This document is an unpublished work. Copyright 2001, 2003, 2004, 2006, 2009, 2013 Honeywell International Inc. All rights reserved.

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1 APPLICATION DASH NO. NEXT ASSY USED ON PRODUCTION - Release - 19 Feb :36:30 MST - Printed on 28 Feb 2013 TITLE SHEET INDEX SHEET NO. TITLE SHEET 1 REVISION STATUS OF SHEETS INDEX 2 REVISIONS 3 DOCUMENT 7 This document is an unpublished work. Copyright 2001, 2003, 2004, 2006, 2009, 2013 Honeywell International Inc. All rights reserved. This document and all information and expression contained herein are the property of Honeywell International Inc., and is provided to the recipient in confidence on a need to know basis. Your use of this document is strictly limited to a legitimate business purpose requiring the information contained therein. Your use of this document constitutes acceptance of these terms. Typed signatures constitute approval. Actual signatures on file at Honeywell in Redmond WA. DRAWN CHECK ENGR MFG QA CONTRACT NO Jeff Egilsrud Jeff Egilsrud PRECIOUS METAL INDICATOR CODE: NA 14-DEC DEC-01 Honeywell International Inc. Redmond, Washington Product Specification for Airbus Applications of the Enhanced Ground Proximity Warning System SIZE CAGE CODE DWG NO. REV. APVD Phillip Hermann 14-DEC-01 A F APVD SCALE: NONE SHEET 1 OF 142 HIF-2121/R DOC

2 REVISION STATUS OF SHEETS INDEX ADDED SHEETS ADDED SHEETS SHEET NUMBER REV LTR SHEET NUMBER REV LTR SHEET NUMBER REV LTR SHEET NUMBER REV LTR SHEET NUMBER REV LTR SHEET NUMBER REV LTR All F HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 2

3 REVISIONS SH REV DESCRIPTION DATE APPROVED All A Details of each section s revisions are listed in the Revision History at the beginning of the section. 15-SEP-03 M Henderson B Breen Reason: 01 Severity: 10 J Kistler All B Details of each section s revisions are listed in the Revision History at the beginning of the section. Reason: 01 Severity: 10 All C Details of each section s revisions are listed in the Revision History at the beginning of the section. Reason: 01 Severity: 10 All D Details of each section s revisions are listed in the Revision History at the beginning of the section. Reason: 01 Severity: 10 All E Update per ECO Details of each sections updates are listed in the Revision History at the beginning of each section. Changes made after the date of the previous revision were made as part of this revision. EFF PT: 10 All F Update per ECO Details of each sections updates are listed in the Revision History at the beginning of each section. Changes made after the date of the previous revision were made as part of this revision. EFF PT: 14A 05-MAY MAY AUG MAY JAN-13 M Henderson B Breen L Wilmot M. Henderson R Gilliland W Goo J Kistler M Calhoun See AeroPDM for additional approvals J Ehlers See AeroPDM for additional approvals HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 3

4 Contents CONTENTS INTRODUCTION PART NUMBER PURPOSE SYSTEM OVERVIEW Ground Proximity Warning Terrain and Obstacle Awareness Deleted Maintenance/Test Interfaces System Elements System Limitations Installation Procedures and Limitations TSO Deviations DOCUMENT OVERVIEW REFERENCE DOCUMENTS INTRODUCTION HONEYWELL DOCUMENTS AND DRAWINGS INDUSTRY AND GOVERNMENT DOCUMENTS DELETED AIRBUS DOCUMENTS AND DRAWINGS DELETED TERRAIN DATA REFERENCES COMPUTER DESIGN CRITERIA INTRODUCTION FUNCTIONAL PARTITIONING ENVIRONMENTAL Environmental Deleted RELIABILITY/MAINTAINABILITY Scheduled Maintenance Reliability PERFORMANCE POWER EGPWC Power Requirements System Response to Power Interrupts MECHANICAL Packaging Connectors Mounting Cooling Weight SOFTWARE DESIGN REQUIREMENTS EXTERNAL INTERFACE FUNCTIONAL INPUTS RADIO ALTITUDE INPUT PROCESSING Excessive Rate Detection Radio Altitude Voting Radio Altitude Consistency Check HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 4

5 Reasonableness GPS DATA MONITORING GPS Altitude Monitoring GPS Position Monitoring DEAD RECKONING SYSTEM FUNCTIONS MODE CONTROL Air/Ground Mode GPWS Takeoff/Approach Mode Mode 2 Takeoff Simulator Reposition Terrain Awareness Alerting Guard PROGRAM PINS EGPWS Feature Selection GPWS FUNCTIONS Mode 1 -- Excessive Descent Rate Mode 2 -- Excessive Terrain Closure Rate Mode 3 -- Descent After Takeoff Mode 4 -- Unsafe Terrain Clearance Mode 5 -- Descent Below Glideslope TERRAIN CLEARANCE FLOOR TCF System Requirements BANK ANGLE ALERTING Excessive Bank Angle Callout (Honeywell Algorithm) Bank Angle Option Bank Angle Option DELETED DELETED TERRAIN AWARENESS FUNCTIONS EGPWS Input Processing and Signal Selection Local Terrain Processing Terrain Threat Detection Terrain/Obstacle Displays and Alerts Terrain Database Obstacle Database Airbus Corrected Barometric Altitude Geometric Altitude Deleted Horizontal Position Data ENVELOPE MODULATION SYSTEM OUTPUTS Serial Output Audio Output Discrete Outputs Display Output and Control Reserved Deleted MAINTENANCE FUNCTIONS Maintenance Philosophy System Status LRU Flight History Recording Front Panel PCMCIA Interface Self-Test Maintenance Systems Support ATP HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 5

6 BIT Tests RS-232 Test Interface Data Loading Interface Configuration Management and Version Identification Present Status Output Format Flight History Output Formats Deleted AUTOTILT RUNWAY OVERRUN PROTECTION (ROP) Runway Detection Detected Runway ARINC 429 Outputs Runway Info validated and Detected runway Length Runway Info Validated Output Integrity Check Output Detected Runway Length Detected Runway Heading Aircraft Lateral Distance and Aircraft Longitudinal Distance Aircraft Height above Runway TAWS x-y computed HFOM TAWS z computed VFOM Mean Runway Slope APPENDICES APPENDIX A: DEFINITIONS HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 6

7 1 Introduction Revision History Date - Modified By Description of the Updates Effectivity 14-DEC-01 J.Egilsrud Initial document release MAR-04 M. SCR 7678: Updated section 1.1, 1.2, 1.2.6, figure 1.2-1, figure , -002 Henderson and figure , with RAAS information. Updated section and to reflect changes to Mode 2. Updated section to reflect changes to TCF. 06-MAY-04 M. SCR 7678: Grammer corrections and changes software references to either -002 Henderson 001 or APR-09 M. Calhoun SCR 9032: Updated for -004 release APR-09 M. Calhoun Added section with TSO deviation information APR-09 M. Calhoun Updated TSO deviation information in section JAN-13 J. Ehlers Updated section for changes to the Mode 4 Envelope. Section to add steep approach variation Part Number This document is the Product Specification for Airbus Applications of the Enhanced Ground Proximity Warning System (EGPWS), Honeywell part number XXX. The 10 digit part number is defined as follows: Hardware (including boot code) = Application and configuration software = -XXX Terrain database - version not identified in 10 digit part number. Envelope Modulation database - version not identified in 16 digit part number. Modifications - All modifications will be identified via mod dots. No mod dots will be skipped. The subcomponents making up each of the items listed above are identified via the top assembly drawing. See section for details on configuration management. 1.1 Purpose The Product Specification describes all of the basic system functions and design criteria for the Enhanced Ground Proximity Warning System (EGPWS). This document does not describe the following non-tso functions hosted in the EGPWS. These are described in the Product Description document referenced in section 2: Runway Awareness and Advisory System (RAAS) Stabilized Approach Monitor Altimeter Monitor Long Landing Monitor This document serves two major purposes. First, it describes the system functions for EGPWS customers. Secondly, it provides a system description for regulatory authorities. 1.2 System Overview The purpose of the Enhanced Ground Proximity Warning System is to help prevent accidents caused by Controlled Flight into Terrain (CFIT). The RAAS and Long Landing Alert options provide calls that increase crew situational awareness during operation on and around airports. The Stabilized Approach Monitor function is a tool that helps reduce the risk of Runway Excursions, long landings, and hard landings, by encouraging stabilized approaches. The Altimeter Monitor function detects and provides an aural and visual advisory for Altitude setting errors typically due to confusion or miscommunication, and/or failure to set the altimeter when passing through the transition altitude. The system achieves these objectives 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 HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 7

8 of any alerting envelope are exceeded. The purpose of the Enhanced Ground Proximity Warning System is to help prevent accidents caused by Controlled Flight into Terrain (CFIT). The RAAS option provides advisories that increase crew situational awareness during operation on and around airports. 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. Figure provides an overall system block diagram. GPWS ALGORITHMS AUDIO ALERT MESSAGES FLIGHT DECK SPEAKERS AND INTERPHONE AIRCRAFT SENSORS AND SYSTEMS AIRCRAFT PARAMETERS I N P U T P R O C E S S I N G AURAL CALLOUTS TERRAIN AWARENESS & OBSTACLE ALERTING AND DISPLAY ALGORITHMS TERRAIN CLEARANCE FLOOR ALGORITHMS O U T P U T P R O C E S S I N G VISUAL ALERT MESSAGES ALERT LAMPS AND EFIS DISPLAY RAAS, Approach Monitor, Altimeter Monitor, & Long Landing Algorithms (OPTIONAL) TERRAIN DISPLAY DATA EFIS NAV. DISPLAY OR Wx RADAR INDICATOR EGPWC The system comprises the following groups of components: FIGURE 1.2-1: ENHANCED GROUND PROXIMITY WARNING SYSTEM Aircraft sensors and other systems providing input signals The Enhanced Ground Proximity Warning Computer (EGPWC) Flight deck audio systems (speakers and interphone) Alert lamps and/or digital outputs to EFIS and ECAM displays (for alert and system status messages) EFIS navigation displays (ND) or weather radar indicator for display of terrain Switching relay(s) when required for switching display inputs from weather display to terrain display The system is designed to be fully compatible with normal operations of commercial aircraft: unwanted alerts will be very rare if the flight crew maintains situational awareness with respect to terrain. Several main alerting functional areas are integrated into the EGPWC, which is a single Line Replaceable Unit (LRU). Except for basic GPWS, each function is program pin or RCD selectable. The functional areas are: Basic Ground Proximity Warning Excessive bank angle alerting Terrain and Obstacle Awareness Alerting as well as optional display of this information, and Terrain Clearance Floor Runway Awareness and Advisory System Long Landing Monitor Altimeter Monitor Stabilized Approach Monitor The basic Ground Proximity Warning (GPW) function is the backbone of the system, and the primary design objective has HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 8

9 been to maintain the integrity of this function independent of the other functions. For example, loss of the terrain awareness function will not affect the operation of the GPW functions (provided that the input signals necessary for GPW operation are still available). In addition to the main alerting functions, the computer also performs the following auxiliary functions: Input signal processing (including filtering and signal monitoring). Alert output processing (including alert prioritization, voice message synthesis, audio output and display and warning lamp drivers). Built-in test and monitoring including cockpit-activated self test. Interface with the CFDS/CMC maintenance system with interactive protocols when the aircraft is on the ground. Front panel PCMCIA interface for uploading software and databases. Front panel maintenance test connector, test button, and headset jack for system checkout and troubleshooting. System status LEDs located on the LRU front panel to indicate External Fault, Computer OK and Computer Fail conditions. Provisional cockpit and portable data loader interfaces for software and database uploading. HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 9

10 1.2.1 Ground Proximity Warning As shown in Figure , the EGPWS provides the basic Ground Proximity Warning System (GPWS) alerting in six modes. MODE 1 EXCESSIVE DESCENT RATE "SINKRATE" "PULL UP!" MODE 2 EXCESSIVE TERRAIN CLOSURE RATE "TERRAIN..TERRAIN" "PULL UP!" MODE 6 EXCESSIVE BANK ANGLE "BANK ANGLE!" MODE 3 SINK AFTER TAKEOFF "DON'T SINK!" MODE 5 EXCESSIVE DEVIATION BELOW GLIDESLOPE "GLIDESLOPE" MODE 4 TOO CLOSE TO TERRAIN "TOO LOW - TERRAIN" "TOO LOW - GEAR" "TOO LOW - FLAPS" FIGURE : GROUND PROXIMITY WARNING MODES Modes 1 through 5 are in accordance with the requirements of TSO-C92c, TSO-C151b, DO-161A, CAA Spec 14 and ICAO Annex 6. Mode 6 provides additional protection in the form of an optional alert for excessive bank angle. (It should be noted that the numbering of the modes is derived from the history of the development of GPWS, and does not imply any special hierarchy). Prior to release -002 Mode 2 met the above requirements under all operating conditions. Beginning with Release -002, Mode 2 performance is modified to reduce unwanted warnings when the Terrain Awareness function is operating in a state of high integrity. Mode 2 reverts to standard performance when the high integrity state is not met. Analysis shows that overall EGPWS performance still provides an equivalent level of safety even when Mode 2 performance is modified to non-tso levels. The basic GPW modes are tailored for the application by selection of various options, which are program pin-selectable during installation of the EGPWS computer. An overview of the functioning of each of the GPW modes is given in the following paragraphs. Full details of the operation of the modes are given in section 6.2. An audio declutter feature is standard which activates the voice alert once, then not again unless the situation has degraded by 20%. This feature applies to modes 1, 3, 4, and 5. As an option, the audio declutter feature can be disabled by program pin option. With audio declutter disabled, the alert is continuously repeated until the alerting situation is corrected. HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 10

11 Mode 1 - Excessive Descent Rate Mode 1 provides alerts when the aircraft has excessive descent rate close to the terrain (see figure ). RADIO ALTITUDE (FEET) "SINKRATE" "PULL UP!" "SINKRATE" "PULL UP!" DESCENT RATE (FEET/MINUTE) FIGURE : MODE 1 - EXCESSIVE DESCENT RATE If the aircraft penetrates the outer alert boundary, the voice aural Sinkrate is generated, and alert discretes are output by the computer for driving visual annunciators. If the aircraft penetrates the inner alert boundary, the voice aural Pull Up! is generated and visual alert discretes are also output. The alert boundaries are defined in terms of aircraft vertical speed (barometric vertical speed supplemented by inertial vertical speed when available) and radio altitude. Improvements to the mode 1 alert boundaries are as follows: Envelope Modulation - (see paragraph ) Glideslope deviation bias - The outer alert boundary ( Sinkrate ) is desensitized when the aircraft is above the glideslope beam. This prevents unwanted alerts when the aircraft is safely capturing the glideslope (or repositioning to the centerline) from above the beam. HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 11

12 Mode 2 - Excessive Terrain Closure Rate Mode 2 provides alerts when the aircraft is closing with the terrain at an excessive rate. It is not necessary for the aircraft to be descending in order to produce a mode 2 alert; level flight (or even a climb) towards obstructing terrain can result in hazardous terrain closure rate. The terrain closure rate variable is computed within the EGPWS computer by combining radio altitude and vertical speed in a non-linear complementary filter. The standard Mode 2 performance is described below. Starting in Release 002, Mode 2 performance is modified to reduce unwanted warnings when the Terrain Awareness function is operating in a state of high integrity. Mode 2 reverts to standard performance when the high integrity state is not met. Additional details of Mode 2 performance is described in section Mode 2 has two sub-modes, referred to as mode 2A and mode 2B, the active sub-mode being determined by aircraft configuration. The mode 2A alerting envelope is illustrated in Figure , and the mode 2B envelope is shown in Figure RADIO ALTITUDE (FEET) "TERRAIN TERRAIN" Speed Expansion "PULL UP!" TERRRAIN CLOSURE RATE (FEET/MIN) "TERRAIN TERRAIN" "PULL UP!" FIGURE : MODE 2A - EXCESSIVE TERRAIN CLOSURE RATE Mode 2A is enabled when the conditions for enabling mode 2B are not satisfied (see below). If the aircraft penetrates the mode 2A alerting envelope, the voice aural Terrain Terrain is generated initially, and alert discretes are output for driving visual annunciators. If the aircraft continues to penetrate the envelope, then the voice aural Pull Up! is repeated continuously until the warning envelope is exited. At this point an altitude gain function, described in section , activates. The aural reverts to Terrain, Terrain... but will only be given if the terrain clearance continues to decrease. The visual alert will remain on until either the aircraft has gained 300 feet of barometric altitude, or 45 seconds has elapsed, or the radio altimeter loses track. At that point all visual alerts stop. As shown in Figure , the upper boundary of the mode 2A alert envelope varies as a function of aircraft speed and the availability of the Terrain Awareness function. The boundary expands to provide increased alert times at higher airspeeds as airspeed increases from 220 knots to 310 knots, and is reduced when the Terrain Awareness function is available and of high integrity. HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 12

13 2500 RADIO ALTITUDE (FEET) "TERRAIN TERRAIN" "PULL UP!" "TERRAIN TERRAIN" "PULL UP!" TERRRAIN CLOSURE RATE (FEET/MIN) FIGURE : MODE 2B - EXCESSIVE TERRAIN CLOSURE RATE Mode 2B provides a desensitized alert envelope, permitting normal landing approach maneuvering close to the terrain without producing unwanted alerts. Mode 2B is enabled for four conditions: Whenever flaps are selected to the landing position If the aircraft is performing an ILS approach and is within 2 dots of both localizer and glideslope centerlines If the aircraft is within 5 miles and 3500 ft of the destination runway and the Terrain Awareness function is enabled and of high integrity For the first 60 seconds after takeoff If the aircraft penetrates the mode 2B envelope with either gear or flaps not in landing configuration, the voice aural Terrain, Terrain is generated initially, and alert discretes are output for driving visual annunciators. If the aircraft continues to penetrate the envelope, then the voice aural Pull Up! is repeated continuously until the warning envelope is exited. If the aircraft penetrates the mode 2B envelope with both gear and flaps in landing configuration, the voice aural Terrain... is repeated until the envelope is exited. Envelope Modulation, as described in section , is used to eliminate, wherever possible, operationally-induced unwanted warnings Mode 3 - Altitude Loss After Takeoff Mode 3 provides alerts when the aircraft loses a significant amount of altitude immediately after takeoff or during a missed approach, as shown in Figure RADIO ALTITUDE (FEET) "DON'T SINK" "DON'T SINK" ALTITUDE LOSS (FEET) FIGURE : MODE 3 - ALTITUDE LOSS AFTER TAKEOFF The altitude loss variable is based on the altitude (MSL) value from the time of the beginning of the inadvertent descent. The HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 13

14 MIN TERRAIN CLEARANCE (FT) Airbus Product Specification amount of altitude loss, which is permitted before an alert is given, is a function of the height of the aircraft above the terrain, as shown in Figure Mode 3 is enabled after takeoff or go around when landing gear or flaps are not in landing configuration, and stays enabled until the EGPWS computer detects that the aircraft has gained sufficient altitude that it is no longer in the takeoff phase of flight. If the aircraft penetrates the mode 3 boundary, the voice aural Don t Sink is generated, and alert discretes are provided for activation of visual annunciators. The visual annunciators remain active until a positive rate of climb is re-established Mode 4 - Unsafe Terrain Clearance Mode 4 provides alerts for insufficient terrain clearance with respect to phase of flight and speed. Mode 4 exists in three forms: 4A, 4B and 4C. Mode 4A is active during cruise and approach with gear not in landing configuration. Mode 4B is also active in cruise and approach, but with gear in landing configuration. Mode 4C is active during the takeoff phase of flight with either gear or flaps not in landing configuration. As shown in Figure the standard upper boundary for mode 4A is at 500 feet radio altitude. If the aircraft penetrates this boundary with the gear still up, the voice aural will be Too Low Gear. Above 190 (200 for A330, A340) knots the upper boundary increases linearly with airspeed to a maximum of 1000 feet radio altitude at 250 knots or more. Penetrating this boundary produces a Too Low Terrain aural. MODE 4A UNSAFE TERRAIN CLEARANCE "TOO LOW TERRAIN" "TOO LOW TERRAIN" AIRCRAFT SLOWED TO LESS THAN 190* KTS "TOO LOW GEAR" UNSAFE TERRAIN CLEARANCE GEAR UP, FLAPS UP 190 (200 FOR A330/ A340) TOO LOW GEAR ALERT AREA TOO LOW TERRAIN ALERT AREA COMPUTED AIRSPEED (KTS) * 200 KTS for A330 and A340 RUNWAY FIGURE : MODE 4A - UNSAFE TERRAIN CLEARANCE - GEAR UP When the landing gear is lowered, the upper boundary decreases to 245 feet. Penetration below 159 knots (180 knots for A330 and A340) results in the Too Low Gear messages with gear up or the Too Low Flaps message with gear down and flaps not in landing configuration, while above 159 knots (180 knots for A330 and A340) the message is Too Low Terrain. Mode 4B is illustrated in figure HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 14

15 MIN TERRAIN CLEARANCE (FT) MIN TERRAIN CLEARANCE (FT) Airbus Product Specification MODE 4B UNSAFE TERRAIN CLEARANCE "TOO LOW TERRAIN" "TOO LOW TERRAIN" AIRCRAFT SLOWED TO LESS THAN 159* KTS GEAR DOWN "TOO LOW FLAPS" UNSAFE TERRAIN CLEARANCE GEAR DN, FLAPS UP TOO LOW TERRAIN ALERT AREA 159 (180 for A330/ A340) TOO LOW FLAPS ALERT AREA COMPUTED AIRSPEED (KTS) 180* KTS for A330 and A340 RUNWAY FIGURE : MODE 4B - UNSAFE TERRAIN CLEARANCE - GEAR DOWN Mode 4C is based on a minimum terrain clearance, or floor, that increases with radio altitude during takeoff. A value equal to 75% of the current radio altitude is accumulated in a long term filter. Any decrease of radio altitude below the filter value with gear or flaps up will result in the voice aural Too Low Terrain. Mode 4C is illustrated in figure MODE 4C UNSAFE TERRAIN CLEARANCE "TOO LOW TERRAIN" "TOO LOW TERRAIN" UNSAFE TERRAIN CLEARANCE GEAR UP, FLAPS UP 1500 FPM CLIMB RATE TAKE-OFF OVER FLAT TERRAIN OR WATER ALERT AREA (<190 KTS) ALERT AREA (>250 KTS) RADIO ALTITUDE (FT) FIGURE : MODE 4C - UNSAFE TERRAIN CLEARANCE - AT TAKEOFF Optional variations to the mode 4 alert boundaries are available as follows: Envelope Modulation, as described in section Overflights during holding patterns, as described in section Disabling of mode 4A/B speed expansion when Terrain Clearance Floor alerting is enabled or the Terrain Awareness function is available and of high integrity Mode 5 - Below Glideslope Mode 5 provides two levels of alerting when the aircraft flight path descends below the glideslope beam on front course ILS approaches. The first alert activation occurs whenever the aircraft is more than 1.3 dots below the beam and is called a soft glideslope alert because the volume level of the Glideslope alert is approximately one half (-6 db) that of the other alerts. A second alert boundary occurs below 300 feet radio altitude with greater than 2 dots deviation and is called loud or HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 15

16 TERRAIN CLEARANCE (FEET) MIN TERRAIN CLEARANCE (FT) Airbus Product Specification hard glideslope alert because the volume level is increased to that of the other alerts. Mode 5 is illustrated in figure MODE 5 EXCESSIVE GLIDESLOPE DEVIATION GLIDESLOPE BEAM CENTER SOFT "GLIDESLOPE" HARD "GLIDESLOPE" MODE 5 BELOW GLIDESLOPE ALERT GEAR DOWN HARD ALERT AREA SOFT ALERT AREA GLIDESLOPE DEVIATION (DOTS FLY UP) SOFT ALERT AREA HARD ALERT AREA RUNWAY Other variations to the mode 5 alert boundaries are as follows: FIGURE : MODE 5 - EXCESSIVE GLIDESLOPE DEVIATION Envelope Modulation, as described in section Localizer intercept, as described in section Steep Approach, as described in section Mode 6 Excessive Bank Angle Alerting Mode 6 provides alerts for excessive roll or bank angle as shown in figure The Bank Angle aural alerts are given twice, and then suppressed unless the roll angle increases by an additional 20%. Specific callouts are program pin selectable from predefined menus. Bank angle alerts produce aural and ARINC 429 output indications, but do not produce visual indications. EXCESSIVE BANK ANGLE WARNING 2500 "BANK ANGLE BANK ANGLE"" FT 0 30 FT 0 +/-10 +/-20 +/-30 +/-40 ROLL ANGLE (+/- DEG) +/-50 HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 16

17 FIGURE : EXCESSIVE BANK ANGLE Envelope Modulation The Envelope Modulation feature provides improved alerting protection at key locations throughout the world, while improving nuisance margins at others. This is made possible with the use of navigational signals from GPS or Flight Management Systems (FMS). All position data is cross-checked to ground based navigational aids, altimeter and heading information, and stored terrain characteristics prior to being accepted for Envelope Modulation purposes. This guards against possible navigational position errors. Modes 4 and 5 are expanded at some locations to provide alerting protection consistent with normal approaches. Modes 1, 2, and 4 are desensitized at other locations to prevent nuisance alerts that result from unusual terrain or approach procedures. In all cases, very specific information is used to correlate the aircraft position and phase of flight prior to modulating the envelopes. The tables that store the Envelope Modulation data are maintained in non-volatile memory Terrain Clearance Floor The Terrain Clearance Floor (TCF) function, illustrated in figure , adds an additional element of protection to the standard Ground Proximity Warning 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. Alerts for TCF illuminate EGPWS cockpit lamps and produce aural alerts. When an aircraft penetrates the TCF alert envelope the voice aural Too Low Terrain will be given. With audio declutter enabled (default), the voice aural will occur once when the initial envelope penetration occurs, and one time thereafter for each 20% degradation in radio altitude. At the same time the EGPWS warning lamps will illuminate. The lamps will remain on until the alert envelope is exited. With audio declutter disabled via the audio declutter disable program pin, the voice aural will be continuous until the alerting envelope has been exited. In Release -002 the TCF curve was modified to provide improved advisories near the runway end. Refer to section for more information. "TOO LOW TERRAIN" RUNWAY 4 N M 400 AGL 1 2 N M 1 5 N M 700 AGL Deleted FIGURE : TERRAIN CLEARANCE FLOORDELETED HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 17

18 Runway Awareness and Advisory System The Runway Awareness and Advisory System (RAAS) is an optional feature that is activated via an RCD. It offers improved situational awareness for the flight crew in order to help lower the probability of runway incursion incidents and accidents by providing timely aural messages to the flight crew during ground taxi, takeoff (including rejected takeoffs), final approach, and landing/roll-out operations. Existing EGPWS protection and operation is unaltered by the addition of RAAS. A complete description of this feature may be found in Honeywell document, , Product Description, Flight Safety Functions of the Enhanced Ground Proximity Warning System Long Landing Monitor The Long Landing Monitor function is an optional feature that is activated via an RCD. It offers the pilot increased runway awareness and complements the RAAS Distance Remaining callouts. The function advises the crew of their position during a landing when the aircraft has not touched down in a nominal amount of time and/or distance. Existing EGPWS protection and operation is unaltered by the addition of the Long Landing. A complete description of this feature may be found in Honeywell document, , Product Description, Flight Safety Functions of the Enhanced Ground Proximity Warning System Stabilized Approach Monitor The Stabilized Approach Monitor is an optional feature that is activated via an RCD, and offers a significant safety advancement to supplement flight crew awareness of unstabilized approaches. Existing EGPWS protection and operation is unaltered by the addition of the Stabilized Approach Monitor. The Stabilized Approach Monitor specifically has the following monitoring functions: Landing Flap Monitor Issues an annunciation if the landing flaps are not set. Excessive Speed Monitor Issues an annunciation if the aircraft speed becomes excessive compared to the final approach speed (Vref or Vapp). Excessive Approach Angle Monitor Issues an annunciation if the aircraft approach angle to the runway threshold becomes too steep. Unstabilized Approach Monitor Issues an annunciation if the aircraft has not been stabilized at the 450 foot Gate. A complete description of this feature may be found in Honeywell document, , Product Description, Flight Safety Functions of the Enhanced Ground Proximity Warning System Altimeter Monitor The Altimeter Monitor is an optional feature of the EGPWS that is activated via an RCD, and provides the flight crew with awareness of problems with the pressure altitude system. Existing EGPWS protection and operation is unaltered by the addition of the Stabilized Approach Monitor. A complete description of this feature may be found in Honeywell document, , Product Description, Flight Safety Functions of the Enhanced Ground Proximity Warning System Terrain and Obstacle Awareness The Terrain and Obstacle Awareness alerting and display functions use aircraft geographic position, aircraft altitude and a terrain and obstacle database to predict potential conflicts between the aircraft flight path and the terrain, and to provide graphic displays of the conflicting terrain or obstacle, as illustrated by the block diagram, Figure HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 18

19 AIRPORT POSITION DATABASE TERRAIN CLEARANCE FLOOR ALGORITHM AIRCRAFT POSITION DATA (LAT/LNG) TERRAIN/OBSTACLE ELEVATION DATABASE GEOMETRIC ALTITUDE GROUND TRACK GROUND SPEED VERTICAL SPEED ROLL ATTITUDE TERRAIN/OBSTACLE AWARENESS ALERTING ALGORITHMS TERRAIN/OBSTACLE CAUTION ALERT TERRAIN/OBSTACLE WARNING ALERT DISPLAY ALGORITHMS DISPLAY DATA FIGURE : TERRAIN & OBSTACLE AWARENESS FUNCTIONS Terrain Alerting 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. Two envelopes are computed, one corresponding to a terrain caution alert level and the other to a terrain warning alert level, as described in section The algorithms are designed to meet the following criteria: Operational compatibility - minimal unwanted alerts during normal flight operations and approach procedures Improved terrain awareness warning times - provide adequate alert times for all flight phases and conditions Robustness - tolerant of aircraft position errors, altitude signal errors and database errors The caution and warning envelopes use the Terrain Clearance Floor as a baseline, and look ahead of the aircraft in a volume which is calculated as a function of airspeed and flight path angle. Simplified diagrams of the terrain caution and warning envelopes are shown in Figures and If the aircraft penetrates the caution envelope boundary, the voice aural Terrain Ahead, Terrain Ahead is generated, and alert discretes are provided for activation of visual annunciators. Simultaneously, terrain areas that conflict with the caution criteria are shown in solid yellow color on the terrain display, as described in section (Note: the voice aural Caution Terrain, Caution Terrain can be selected via the audio menu program pin.) If the aircraft penetrates the warning envelope boundary, the voice aural Terrain Ahead, Pull Up! is generated, and alert discretes are provided for activation of visual annunciators. Simultaneously, terrain areas that conflict with the warning criteria are shown in solid red color on the terrain display, as described in section (Note: the voice aural Terrain Terrain, Pull Up! can be selected via the audio menu program pin.) HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 19

20 Terrain Display The EGPWS computer outputs a display of terrain data in weather radar format per ARINC-708/708A (ARINC 453). The terrain data can be displayed on the Captain s and First Officer s Navigation Display (ND). When the terrain display is present, it replaces the weather radar display. The terrain display can be made available to the flight crew at any time. When the conditions for either a terrain caution or a terrain warning are detected, the EGPWS computer supplies a discrete pop-up signal that is used to switch flight deck displays between the weather radar and the terrain display. Terrain is depicted on the display as shown in Figure BACKGROUND TERRAIN YELLOW CAUTION AREA "TERRAIN AHEAD, TERRAIN AHEAD" RED WARNING AREA "TERRAIN AHEAD, PULL UP!" FIGURE : TERRAIN AWARENESS DISPLAY ON NAVIGATION DISPLAY (SIMULATED) Areas of terrain that satisfy the terrain caution alert criteria are shown in solid yellow, and areas of terrain that satisfy the terrain warning alert criteria are shown in solid red. Terrain which is significantly close to the aircraft, but which satisfies neither the caution or warning criteria, is shown as a green, yellow or red dot pattern whose perceived brightness is less than the yellow caution area. The density of the pattern is coarsely varied to depict terrain altitude with respect to the aircraft. Reference section for a detailed description of the display presentation Obstacle Alerting The EGPWS has the capability to detect and annunciate obstacle alerts. The same visual annunciations that are activated for terrain caution/warning are activated for obstacle caution/warning. The actual alert voices for obstacles are controlled via the selected audio menu. For the basic menu the obstacle voice is similar to the terrain alert, except that for an obstacle alert, the word Obstacle replaces the word Terrain Deleted HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 20

21 1.2.4 Maintenance/Test Interfaces In addition to power-up and continuous BIT, user activated tests, via discrete test switches, and/or maintenance system commands are supported Cockpit Self Test EGPWS self-test can be initiated from the CFDS anytime the aircraft is on ground. A test switch on the unit s front panel, along with a headphone jack, is also provided to give the flexibility of running tests both in the cockpit and at the LRU. Several levels of information may be voice annunciated by pressing the self-test switch. The test sequences can be summarized as follows. 1) Go/No Go Test: This sequence indicates the systems ability to perform all of its configured functions. For this sequence, when the test switch is activated, the cockpit lamps are activated and voices are issued to indicate what functions are correctly operating. For instance, if no faults exist on an installation that uses the Terrain Awareness function in addition to basic GPWS and windshear, then the result of the self-test would typically be: Glideslope---- Pull Up-----Terrain Ahead, Pull Up However, if no valid glideslope input was present then the sequence would be Glideslope INOP----- Pull Up-----Terrain Ahead, Pull Up The interface with the display will be tested by viewing a terrain test image on the appropriate cockpit Navigation Display. During system self-test all INOP annunciators are activated. 2) Current faults: This sequence annunciates all faults, if any, that currently exist. It will distinguish between internal and external faults. If no faults exist then the message No Faults is given. 3) Configuration information: This sequence annunciates the versions of the resident hardware, software and databases versions. Also annunciated are the current program pin option selections, including the audio menu selected. 4) Fault history: This sequence annunciates all system faults that were logged for the past ten flight legs. (Information on the last 64 legs is accessible via the RS-232 interface). 5) Warning history: This sequence annunciates all EGPWS alerts that were logged for the past ten flight legs. (Information on the last 64 legs is accessible via the RS-232 interface). 6) Discrete input test: This sequence annunciates discrete input transitions to aid system installation and maintenance. Reference section for detailed description of self-test functionality CFDS/CMC Interface The EGPWC supports ARINC 429 interactive protocols to provide maintenance information, including fault history, for aircraft installations with a CFDS/CMC. If date, time, flight number and aircraft ID are provided, this information can also be tagged to fault history records. In addition, maintenance system test commands can be used to initiate EGPWS self test. For other installations non-interactive maintenance data is provided on the ARINC 429 bus. This data consists of internal faults, external bus faults, input discrete status and faults, and program pin option status. Reference section for more detail Front Panel Test Interface The EGPWC provides a front panel test connector which can be connected to a portable PC with a RS-232 cable, to both receive and control internal data. This test interface can be used for engineering and production testing, both on the bench and at the aircraft. The LRU front panel also contains a test switch, 600-ohm headset jack, and several fault LEDs. The test switch and audio jack allow for performing the cockpit self test from the LRU. The status LEDs include External Fault, Computer OK, and Computer Fail. A PCMCIA interface is also provided at the front panel for data loading/unloading purposes. Reference section for more detail HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 21

22 1.2.5 System Elements Architecture Figure contains a block diagram of EGPWS inputs. Figure contains a block diagram of EGPWS outputs. The following table summarizes the type and quantity of I/O available in the EGPWC: Input/Output Type Quantity ARINC 429 inputs 18 The inputs can be software programmed for either high or low speed operation. RS-422 inputs 1 Multiplexed with an ARINC 429 receiver. ARINC 429 output channels 2 Picture Bus (ARINC 453/708) output channels 2 RS-422 outputs 1 3 wire AC analog input channels 0 2 wire AC/DC analog input channels 4, DC only Ground activated input discretes VDC activated input discretes 8 Program pin inputs used to select configuration and optional features 19 Discrete outputs 13 Drivers for lamps, EFIS/EICAS discrete inputs or external display relay control. Audio outputs 2 An 8-ohm speaker output and a 600-ohm interphone output that is also available at the LRU front panel. The audio volume levels are software controlled. Precision reference output For excitation of external sources, such as AOA vane mounted potentiometers. 10 VDC Rear connector RS-232 interface 1 Front connector RS-232 interface 1 Provided to aid in maintenance troubleshooting and engineering and production testing. This interface allows for access and control of internal EGPWS data and outputs. A front panel self test switch, audio jack, and status LEDs are also provided for maintenance and fault isolation. The primary processing is accomplished with a 486DX2 microprocessor. HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 22

23 System Components Refer to section 2.1 for EGPWC outline drawings. Airbus Product Specification MOUNTING TRAY-SHORT BASIC ARINC 600 Source/Vendor Vendor Part Number Honeywell Barry Controls T600-2-S-R-A-xxxx Rear Connector: Item Qty Vendor & Part No. EGPWC Rear Connector (ARINC 600 Size 1): Honeywell AMP Cannon Souriau NIC66F11A08AA1 BK AD S611-MG F0 05W2-P0008-L Lower Plug Power Pins Lower Plug Ground Pin Top and Middle Plug I/O Pins N/A Databases The EGPWS contains the following databases that can be loaded via the EGPWC front panel PCMCIA interface independent of the system software. Updates to each database will be made available. Envelope Modulation database (see section 6.8) Terrain database (see section 6.7.5), which also contains the runway database (see section ) and may also contain an obstacle database (see section 6.7.6). HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 23

24 ARINC 429 INPUTS MODE 1 RADIO ALTITUDE LRRA ALTITUDE COMPUTED AIRSPEED CORRECTED ALTITUDE ALTITUDE RATE TRUE AIRSPEED STATIC AIR TEMP AIR DATA ACCELERATIONS ATTITUDE ALTITUDE VERTICAL SPEED POSITION MAG HDG/TK TRUE HDG/TK GROUNDSPEED IRS/AHRS GLIDESLOPE DEVN LOCALIZER DEVN SELECTED RWY CRS ILS/MLS DATA SELECTED DH SELECTED RANGE EFIS DATA POSITION MAGNETIC TRACK CORRECTED ALT FMS DATA POSITION POSITION QUALITY ALTITUDE GROUNDSPEED GROUND TRACK DATE/TIME STATUS GPS DATA DITS INPUT HANDLER EGPWS INPUT DIAGRAM MAINTENANCE AND BITE MODE 2 MODE 3 MODE 4 MODE 5 MODE 6 & BANK ANGLE AOA FLAP ANGLE SWC/AOA DATA TEST COMMAND FAULT TAGS MAINTENANCE SYSTEM DC ANALOG INPUTS TERRAIN CLEARANCE FLOOR RADIO ALTITUDE ANALOG LRRA GLIDESLOPE DEVN ANALOG INPUT HANDLER INPUT PROCESSING TERRAIN/OBSTACLE AWARENESS ARINC 547 GLIDESLOPE DISCRETE INPUTS SELF TEST INITIATE DH TRANSITIONED AUDIO INHIBIT LANDING GEAR AND/OR O'RIDE LANDING FLAPS AND/OR O'RIDE GLIDESLOPE INHIBIT GLIDESLOPE CANCEL ILS/MLS SELECT ILS SELECTED (TUNED) MODE 6 ENABLE MODE 6 VOLUME MOMENTARY AUDIO SUPPRESS DISCRETE FLAP POSITION DISCRETE INPUT HANDLER CONFIGURATION RAAS (OPTIONAL) 3 4 L 3 4 R LONG LANDING (OPTIONAL) ALTIMETER MONITOR (OPTIONAL) APPROACH MONITOR (OPTIONAL) R L Additional Optional Inhibits (RAAS/Approach Monitor) TERRAIN DISP SELECT DISCRETES FRONT PANEL TEST SWITCH PROGRAM PINS (17) PROGRAM PIN INPUTS FIGURE : EGPWS INPUT BLOCK DIAGRAM HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 24

25 MODE 1 MODE 2 EGPWS OUTPUT DIAGRAM 8 OHM MODE 3 MODE 4 AUDIO GENERATOR 600 OHM FRONT PANEL AUDIO JACK MODE 5 MODE 6 & BANK ANGLE ARINC 429 DRIVERS WARNING/ALERTS TO SYMBOL GENS STATUS TO TO EICAS WARNING/ALERTS TO RECORDERS UARTs FRONT PANEL RS232 INTERFACE (TEST AND UPLOAD/DOWNLOAD) PCMCIA INTERFACE (UPLOAD/DOWNLOAD) TERRAIN CLEARANCE FLOOR RAAS (OPTIONAL) 3 4 L 3 4 R LONG LANDING (OPTIONAL) ALTIMETER MONITOR (OPTIONAL) APPROACH MONITOR (OPTIONAL) TERRAIN/OBSTACLE AWARENESS R L MAINTENANCE AND BITE DISCRETE HANDLER AUDIO IN PROGRESS TERRAIN DISPLAY CONTROL GLIDESLOPE CANCEL GPWS MONITOR TERRAIN MONITOR GPWS WARNING GPWS ALERT TERRAIN/OBSTACLE CAUTION TERRAIN/OBSTACLE WARNING TCAS INHIBIT TERRAIN DISPLAY DISCRETES (2) ALSO MAPPED TO ARINC 429 OUTPUT TO SYMBOL GENERATORS OR SWITCHING RELAY(S) IMAGE GENERATOR TO SYMBOL GENERATORS OR PICTURE BUS SWITCHING RELAY(S) FIGURE : EGPWS OUTPUT BLOCK DIAGRAM HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 25

26 1.2.6 System Limitations The performance of the EGPWS terrain protection is limited in areas where terrain data is not available, or where navigational accuracy is degraded. Terrain data or runway location data may have errors inherent in the source of such data. Such errors can delay a terrain alert, or may cause unwanted alerts. Such errors do not affect the basic GPWS functions. The terrain display is to be used to enhance situational awareness only, and is not to be used for navigation or escape guidance. The basic GPWS function relies on the downward-looking radio altimeter and cannot sense forward terrain. Therefore alert times for flight into precipitous terrain with little or no preamble terrain can be very short. An alert may not be provided for stabilized flight in full landing configuration into a place where there is no runway, and where neither the Terrain Clearance Floor function nor the Terrain Awareness function has been enabled. Terrain clearances or descent rates during radar vectoring that are not compatible with those required by the GPWS Minimum Operating Performance Standards (TSO-C92c and CAA Spec 14) may cause unwanted alerts. System Limitations of RAAS, Stabilized Approach Monitor, Long Landing Monitor, and Altimeter Monitor are described in the Honeywell document Product Description, Flight Safety Functions of the Enhanced Ground Proximity Warning System Installation Procedures and Limitations The technical data shall be sufficient to ensure that the article, when installed in accordance with the installation procedures, continues to meet the requirements of the TSO. The limitations shall also be sufficient to identify any unique aspects of the installation. The limitations shall include at least the following: The TSO identifies the minimum performance standards, tests, and other conditions applicable for issuance of design and production approval of the article. The TSO does not specifically identify acceptable conditions for installation of the article. The TSO applicant is responsible for documenting all limitations and conditions suitable for installation of the article. An applicant requesting approval for installation of the article within a specific type or class of product is responsible for determining environmental and functional compatibility TSO Deviations Mode 2 GPWS Alert Envelope The FAA has granted the following TSO-C151b deviation to the Mode 2 GPWS alert envelope. This deviation was introduced in the part numbers and is included in subsequent EGPWS releases including, (and on), (and on) and (and on): TSO-C151b requires performance to RTCA/DO-161A, Minimum Performance Standards Airborne Ground Proximity Warning Equipment, dated May 27, The EGPWS will deviate from this standard in that under specific conditions the EGPWS will lower the Mode 2 alert envelope maximum altitude from 1250 feet to 950. The reason for this deviation is that aircraft are being allowed to fly with minimum radar vector altitudes that place the aircraft within 1000 feet AGL of terrain on approach. This causes Mode 2 nuisance alerts since the top of the Mode 2 alert envelope is set to 1250 feet. Thus, this deviation will reduce these nuisance alerts. Honeywell has shown to the FAA that the implementation of this change provides an equivalent level of safety. In particular the lowering of the Mode 2 alert envelope does not turn off the Mod 2 alert algorithm. In addition, this envelope modification happens only if the Look-ahead (TAWS) algorithms are active, with high quality terrain data in the area of the aircraft, and with very accurate vertical and horizontal position. Therefore, the aircraft is provided protection by the TAWS algorithms as well as the reduced Mode 2 alert envelope. HIF-2121/R5 CAGE CODE: SCALE: NONE SIZE: A DWG NO: REV: F SHEET 26