
Depending on the selected range other waypoints and the planned Flight Path
are displayed. An aircraft symbol is displayed according to the Present
Position.

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LS

LS

Figure 50

ND - ROSE ILS Mode and ROSE VOR Mode

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LS

LS

Figure 51

ND - ROSE NAV Mode and ARC Mode

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LS

Figure 52

ND - PLAN Mode

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31-65

NAVIGATION DISPLAY

General
The indication on the Navigation Display ( ND ) depends on the position of the
Mode Selector Switch on the EFIS Control Panel.
The different Modes are shown on the following pages.

ROSE ILS Mode


This Mode corresponds to the conventional HSI with Localizer- and
Glideslope - Indication.
ROSE VOR Mode
This Mode corresponds to the conventional HSI with VOR Course and
VOR Deviation.
ROSE NAV Mode
This Mode corresponds to the conventional HSI without VOR Course resp.
VOR Deviation but with Flight Plan indications ( from the FMGES) and Weather
Radar Indication.

ARC Mode
This mode shows a sector of 90 degrees in front of the aircraft. The aircraft
symbol is at the bottom of the DU.
Flight Plan information and Weather Radar are displayed like in the ROSE NAV
mode.
PLAN Mode
In this mode a map is displayed with North up. In the middle of the display
there is a waypoint as a reference point.
Depending on the selected range other waypoints and the planned Flight Path
are displayed. An aircraft symbol is displayed according to the Present
Position.

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LS

LS

Figure 50

ND - ROSE ILS Mode and ROSE VOR Mode

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LS

Figure 51

ND - ROSE NAV Mode and ARC Mode

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Figure 52

ND - PLAN Mode

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34-41

WXR/PWS

DESCRIPTION
General
The aircraft is equipped with an X-band weather radar system with Predictive
Windshear capability.
The weather radar system enables:
S detection and localization of the atmospheric disturbances in the area defined by the antenna scanning: plus or minus 90 deg. of aircraft centerline
and up to 320NM in front of the aircraft,
S detection of turbulence areas caused by the presence of precipitations up to
a distance of 40NM,
S presentation of terrain mapping information by the combination of the orientation of the radar beam and of the receiver gain,
S detection of a microburst windshear event in the area defined by the antenna scanning: plus or minus 60 deg.
S presentation of windshear events within an area plus or minus 30 deg. of
aircraft centerline and up to 5NM in front of the aircraft.
NOTE:

A MICROBURST IS A COOL SHAFT OF AIR, LIKE A CYLINDER,


BETWEEN 1000 AND 3000 FT. WHEN IT ENCOUNTERS THE
GROUND (AIRFLOW VELOCITY FROM 40 TO 110 KTS) THE
DOWNWARD MOVING AIRFLOW IS TRANSLATED TO A HORIZONTAL FLOW (FROM 80 TO 220 KTS), AT THE BASE OF THE
AIR SHAFT. TWO TYPES OF MICROBURST EXIST, WET AND
DRY.
Five color displays are used to show precipitations, turbulence and ground
mapping to the crew.
The location of the windshear events is indicated by an icon (symbol consisting
of alternating red and black arcs).

System Architecture
The weather radar system is composed of items closely associated with its operation, such as peripherals supplying parameters, EFIS display units or maintenance functions.
The weather radar image is shown on the CAPT and F/O Navigation Displays
(ND).The NDs are connected to the three Display Management Computers
(DMC) and to the CAPT and F/O EFIS control panels of the FCU.
The weather radar and windshear detection image is shown on the Captain and
First Officer Navigation Displays (ND) and the windshear warning is shown on
Captain and First Officer Primary Flight Displays (PFD) and on the upper
ECAM DU.
The weather radar system consists of:
S a transceiver,
S a dual control unit,
S a dual antenna drive,
S an antenna,
S a transceiver dual mounting tray with a wave guide switch.
NOTE:

ONLY THE ANTENNA DRIVE OF THE WXR/PWS SYSTEM IS THE


SAME AS THAT OF THE NORMAL WXR SYSTEM.

NOTE:

IF THE ENHANCED GPWS IS OPERATIVE, THE WR IMAGE IS


REPLACED BY THE TERRAIN IMAGE ON THE NAVIGATION DISPLAYS, DURING A TERRAIN ALERT OR A CREW ACTION.

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CONTROLS AND INDICATING


The various system controls are grouped on the weather radar control unit and
on the EFIS control sections of the FCU.
Weather radar control unit
The face of the weather radar control unit includes the following controls:

A mode selector switch, which enables the selection of the WX, WX+T,
TURB or MAP function.

A TILT selector switch, which enables the control of the antenna elevation.
Antenna position is read in degrees, opposite the notch on the switch:
- either from 0 to 15 deg. upwards (UP)
- or from 0 to 15 deg. downwards (DN).
In windshear mode, the tilt control is automatic in the WR/PWS for the scanning. However, the tilt displayed on ND is in accordance with the one selected
on the radar control unit.

A GAIN potentiometer, which enables the manual adjustment of the


transceiver gain.
In the windshear position, the gain control is automatic in the WR/PWS for the
scanning.

A switch, with three stable positions 1/OFF/2, which enables the selection of the transceiver 1 or 2 and the deactivation of the transceivers.

A GND CLTR SPRS switch, which enables the selection of the ground
clutter suppression (ON/OFF).

EFIS control section (on the FCU)


In this part, the controls related to the selection of WX and W/S functions are
described.

A mode selector switch, made up of a rotary switch enables the selection


of the ROSE or ARC function for display of a weather radar image on the
CAPT and F/O NDs.
If neither ROSE or ARC mode is selected, the message W/S CHANGE MODE
is shown on both NDs, if there is a windshear alert. The color depends on the
W/S alert level.

A scale selector switch, common to EFIS, FMGS and radar systems,


enables the selection of 10, 20, 40, 80, 160 or 320 operation range in
nautical miles (NM) for display of the weather radar image on the CAPT
and F/O NDs.
Windshear information is presented in the 10 NM range only. If a windshear
alert is generated but the selected range is greater than 10 NM, the message
W/S: SET RNG 10 NM is shown on the NDs. The color depends on the W/S
alert level.
Lighting/LOUDSPEAKER control panel
CAPT and F/O lighting/LOUDSPEAKER control panels 301VU and 500VU
which are connected to CAPT and F/O NDs, include ND concentric potentiometers for adjusting the brightness of the image displayed on the NDs.

A PWS/AUTO/OFF switch, which enables the selection of the windshear


function.
In AUTO position, the windshear detection is automatic if altitude is lower than
2300 ft and qualifiers A and B are valid.
This automatic operation can be inhibited when the switch is in the OFF position.

The outer knob of each potentiometer controls the brightness of the


radar image only.

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7
8

9
4

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WEATHER RADAR DATA DISPLAYED ON NDS


Indication on ND
On the figure, the details A) and B) respectively correspond to the ARC and
ROSE ND modes for which the display of the radar image is possible.
Messages inform the crew of the tilt angle and gain selected on the weather
radar control unit. Other messages indicate the failures which affect the operation of the radar system. All these messages are displayed in the R lower corner of each ND whenever a radar image is selected.
Tilt information and gain selection are displayed on the ND when no failure
warning message is generated, or when the TEST mode is not selected.
The various failures which can affect the radar image are listed in decreasing
order of importance. If several failures occur, only the most important one is
displayed (Ref. details C) and D) on the figure).
Two types of failures can affect the radar system:
S Failures which result in the loss of the radar image
The corresponding messages are displayed in red
- WR : indicates a failure of the weather radar transceiver
R/T
- WR : indicates a failure of the weather radar antenna
ANT
- WR : indicates a failure of the weather radar control unit
CTL
- WR : indicates an error of comparison between the range
RNG from the EFIS control section and the copy data received
on the symbol generator via the radar data bus.
NOTE:

S Failures which do not affect the radar image


The corresponding messages are displayed in amber
- WR : indicates the loss of the transceiver calibration
WEAK
- WR : indicates an attitude failure from the ADIRU
ATT
- WR : indicates the loss of the radar antenna stabilization
STAB
- WR : indicates the selection of the radar TEST mode.
TEST

IN CASE OF INSUFFICIENT AVIONICS VENTILATION, THE


WEATHER RADAR IMAGE IS LOST IN ORDER TO PREVENT NDS
OVERHEAT.

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Figure 79

WXR/PWS Weather Radar Indication on ND

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WINDSHEAR INFORMATION ON PFD AND ND


Windshear indications
The location of a windshear phenomenon is indicated to the crew by means of
an icon superimposed on the radar image.
This icon consists of alternating red and black arcs.
For 10 NM range selection and above, yellow radial lines appear at the edges
and start beyond the windshear event.
These lines, superimposed on the radar image, continue to the edge of the display area to provide directional information for the event.
The windshear data are always displayed even if the 1/OFF/2 selector switch
on the radar control unit is set to OFF.
The PWS/OFF/AUTO switch on the radar control unit has to be set to AUTO.
Logic of scanning mode
The antenna scan pattern varies depending on the mode of operation.
S Weather radar scan pattern
In weather radar mode, the antenna scans a 180 deg. in azimuth and has tilt
(pitch) coverage of plus or minus 15 deg.
Stabilization limits are plus or minus 25 deg. in the pitch axis and plus or minus
40 deg. in the roll axis. The antenna scans the zone 15 times per minute.
Beam opening is 3.6 deg. in elevation and 3.5 deg. in azimuth.
An antenna scanning is performed in 4 seconds, this causes the transmission
of 720 data words to the data bus lines.
When the two ranges selected on both EFIS control panels are identical, the
radar images displayed on the NDs are refreshed every 4 seconds.
On the contrary, when two different ranges are selected on the EFIS control
panels, the images are refreshed every 8 seconds.
S Weather and windshear scan pattern
When the system is placed into alternate weather/windshear mode, the
weather processing is operating during left-to-right scans and windshear processing is operating during right-to-left scans. In this case, the antenna scans
only plus or minus 60 deg.
But windshear the targets are displayed only in the area plus or minus 30 deg.
from the aircraft centerline.
An antenna scanning is performed in 3 seconds three other seconds are used
to refresh data inside the CPU.

Then, when the two ranges selected on both EFIS control panels are identical,
the radar images displayed on the NDs are refreshed every 6 seconds.
On the contrary, when two different ranges are selected on the EFIS control
panels, the images are refreshed every 12 seconds.
S Windshear scan pattern
The windshear processing is operating during right-to-left scans and left-toright scans.
The antenna scans only plus or minus 60 deg.
The detected windshear targets are displayed only in the area plus or minus 30
deg. From the aircraft centerline.
When the two ranges selected on both EFIs control panels are identical, the
radar images displayed on the NDs are refreshed every 6 seconds.
On the contrary, when two different ranges are selected on the EFIS control
panels the images are refreshed every 12 seconds.
NOTE:

FOR ROLL ANGLE EXCEEDING 28 DEG., THE WINDSHEAR


DETECTION IS NOT ACTIVE.

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Figure 80

WXR/PWS Windshear Indications and Scanning Logic

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RADIO ALTIMETER SYSTEM PRESENTATION

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34-43

TCAS

DESCRIPTION
General
The TCAS II (Traffic Collision Avoidance System) is a system whose function is
to detect and display aircraft in the immediate vicinity and to provide the flight
crew with indications to avoid these intruders by changing the flight path in the
vertical plane only. The TCAS periodically interrogates their transponders, computes their trajectories and constantly determines their potential threat.
When an aircraft is airborne, its TCAS periodically transmits interrogation signals for all ATC mode A/C and Mode S transponder-equipped aircraft in the
vicinity. These interrogations are received by the ATC ground stations and by
the transponders of the other aircraft. In response to these interrogations, the
transponders of nearby aircraft return signals containing their altitude value.
The TCAS computes the range between the two aircraft by measuring the
elapsed time between transmission of the interrogation and reception of the
reply. The altitude, altitude rate, range and range rate are determined by a periodic tracking of these exchanges and the data are used for intruder threat assessment.
Visual and aural advisories are supplied by the TCAS computer whenever assessment of the relative position of two aircraft reveals a potential collision hazard.

Control Panel
The Control Panel is used to activate the operating and display mode of the
TCAS system. This information is transmitted across the active ATC system.
Antenna
The TCAS system works with a TOP and a BOTTOM antenna. The antennas
are used for transmission and reception. The antenna consist of four independent elements. Based on a comparison of signal phases received by the four
independent elements or on a phase shifting transmission it is possible to get a
directional antenna characteristics. The system activates the TOP and BOTTOM antenna alternatively.
Inputs
The ADIRU 1 transmits aircraft attitude and heading for ND display calculation.

The LRRAs provides radio altitude for system activation and sensitivity modulation (sensitivity level). One LRRA signal is active, the other is standby.
The LGCIU 1 sends Air/Gnd and LDG extend information for TCAS mode control and for internal BITE purposes.
The active ATC transponder transmits control panel data and baro altitude for
TCAS mode control and sensitivity modulation.
Discrete signals from the FWCs and the GPWS are used for the inhibition of
certain advisories by equipment with higher priority than TCAS. This is also
possible by pressing the Master Warning pushbutton.
Indication
All DMCs receives TCAS data to display them on Capts PFD, ND and on F/Os
PFD, ND.
The NDs displays the bearing and relative height of aircraft in the immediate
vicinity (< 40NM). The PFDs shows the necessary V/S to reach sufficient vertical separation in case of a resolution advisory (red and green sectors).
Warnings and advisories are accompanied by synthesized voice announcements via the Cockpit loudspeakers.
Users
The ATC mode S transponder gets TCAS status information and RA calculation data for transmission to other TCAS equipped aircraft or mode S ground
stations.
The FWCs receive TCAS status data to create ECAM warnings in case of failure.
The CFDIU is used to communicate with the internal BITE functions of the
TCAS computer (tests only available on ground).
Warnings and Flags
A faulty TCAS system results in the following cockpit effects:
S Flags on PFD and ND
S Master Caution Lights on glareshield
S Aural Warning (Single Chime)
S NAV TCAS FAULT on the upper ECAM display.

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Figure 94

TCAS Block Diagram

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CONTROL
ATC/TCAS Control Unit Operational Use
The TCAS is a cooperative system whose operating mode is very close to the
ATC Mode S transponder associated to it. The main controls are thus grouped
on the ATC/TCAS control unit and the traffic and conflict resolution information
is presented on the EFIS displays.
The manual operating modes of the TCAS are selected via the ATC/TCAS control unit.
TCAS modes of operation
The TCAS mode of operation is selected by means of a switch with three positions: STBY, TA, TA/RA.
S STBY mode
In the STBY Mode, the advisory generation and surveillance functions are
inhibited.
No TCAS information can be displayed on the PFDs and NDs.
The green TCAS STBY message is displayed in the memo section of the
EWD.
S TA mode
In this mode, intruders are displayed on the ND according to their position in
the airspace. The TCAS does not generate any vertival orders.
The RA type intruder symbols are converted into TA type symbols.
The TA ONLY message is displayed in white on the ND at the bottom.
S TA/RA mode
The TCAS performs all TA mode functions and also issues preventive or
corrective resolution advisories, represented in the form of colored sectors
along the vertical speed scale on the PFD. The sensitivity level is determined automatically in function of altitude.

TCAS modes of indication


The TCAS mode of indication is selected by means of a switch with 4 positions:
THRT, ALL, ABV, BLW.
S THRT
Proximate and other intruders are displayed on the ND only, if a TA (Traffic
Advisory) or RA (Resolution Advisory) is present, and they are within 2700
feet above and 2700 feet below the aircraft.
S ALL
In this mode, all intruders are displayed on the ND according to their position in the airspace. The altitude range is -2700 feet to +2700 feet.
S ABV and BLW modes
This selection controls the above and below vertical altitude for traffic
advisory:
-ABV : altitude range is set to 9900 ft above the aircraft and 2700 ft below
-BL W: altitude range is set to 9900 ft below the aircraft and 2700 ft above.

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2
TCAS Display Switch
1
TCAS Mode Switch
Figure 95

TCAS Control Panel

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INDICATION
Normal Indication on PFD
A TCAS indication appears on PFD only in case of a resolution advisory (RA).
So the system must be active and switched to TA/RA mode.
If a RA is initiated, red and/or green sectors are shown on the vertical speed
scale of the PFD. There are two different types of RAs:
S Preventive resolution advisory
In this case, the advisory instructs the pilot to avoid certain deviations from
current vertical speed rate to avoid a risk of collision. On the PFD vertical
speed scales the forbidden values are indicated by red sectors.
S Corrective resolution advisory
In this case, the advisory instructs the pilot to change current flightpath (vertical plan only) to avoid a collision. On the vertical speed scale of the PFD,
colored sectors indicate avoidance maneuvers to be performed:
- red sector
-> forbidden vertical speed (v/s)
- green fly to sector
-> a v/s range to be respected

Fail Indication on PFD


If the TCAS system fails, a red TCAS message (flashing 9s, the steady) comes
into view to the left of the vertical speed scale on the PFD and no advisories
can be displayed.
In case of vertical speed fail, the RAs (red and/or green sectors) are displayed
without a reference to a vertical speed scale to inform the crew about the necessary action (climb or descend).

Aural Alerts
Trajectory correction or holding visual orders are accompanied by synthesized
voice announcements. These announcements are generated by the TCAS
computer.
S Preventive resolution advisory
monitor vertical speed, monitor vertical speed
S Corrective resolution advisory
depending on situation (climb or descend):
climb, climb, climb
climb, crossing climb, climb, crossing climb
reduce climb, reduce climb
increase climb, increase climb
climb, climb now, climb, climb now
If separation is achieved and situation is save, the following announcement is
generated:
clear of conflict

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Corrective RA

FLY TO Vertical
Speed Sector
(green)

Preventive RA

Fail Indication

FORBITTEN
Vertical Speed
Sector (red)

FORBITTEN
Vertical Speed
Sector (red)

FLY TO Vertical
Speed Sector
(green)

Corrective RA with V/S Fail

FORBITTEN
Vertical Speed
Sector (red)

TCAS Flag (red)

Figure 96

TCAS Indication on PFD

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Normal Indication on ND
A TCAS indication on ND appears, when:
S the TCAS mode switch is in TA or TA/RA mode, and
S the ALT RPTG switch is ON, and
S the ATC transponder is not in STBY, and
S a ROSE or the ARC mode is selected on EFIS control panel.
The aircrafts present in the surveillance zone are represented by symbols
whose shape and color correspond to the type of intruder defined in the TCAS:
S Other Traffic
-> white diamond (7mm)
no collision threat
S Proximate Traffic
-> white filled diamond (7mm)
no collision threat; intruder in vicinity to A/C (closer than 6 NM in lateral and
+- 1200 ft in vertical direction)
S Traffic Advisory
-> amber filled circle (5mm)
potential collision threat; time to intercept appr. 40 s
S Resolution Advisory
-> red filled square (5mm)
real collision threat; time to intercept appr. 25 s
The symbols are positioned on the ND so as to depict their relative bearing and
range. Data tags are associated with intruders. These tags consist of:
S two digits indicating their relative altitude in hundreds of feet
S a symbol indicating whether the intruder is above (+) or below (-) the aircraft.
S an arrow to the right of the symbol indicates the vertical trend of the aircraft
(v/s > "500ft/min).
These indications are only present for the 10, 20 and 40 NM range selection.
If a TA or RA type intruder is detected at wrong range or mode selection, messages come into view on the ND.
If the range is 20 or 10 NM, a white range ring with markings at each of the
twelve clock positions is placed around the own aircraft symbol at a radius of
2.5 NM.
Only the 8 most threatening intruders are displayed.

No Bearing Indication on ND
Without bearing acquisition, the intruder characteristics are displayed on the
bottom of the NDs (range, relative altitude, v/s tendency).
Only the two most threatening intruders are displayed. The most dangerous is
displayed on the left side. If the intruder becomes a potential threat, the characteristics is displayed in amber (TA) or in red (RA).
Advisory messages
S If a TA or RA intruder is detected and the display range is greater then 40
NM, the following message comes into view at the center of the ND, in red
for RA and in amber for TA:
TCAS : REDUCE RANGE
S If a TA or RA intruder is detected and the display is in PLAN mode,
the following message comes into view at the center of the ND, in red for
RA and in amber for TA:
TCAS : CHANGE MODE
Status messages
S If the TCAS is in TA mode, the following message comes into view at the
bottom of the ND to indicate, that no RA are possible:
TA ONLY
Fault Indication on ND
If the TCAS system fails, a red TCAS message (flashing 9s, the steady) comes
into view at the bottom of the NDs.

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Advisory Messages:
TCAS: CHANGE MODE (amber or red)
TCAS: REDUCE RANGE (amber or red)

Other Traffic
(white)

Message Window
Status Messages:

Proximate Traffic
(white)
Traffic Advisory
(amber)
Resolution Advisory
(red)

Figure 97

TA ONLY (white, Crew activated)


TA ONLY (amber, ATC activated)
TCAS

(red)

TCAS Flag

No Bearing Indication
10.3NM+10

12.4NM-09

TCAS Indication on ND

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ENHANCED GPWS

SYSTEM DESCRIPTION
General
The purpose of the Enhanced Ground Proximity Warning System (Enhanced
GPWS) is to alert the flight crew of potentially hazardous conditions with
respect to the terrain.
The system achieves this objective by accepting a variety of aircraft
parameters and providing the flight crew with aural alert messages and visual
annunciations and displays in the event that the boundaries of any alerting
envelope are exceeded.
Enhanced features have been added to existing basic Ground Proximity
Warning Modes 1 to 5 which are the backbone of the system.
Several main alerting functional areas are integrated into the
Enhanced GPWC.
The functional areas are:
S basic Ground Proximity Warning System (GPWS) (Modes 1 to 5),
S Terrain Awareness and Display (TAD) function,
S Terrain Clearance Floor function (TCF).
Basic GPWS Modes
The basic GPWS modes generate aural and visual warnings if the aircraft
adopts a potentially hazardous condition with respect to:
S Mode 1 - Excessive rate of descent.
S Mode 2 - Excessive closure rate with terrain.
S Mode 3 - Descent after takeoff and minimum terrain clearance.
S Mode 4 - Unsafe terrain clearance.
S Mode 5 - Descent below glide slope.

Enhanced Features
The Enhanced GPWC includes enhanced features which complete the basic
GPWS modes:
S Terrain Awareness alerting and Display (TAD) function
- A major new feature of the Enhanced GPWS is the incorporation of the
terrain awareness alerting and display functions.
These functions use aircraft geographic position, aircraft altitude and
a terrain data base to predict potential conflicts between the aircraft flight
path and the terrain, and to provide graphic displays of the conflicting
terrain.
The terrain awareness alerting algorithms continuously compute terrain
clearance envelopes ahead of the aircraft.
If the boundaries of these envelopes conflict with terrain elevation data
in the terrain database, then alerts are issued.
S Terrain Clearance Floor (TCF) function
- The Terrain Clearance Floor (TCF) function adds an additional element
of protection to the basic GPWS modes.
- It creates an increasing terrain clearance envelope around the intended
airport runway directly related to the distance from the runway.
- TCF alerts are based on current aircraft location, nearest runway center
point position and radio altitude.
- TCF is active during takeoff, cruise and final approach.
- This alert mode complements existing Mode 4 protection by providing an
alert based on insufficient terrain clearance even when in landing
configuration.
- TCF function generates aural and visual alert.

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Figure 116

Enhanced GPWS

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CONTROL
Pushbutton Switches

GPWS/TERR pushbutton switch

S When this pushbutton switch is pressed (white OFF legend on), the
TAD and TCF functions are inhibited (visual display and audio inhibition).
S provides a FAULT warning indicating that a failure of TAD and / or TCF
functions has been detected by the Enhanced GPWC.
When the FAULT legend comes on, the following messages are displayed:
- on the upper ECAM display unit if they are not inhibited by the FWC:
S NAV - GPWS TERR DET FAULT (amber)
S GPWS TERR.............OFF (cyan)
- on the STATUS page (INOP SYS) of the lower ECAM display unit:
S GPWS TERR (amber)

GPWS/SYS pushbutton switch

S When this pushbutton switch is pressed (white OFF legend on),


all ground proximity alerts (Mode 1 to 5) are inhibited (visual and audio) and
no Enhanced GPWC self-test is possible.
S provides a FAULT warning indicating that a failure in Modes 1 to 5 has been
detected by the Enhanced GPWC.When the FAULT legend comes on,
the following messages are displayed:
- on the upper ECAM display unit if they are not inhibited by the FWC:
S NAV - GPWS FAULT (amber)
S GPWS ........OFF (cyan)
(associated with action requested)
- on the STATUS page (INOP SYS) of the lower ECAM display unit:
S GPWS (amber)

GPWS/FLAP MODE pushbutton switch

S This pushbutton switch, when pressed in (white OFF legend on), overrides
flap abnormal condition input and generates the GPWS FLAP MODE OFF
message (green) in the memo area of the upper ECAM display unit.

GPWS/LDG FLAP 3 pushbutton switch

S To avoid nuisance warnings during approach, the Enhanced GPWC needs


to know at which flap position the crew intends to land.
S When pressed in (white ON legend on), indicates to the Enhanced GPWC
that the pilot intends to land in flap 3position.
When released out, the pushbutton switch indicates to the Enhanced
GPWC that the pilot intends to land in flap FULL position.
The GPWS FLAP message is permanently displayed in green on the
MEMO of the ECAM display unit if no warning is in progress.

CAPT and F/O TERR ON ND pushbutton switches

S These pushbutton switches allow the crew to select or deselect


terrain display on ND.
S The ON legends indicate that terrain data is displayed on ND
(following manual or automatic pop up selection).

CAPT and F/O GPWS/G/S pushbutton switches

S These pushbutton switches, located on panels 301VU and 500VU,


have two functions when pressed in:
- they cancel the glide slope alert, or
- they initiate the self-test sequence if the aircraft is on ground or
above 2000 ft Above Ground Level (AGL)

GPWS/G/S MODE pushbutton switch

S This pushbutton switch, when pressed in (white OFF legend on),


inhibits the glide slope mode.

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Figure 121

EGPWS Control and Indication

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