Navigation Systems

FMGS

The main source of navigation is the FMGS, which computes aircraft position and provides navigation along
a lateral route as loaded by the flight crew.
The FMGS can provide FD guidance, ND route and waypoint displays, and can also provide AP control to
follow the computed route.

Radio Nav and GPS

The operation of the FMGS will be covered in separate modules.
In this module, we'll introduce the Radio Navigation features and the Global Positioning System.

Radio Tuning
The aircraft is equipped with VOR and ILS radio systems.
Normally, these radios are automatically tuned by the FMGC, but manual tuning is available by crew entry to
the MCDUs. Autotuning and Manual tuning are considered normal operations.
A back-up tuning method is available on the RMPs when the normal tuning methods are inoperative.

Autotuning
The Navigation Radios provide not only guidance to the flight crew, but with FMGC autotuning, the radios
are used to provide position information to the FMGS.

GPS
The aircraft is also equipped with a Global Positioning System (GPS).
The GPS is installed to provide precise position information to the aircraft systems.

GPS Introduction
The Global Positioning System (GPS) is a satellite based radio navigation aid.
It provides very precise position information to the FMGS.

24 Satellites
The GPS network consists of 24 satellites in geosynchronous orbit that constantly broadcast position
information to your onboard aircraft GPS.

Two GPS Receivers

The aircraft have two independent GPS receivers.
Each receiver is integrated in a modular avionics unit called a MMR (Multi Mode Receiver).
GPS 1 receiver works with MMR 1; and GPS 2 receiver works with MMR 2.

Hybrid Position
The MMRs process the data received and transfers the information to the ADIRS which then perform a GP-
IRS hybrid position calculation.
The FMGCs use this hybrid position to calculate the aircraft position.

GPS Monitor Page

There is a GPS MONITOR page that you can display on each MCDU.
This page displays the pure GPS position, true track, ground speed, estimated position, accuracy level, and
mode of GPS operation.

GPS De-select
In the unlikely event that the flight crew does not want the GPS to be part of the position data, the GPS data
can be deselected by use of the MCDU NAVAID page.

GPS and ADIRUs

Normally, the GPS 1 receiver supplies ADIRU 1 and 3, while the GPS 2 receiver supplies ADIRU 2.
If ADIRU 1 fails, then ADIRU 3 continues to operate with input from MMR 1.

ATT HDG Selector

In order to maintain side 1 and side 2 segregation, if ADIRU 2 fails, the ATT HDG selector is selected to F/O
3, so that ADIRU 3 will be supplied with MMR 2 data.

3 ADIRU's - 1 GPS
If one GPS receiver fails, the three ADIRUs automatically select the only operative GPS receiver.

MMR Modes
The MMR operates in different modes which are indicated on the GPS MONITOR page.
The modes are: Initialization mode, Acquisition mode, Navigation mode, Altitude Aiding mode, and Fault
mode.

INIT Mode
The Initialization mode (INIT) is entered when the hardware and software for GPS are initialized.

ACQ Mode
The MMR Acquisition mode (ACQ) is entered after power-up or during long periods of lost satellite signals.
The acquisition mode continues until the MMR is able to track at least 4 satellites, then transfers to the NAV
mode. In an effort to enter the NAV mode more quickly, the MMR uses initial position, time, and altitude
information from the IRS. This feature allows the MMR to quickly locate its position.

NAV Mode
The Navigation mode (NAV) is the normal mode that continuously supplies data to the ADIRUs.
It operates as long as 4 valid satellite signals remain available.

ALTAID Mode
The Altitude Aiding (ALTAID) mode operates as a downgrade from the NAV mode.
Normally, in the NAV mode, the MMR tracks at least 4 satellites, and it uses the GPS altitude and the IRS
altitude to calculate an altitude bias. If the number of satellites drops to three, the altitude bias is frozen, and
the MMR enters the ALT AID mode. The ALT AID mode uses the IRS altitude corrected with the bias.
If the MMR does not acquire at least four satellites after two minutes, it reverts to the ACQ mode.

FAULT
The Fault mode (FAULT) is entered when a failure has been detected which may prevent the MMR from
transmitting valid data.

ECAM GPS FAULT

Let's review some of the ECAM fault indications that are related to GPS.
The GPS 1 or GPS 2 FAULT activates a single chime and Master Caution light.
It is inhibited during takeoff and landing for flight phases 4, 5, 7, and 8.

FM/GPS POS DISAGREE

The FM/GPS POS DISAGREE activates a single chime and Master Caution light.
It is inhibited for flight phases 1, 3,4 and 10, and for the first 15 seconds of the phase 5.

GPS PRIMARY LOST

The GPS PRIMARY LOST condition does not provide an ECAM warning.
You will know this problem has occurred by a Triple Click aural warning during a non ILS approach only.
This alert is inhibited in flight phases, 2, 3, 4, 5, 8, 9, and 10.
Therefore it is available during cruise and approach.
You have learned how the GPS interfaces with the aircraft navigation systems.
There are no other controls or indicators for the GPS.

Radio Nav Introduction

The aircraft is equipped with two VOR receivers, two ILS receivers, two DME systems, and one Marker
Beacon system.
VOR

The VOR information is displayed on the ND according to the selected position of the ADF/VOR selector on
the respective EFIS control panel.
VOR information is also displayed on the DDRMI on the center instrument panel, if the heading signal is
valid.

ILS
Each ILS receiver is integrated in a modular avionics unit called a Multi Mode Receiver (MMR).
ILS 1 is controlled by MMR 1, and ILS 2 is controlled by MMR 2.

ILS on PFD
The ILS analog and digital data is displayed on the PFD when the LS pushbutton is selected on the
respective EFIS control panel.
The green light in the LS pushbutton will illuminate if the ILS display is selected

ILS on ND
The ILS information for the opposite side is displayed on the ND if the ROSE ILS mode is selected on the
EFIS control panel.
Normally, only the PFD is used for ILS guidance information and the ND is selected to the NAV ROSE or
ARC position.

The ILS #2 information is displayed here on the Captain's ND when the ILS mode is
selected.

DME on ND
The DME frequency is automatically selected for the VOR or ILS.
The DME will automatically display when available.

The ND and the DDRMI can display the VOR DME information.
The DME receiver can tune five stations for navigational purposes but only the auto-tuned or manually tuned
DME is displayed.

ILS DME on PFD

The PFD can display the ILS DME information.
The ILS information on the PFD is provided by the respective ILS radio

Marker
One Marker Beacon system is included in the VOR 1 receiver.
When passing over these signals, the PFD displays the outer, middle, and inner marker passage.

Tuning
The FMGC provides auto tuning and is the basic method for tuning Navaids.
There are three tuning modes available.
They are Automatic Tuning, Manual Tuning, and Back-up (Remote) Tuning.

FMGC Auto Tune

In normal operation, the FMGC tunes navaids automatically, with each FMGC controlling its own receivers.
If one FMGC fails, the remaining FMGC controls the receivers on both sides.

Manual Tuning
When desired, the crew can manually tune a navaid by over-riding the FMGS auto-tuning.
This can be done by inserting either the frequency or the identifier on the RAD NAV page of the MCDU. It is
neither necessary to insert a diagonal nor to include both the frequency and ID.
The entered data will be in large font and the corresponding frequency or ID will appear in small font.
If this method of tuning is used, a dimmed underlined M will appear after the ID.

Clear Manual Tuning

When manual tuning is no longer desired, the crew will clear the manual tuned navaid to allow automatic
tuning to be in effect.
This is normally done passing 10,000 ft. during climb.

STBY RMP
The auto-tuning can also be over-ridden by selecting the STBY NAV function on the lower section of the
RMP. This method of tuning is normally not used unless there is a dual FMGS failure and, if used on either
RMP, will disable all auto-tuning.
If the covered NAV pushbutton is pressed and auto-tuning is disabled, only the white label lines will remain
on the RAD NAV page and no blue data lines will appear.

Note: If the STBY/CRS window is displaying a course, then pressing the transfer key displays the
active frequency in both windows.

RMPs and VORs

The Captain's RMP controls VOR 1 and the F/O's RMP controls VOR 2.

RMPs Both ILSs

Either RMP will tune both ILSs as long as NAV back up is selected on both RMPs.
More information on the RMP operation is provided in the RMP module.

DDRMI
The Digital Distance and Radio Magnetic Indicator (DDRMI) is installed on the center instrument panel.
It provides a compass display, DME displays, and navigation information for the VOR system.

Compass Signals to DDRMIs

The compass is driven by ADIRU 1, but ADIRU 3 can supply the signal when the ATT HDG Selector is
selected to CAPT 3.
With CAPT 3 selected, ADIRU 3 supplys the DDRMI.

DDRMI Bearing Pointers

The two bearing pointers display the bearing to tuned VOR 1 and VOR 2 stations.
The dashed single line pointer is for VOR 1 and the double line pointer is for VOR 2.

A flag appears if there is a failure related to the system.

The pointer fails in the existing position.
Read the specific details about the possible failures.
The VOR flags appear if:
- the VOR receiver fails
- the RMI has an internal failure
- the heading signal from the ADIRS is not valid
- the power supply fails.

As long as the flag shows, the relevant pointer remains at the last valid position.

The display for DME 1 and 2 are at the top of the DDRMI.
They indicate the distance in NM from the tuned navaid.

Predictive Windshear System

The need for early detection and alert of windshear conditions is obvious in the airline industry.
The delay of proper response and the lack of windshear detection was cited as a causal factor in a number
of takeoff and landing crashes.

LLWAS
The FAA is currently improving the recognition of windshear conditions by the installation of Low Level
Windshear Alerting Systems (LLWAS) at various airports. In addition, the FAA determined that an onboard
recognition system would be helpful to flight crews. To this end, FAR 121.358 was born.
It requires that U.S. commercial aircraft with over 19 passenger seats be equipped with a Windshear
Detection system.
FAR 121.358
Specifically, FAR 121.358 requires that airlines install an airborne windshear warning and flight guidance
system, an approved airborne detection and avoidance system, or an approved combination of these
systems.

Microburst

A microburst is a downdraft that is typically 700 to 3000 feet across.

The velocity of the downdraft is usually between 40 and 110 knots.
This airflow mushrooms out as it hits the ground, causing the wind energy to flow in all directions.

Microburst Passage
Approaching the Microburst may produce a positive component usually over 40 knots velocity.
In the center - your aircraft experiences the downdraft energy.
On the other side of the microburst - your aircraft will experience a tailwind component of 40 knots or more.

Reactive System Explained

One common type of onboard recognition system is the Reactive Windshear system.
A Reactive system detects windshear conditions by monitoring the performance of the aircraft, and issues
cockpit warnings and Flight Director guidance after the aircraft is detected to be within a windshear
environment. Although a Reactive system is helpful by providing detection and guidance, it does nothing to
prevent the entrance into the windshear.

After the crash of a DC-9 in North Carolina that was equipped with a Reactive Windshear Detection and
Guidance system, the need for prediction and early warning of windshear conditions was apparent.

PWS Provides Prediction

A Predictive Windshear Detection system (PWS) provides detection of windshear in front of the aircraft -
during the takeoff and landing phases of flight.
The Predictive Windshear System operates automatically and is transparent to the flight crew unless a
windshear event occurs.
Your Fleet Equipment
Some aircraft have a Reactive system, others have a Predictive system, and some aircraft have both types
installed.
Reactive and Predictive Overview
This frame provides an overview of the features of Reactive and Predictive systems.
The Reactive system, provides detection alert when the aircraft flies through windshear conditions, and then
provides Flight Director guidance to optimize the recovery maneuver.

Predictive System
Three Levels of Alert are provided -
Advisory,Caution, and Warning
No Flight Director, Autopilot Guidance, or A/THR is provided
for escape.
Standard Windshear Recovery Procedures are used.
Advisories, Cautions, Warnings

The Forward Looking Predictive system provides detection alerts before entering the windshear condition.
The alerts are provided as Advisories, Cautions, or Warnings; thus a pilot has the information necessary to
avoid dangerous weather before it is encountered.
If a windshear is unintentionally encountered, the flight crew will use the standard Windshear Recovery
Procedure as listed in the Flight Manual.

Reactive System
No alert until Windshear is penetrated.
Flight Director Guidance is provided for escape.
Thrust Response - if A/THR is engaged.

PWS Operations
How does a Predictive system operate? Recall that the weather radar emits short intense pulses of
microwave energy, which are returned by reflection.
The reflected signals are received and processed to determine the intensity, bearing, and distance to the
targets. This system provides reliable return for water droplets, water covered hail, and terrain mapping.
Water Droplets
Water Covered Hail
Terrain Mapping

Doppler
The Weather radar has an advanced microprocessor design which allows it to use the Doppler concept to
detect areas of moderate and high level turbulence as well as low level windshear (microburst).

2,300 AGL
The top aircraft is above 2,300' AGL and you can see the weather radar sweep. The bottom aircraft is
below 2,300' AGL where the PWS automatically operates. If the weather radar is on, each radar sweep
alternates between a weather sweep and a windshear sweep. This alternate scan may delay the update of
your weather display by up to 12 seconds. The pilot selected tilt is operative during the weather radar
portion of the sweep, however, automatic tilt is applied during the windshear detection portion of the sweep.

Droplet Velocity
The detection of windshear conditions is accomplished by detecting the Doppler Shift of the horizontal wind
component. The detection system is able to detect the velocity of droplets coming at your aircraft and
compares this to the velocity of droplets moving away from your aircraft.
The velocity level of these approaching and departing droplets determines the level of alert.
It is assumed that the horizontal speed of the droplets is a direct indication of the intensity of the downdraft.

PWS Operating Conditions

For the PWS to operate, you must have the PWS switch in AUTO, be at an altitude below 2,300' AGL, and
the transponder must be selected to ON or AUTO, with either engine running.
Note: Although the PWS is operational below 2,300' AGL no advisories are provided to the crew above
1,500' AGL, or between 0' AGL and 50' AGL.

Predictive Windshear System Operation:

- Windshear switch in AUTO
- Below 2,300' AGL
- Transponder must be ON or AUTO
- Either Engine must be running

Predictive Windshear System Advisories Available:

- Windshear switch in AUTO
- Below 1,500' AGL and Above 50' AGL
- Transponder must be ON or AUTO
- Either Engine must be running

PWS 5 NM Ahead of Aircraft

The PWS scans the airspace within a range of 5 NM in front of the aircraft for windshears.
When a windshear is detected below 1,500' AGL, depending on the selected ND range, a warning, caution,
or advisory message and a windshear icon appear on the ND.
The warnings and cautions are always accompanied with an aural alert.

ND Displays
The weather returns and windshear icon display on the ND.
In addition, a W/S AHEAD annunciation appears on the PFD in amber for a windshear caution or red for a
windshear warning.
Takeoff and Landing PWS Alerts

Windshear Advisory
The lowest alert level is the Windshear Advisory. It's delivered by a display of the windshear icon. The icon
displays the windshear location relative to your aircraft.
This mode is available when below 1,200' AGL.
It is delivered when a windshear is detected within 5 miles ahead and within +/- 30 degrees of your heading.

Windshear Caution
The next alert level is the Windshear Caution.
It's delivered by the icon display, amber W/S AHEAD message on the PFD, and an aural warning of
"MONITOR RADAR DISPLAY".
This mode is available when below 1,200' AGL. It is delivered when windshear is detected within 3 miles
ahead and within +/- 30 degrees of your heading.

Windshear Warning
The highest alert level is the Windshear Warning.
It's delivered by the icon display, a red W/S AHEAD message on the PFD, and specific aural warnings of
"WINDSHEAR AHEAD" or "GO AROUND WINDSHEAR AHEAD".
Windshear Warning Criteria
Windshear Warnings are available when below 1,200' AGL.
A Warning is delivered when windshear is detected within 3 miles ahead if you're on the ground and 1.5
miles ahead if you're airborne.
A windshear warning indicates a windshear is within 1/4 NM laterally either side of your heading.

Inhibited Below 50' AGL

All PWS alerts are inhibited below 50' AGL.
In addition, the visual and aural warning alerts are downgraded to caution alerts between 370' AGL and 50'
AGL; and range between .5 of a NM and 1.5 NM.

Company Policies
Specific company policies are in effect for crew response to a PWS advisory.
These policies govern operation prior to takeoff, during takeoff and climb out and during approach.

PRED W/S OFF Memo

A PRED W/S OFF memo appears when the PWS is selected OFF.
The memo is green in flight phases 1, 2, 6, and 10; and amber in phases, 3, 4, 5, 7, 8, and 9

You should know that the PWS alerts have priority over GPWS and TCAS alerts.

MPEL
For safety purposes, Ground personnel should remain beyond the red area shown here to avoid the U.S.
government standard radiation level of 10 milliwatts per square centimeter. The Maximum Permissible
Exposure Level (MPEL) boundary is approximately 13.4 feet from the radar antenna center, at
approximately a 240 degree arc. Recall that microwave energy is also transmitted when the weather radar
is turned on. Pilots must ensure that both the weather radar, the transponder, and PWS be turned to the
OFF or STBY position before approaching the gate area. Now, let's answer some questions...

TCAS Introduction
The Traffic Collision and Avoidance System (or TCAS II) provides the flight crew with a tool to assist in the
avoidance of other aircraft.
TCAS II provides vertical separation advisories for close proximity aircraft.
It is important to note that TCAS II does not provide advisories for horizontal separation.

Aural and Visual Advisories

TCAS provides aural and visual advisories to the flight crew.
Aural advisories are delivered through the cockpit speakers while visual advisories are displayed on the
PFD.
In addition, TCAS displays symbols on the ND that show the relative position of other transponder equipped
traffic.
Transponder Signals
TCAS operates on the principle of delivered and received transponder signals.
Your Transponder emits signals and receives signals from other transponder equipped aircraft.
TCAS Lateral and Vertical Range
These aircraft must be within a maximum range of 30 - 40 NM, and within a maximum altitude range of
9,900 feet.
Note: Some aircraft in our fleet will detect traffice at a distance up to 80 NM and some will even detect traffic
at a distance up to 100 NM.
Surveillance Boundary
The TCAS system provides a protective sphere around your aircraft that consists of a surveillance
boundary.
The surveillance boundary range is approximately 40 NM around the aircraft and 9,000 feet above and
below.

Safety Boundary
The safety boundary is within the surveillance boundary and is computed as a function of time.
Therefore traffic approaching "head on" with a fast rate of closure - will normally generate an alert from a
greater distance than traffic that is approaching from the rear.
CPA
TCAS advisories are generated based upon the concept of Closest Point of Approach (CPA).
In general, the CPA is that point at which the intruder is calculated to penetrate a safe boundary around your
aircraft. TCAS evaluates the intruder to derive the estimated time before reaching the CPA.
This time to go to the CPA is called TAU. TAU is used to trigger TCAS alerts.

TAU
When the TAU is below a specified time, TCAS will activate either a Traffic Advisory (TA), or a Resolution
Advisory (RA).

TAU is expressed as the range to the intruder divided by its closure rate or
range-rat

TCAS Antenna
The TCAS signals are picked up by your TCAS antennae and are sent to the TCAS Processor.
The TCAS processor computes the relative position of the other traffic, paints symbols on the ND, and when
appropriate - issues vertical advisories.
TCAS Coordination
If the intruder aircraft is also TCAS equipped, your TCAS will coordinate advisories with the other aircraft's
TCAS to ensure that both aircraft are guided away from each other.
Mode S
Full TCAS operation requires an operating Mode S transponder to send and receive the signals.
Your Mode S transponder sends range, bearing, altitude, and aircraft type identification signals.
For your TCAS and an intruder's TCAS to provide complimentary advisories, to fly away from each other,
both aircraft must be TCAS equipped with operating Mode S transponders.

Four Symbols
TCAS intruders are classified in four levels.
Therefore, four symbols can display on the ND for other transponder equipped aircraft that are within
range.
All four symbols are displayed for information only, and are not to be used for guidance.

Altitude Tag
When the intruder is above your altitude, a relative altitude tag appears above the symbol.
When the intruder is below your altitude, the relative altitude tag appears below the symbol.
If the intruder has a rate of climb or descent greater than 500 fpm, an arrow appears to indicate the climb or
descent.
White Open Diamond
The white open diamond appears when intruders are within range but are still more than 6NM laterally or
more than 1200 ft. vertically from your aircraft.
These intruders are called “Other Intruders” and are not a threat.

This "Other Intruder" is more than 6 NM laterally or more than 1,200 ft. vertically from your
aircraft.

It is 200 ft above your aircraft.

This intruder is descending more than 500 fpm.

Because this traffic is far away, it is not considered a threat at this time.

White Filled Diamond

The white filled diamond appears when the detected traffic is within 6NM laterally and within 1,200 ft.
vertically.
These intruders are called “Proximate” traffic and are still not a threat.

Amber Filled Circle

A filled amber circle appears and aural alert sounds when TCAS delivers a Traffic Advisory (TA).
A TA is provided when the TAU of the intruder is less than 35 to 45 seconds.
A TA does not provide guidance, but only alerts the crew to attempt to visually locate the intruder.
Crews are not authorized to deviate from an ATC vertical clearance for a TA.
This Traffic Advisory is within 35 - 45 seconds of the CPA.

It is a threat and an aural alert is provided. "Traffic, Traffic"

The pilot is to visually locate this intruder and prepare for action, however no TCAS
guidance is provided and no evasive manuever is authorized.
35 - 45 seconds

When a TA is delivered, the flying pilot should attempt to visually locate the intruder.
No evasive action based on TCAS information is authorized when a TA is received.
When a TA occurs, the flight crew should clear the area in case a subsequent evasive maneuver is
required. Remember - Pilots are NOT to maneuver their aircraft based upon a TA.

Red Filled Square

A filled red square appears and specific aural alert sounds when TCAS delivers a Resolution Advisory (RA).
An RA is provided when the TAU of the intruder is less than 25 to 35 seconds.
An RA provides specific visual and aural guidance to vertically deviate. You are authorized and required to
deviate from an ATC vertical clearance for an RA.
This Resolution Advisory occurs when the traffic is within 25 - 35 seconds of the CPA.

It is a threat and a specific aural guidance alert is provided.

The pilot is to follow the vertical TCAS guidance that is provided on the PFD.

Purpose of Symbols
The symbols on the ND are for information only, and are not to be used for guidance.
According to your EFIS selection, the symbols can display without weather display, or as overlays on the
weather display.
In addition, a pop-up mode is available that automatically displays TA or RA symbols when a threat occurs.
TCAS symbols can display with or without the Weather Radar display.

TCAS symbols will popup for display if otherwise off when a TA or RA occurs.
Resolution Advisory
TCAS is programmed with your aircraft's normal performance capability and service ceiling.
RA's always assume normal aircraft performance is available up to the service ceiling.
According to your aircraft normal performance capability, TCAS will coordinate the
maneuver with the other TCAS equipped airplane.

PFD is Primary Guidance

The PFD is the primary TCAS guidance tool.
It displays the items shown here when TCAS vertical guidance is provided during an RA.

Corrective vs Preventative RAs

Some RA's are "corrective" and some are "preventive".
A "corrective" RA requires a vertical maneuver by the crew.
A "preventive" RA requires the crew to maintain the current vertical speed.

RA Commands
An RA always delivers a specific aural and visual command.
When the RA occurs, the flight crew is to maneuver the aircraft in the appropriate vertical direction within 5
seconds, and with approximately .25g.
The response to a RA should be the same as a response to an ATC call to "climb or descend immediately".

Reversal and Increase RAs

Some “corrective” RA's are more intense than others.
These are RAs that are reversals to a previous RA, or RAs that are an increase to a previous RA.
If an RA is delivered that is a "reversal" or an "increase" to a previous RA - the pilot must respond within 2.5
seconds with approximately .35g force.

Never Opposite
Pilots must never respond opposite to the current RA command.

Notify ATC of an RA
When a RA occurs, notify ATC that a response to a TCAS RA was necessary.
When an RA is over, return to the ATC clearance altitude or as directed by ATC.

TCAS Transponder Controls

The Transponder control panel is used to control the transponder, and the TCAS.
The Transponder can be operated without TCAS, but this is not allowed for normal conditions.
There is a Mode Selector and a Traffic Selector.

TCAS STBY
The STBY mode puts TCAS in standby and it is not operating.
A TCAS STBY memo displays in green if ATC STBY or TCAS STBY is selected, or if Altitude Reporting is
selected off, or if both transponders or both Radio Altimeters have failed.
TA/RA is Normal

The normal TCAS mode is TA/RA. This mode allows both TAs and RAs to be delivered.
TA/RA is normally selected before takeoff, and STBY is selected after landing.
Use of the STBY mode is not authorized for flight operations.

TA
The TA mode inhibits the delivery of RAs and may only be selected for certain conditions.
When the TA mode is operating, TA ONLY is displayed on the NDs.
Check your company policy for selection of the TA mode.
Single Engine
One example of proper use of the TA mode is when you are operating single engine. Recall that TCAS
assumes your aircraft systems are normal and will issue an RA that your aircraft can not perform on a single
engine. By selecting the TA mode for single engine operations, you will not receive an RA and the intruder’s
TCAS will not assume your aircraft is able to maneuver.
Therefore the intruders TCAS will provide different guidance based upon your inability to maneuver.
TA should be selected for single engine operations to keep TCAS from giving an RA that
you cannot perform.

Other Conditions for TA Mode

Other times when the TA mode may be selected is when operating at known close runways, when aircraft
are in ATC control but are close enough to activate an RA.
In this case, selection of the TA mode will inhibit nuisance RAs.
Automatic TA Mode
The TA mode is automatically (and temporarily) selected when a Windshear is detected, a Stall is detected,
or a GPWS message is delivered (RAs are not available at these times).
Automatic selection of the TA mode allows these other conditions to have priority over TCAS, and all TCAS
aural messages are suppressed.

Traffic Selector
The Traffic selector has four positions.
The Threat (THRT) position allows proximate and other intruders to only display if a TA or RA is present.
Otherwise, the TCAS symbols are inhibited when THRT is selected.

ALL
The ALL position provides a constant display of all proximate traffic.
With the ALL position selected, all in range traffic is displayed if the traffic is within +/- 2700 ft. of your
altitude.
Regardless of the selection, traffic that closes rapidly can activate a TA or RA for display
regardless of the relative altitude.

ABV
The Above (ABV) position is similar to the ALL position, but traffic is displayed if it is within 9900 ft. above
and 2700 ft. below your altitude.
A common technique is to select ABV during the climb.
Regardless of the selection, traffic that closes rapidly can activate a TA or RA for display
regardless of the relative altitude.

BLW
The Below (BLW) position is similar to the ALL position, but traffic is displayed if it is within 9900 ft. below
and 2700 ft. above your altitude.
A common technique is to select BLW during descent.
Inhibit Below 1700'
TCAS advisories are inhibited below certain altitudes.
Advisory is inhibited for intruders below 380 ft. AGL when your altitude is below 1700 ft. AGL.

RAs to TAs
All RAs are inhibited and are converted to TA’s below 1,100 ft. during climb or 900 ft. during descent.

No Descend RAs
Descend” RAs are inhibited below 1,200 ft. AGL for takeoff or 1,000 ft. AGL on approach.
No Increase Descent RAs
Increase Descent RAs are inhibited below 1450 ft. AGL.
No TA Aural Alerts
All TA aural messages are inhibited below 600 ft AGL in climb, and below 400 ft AGL in descent.
TCAS on Commercial Aircraft
The next few frames will discuss the other aircraft and how their equipment affects your TCAS operation.
It is important to note that TCAS is only required on certain aircraft.
Many military and corporate aircraft are TCAS equipped.

Additionally, many newer general aviation aircraft have a traffic information system (TIS).
The TIS is not as sophisticated as TCAS but it does display traffic symbols as information
for the pilot.

Mode C Aircraft
Aircraft equipped only with a Mode C Transponder do not have TCAS, however their Mode C emits the
range, bearing, and altitude signals to your TCAS Mode S transponder.
Your TCAS can provide advisories to fly clear of Mode C aircraft, however, the Mode C aircraft receives no
guidance, since it is not TCAS equipped.
The TCAS avoidance maneuver is not coordinated if the other aircraft is only Mode C equipped.

Proceed with caution as the Mode C aircraft may or may not manuever as you expect.

Without TCAS, the path of a Mode C aircraft is unpredictable.

Mode A Aircraft
f the other aircraft is equipped with a Mode "A" transponder, it is Non Altitude Reporting (NAR).
NAR traffic cannot send altitude signals to your TCAS, but will send range and bearing data.
TCAS assumes NAR aircraft are at your altitude but no altitude tags appear.
TCAS can provide Traffic Advisories for these aircraft, but will not provide Resolution Advisories.
Proceed with caution as the Mode A aircraft may or may not manuever as you expect.

Without TCAS, the path of a Mode A aircraft is unpredictable.

Invisible Aircraft
Aircraft that have no operating transponder are invisible to your TCAS.
This includes those aircraft with no electrical system, no transponder, or aircraft with an inoperative
transponder.
No TCAS display symbols, advisories, or guidance are provided to avoid these!
Proceed with caution as the non-transponder aircraft may or may not manuever as you
expect.

Without TCAS, the path of this aircraft is unpredictable.

No Intruder Bearing
At times TCAS cannot determine the bearing of the other aircraft.
In this situation, the distance only will appear at the bottom of the ND in amber or red according to the threat
level. The relative altitude and vertical speed is displayed if available.
If TCAS cannot determine the bearing and altitude, only the range information appears.
If TCAS cannot determine the bearing of the other aircraft, it will not display a target
symbol.

Instead, it displays the distance, relative altitude and if appropriate, a climb/descent arrow.

At a minimum, the range will be displayed.

REDUCE RANGE - CHANGE MODE

Some mode and range messages appear on the ND to draw the pilot's attention.
REDUCE RANGE appears when a TA or RA is detected and the ND range is above 40NM.
CHANGE MODE appears when a TA or RA is detected and the ND mode is in PLAN.
These messages display amber or red as appropriate, flash for 9 seconds then display steady.

This message informs the pilot to select a different ND mode.

It appears if a TA or RA is detected and the ND mode is set to PLAN.

This message informs the pilot to reduce the ND range.

It appears if a TA or RA is detected and the range is set above 40NM.

TCAS Operating Messages

TCAS operating messages can appear on the ND.

The red TCAS message displays in case of TCAS internal failure.
It flashes for 9 seconds then displays steady.
A white TA ONLY message displays when the TA ONLY mode is selected.
(Note the differences in our fleet in the pop-up)

Summary
In summary, when an RA is delivered, it has priority over an ATC vertical clearance. Air Traffic Control
should never tell a crew to ignore an RA. The "See and Avoid" concept remains the highest priority in
collision avoidance, however, if you use "see and avoid" to over-ride an RA, you must ensure that the TCAS
intruder is in fact the same aircraft that you have visually identified.
Now, let's answer some questions...

Enhanced Ground Proximity Warning System

The aircraft is equipped with the Ground Proximity Warning System (GPWS) and Enhanced Ground
Proximity Warning System (EGPWS).
These systems provide alerts for potentially hazardous flight conditions involving imminent impact with the
ground. We'll first describe the GPWS.

GPWS Detection
The GPWS detects unacceptable descent rates and closure with terrain.
It operates based upon Radio Altitude, Barometric Altitude, and Glide Slope information.

GPWS Diagram
Accordingly, the GPWS processes the data from:
- RA 1, ADIRS 1, ILS 1, FMGC 1, LGCIU 1.
GPWS Operating Range
GPWS alerts are active when the aircraft is operating at RA altitudes that is between 10 ft AGL - 2450 ft
AGL.
Note: GPWS alerts do not provide an alert for flight toward vertically sheer terrain or for low rate of descent
into terrain while in the landing configuration.

GPWS Control Panel

The GPWS control panel is located on the left side of the overhead panel.
The GPWS panel allows the crew to inhibit some GPWS warnings.
The SYS pushbutton controls the basic functions.

OFF: All basic GPWS alerts (Mode 1 to 5) are inhibited.

FAULT lt: This amber light comes on, along with an ECAM caution, if the basic GPWS mode 1 to
5 malfunctions.

MX Test
The system can be tested by pressing either GPWS-G/S pushbutton switch, but this is considered a
maintenance test.

GPWS Visual and Aural Alerts

The GPWS visual warnings are displayed as shown and aural alerts are delivered through the cockpit
speakers.
Note: the speaker volume setting does not affect the volume of GPWS alerts.
Speaker volume settings only control the volume for radio communications.

5 GPWS Modes
The GPWS operates with 5 modes.
Activation of alerts for Modes 1 thru 4 will cause the GPWS lights to come on, while activation of a Mode 5
alert will cause the G/S lights to come on.
We'll provide a description of each Mode in the following frames.
Mode 1 Excessive Rate of Descent

Mode 2 Excessive Terrain Closure Rate

Mode 3 Altitude Loss After Takeoff or Go Around

Mode 4 Unsafe Terrain Clearance when not in Landing Configuration

Mode 5 Too Far Below Glide Slope

Mode 1
Mode 1 provides alert for Excessive Rate of Descent. It has two boundaries.
Penetration of the first boundary illuminates the GPWS light and a repeated aural alert of SINK RATE.
Penetration of the second boundary generates a repetitive PULL UP.
Make note of the Radio Altitudes and Sink Rates that activate these alerts.

Mode 2
Mode 2 provides alert for Excessive Terrain Closure Rate. There is a Mode 2A and a Mode 2B.
A Mode 2A alert activates if the terrain closure rate occurs while the Flaps are not in a landing configuration
and the aircraft is not on the glide slope beam.
With the Flaps in the landing position, the system switches to Mode 2B.

Mode 2 is designed primarily to provide alert for improper configuration during proximity to terrain.

Mode 2a
Activation of a Mode 2A alert illuminates the GPWS light and the repeated aural alert TERRAIN.
After the alert TERRAIN sounds twice, the alert PULL UP is repeated until the aircraft leaves the warning
envelope.
The pop-up text provides more details on Mode 2A alerts.

2A Flaps not in landing configuration and aircraft not on the glide slope beam.
Penetration of the boundary lights up the GPWS lights and sounds the repeated aural
alert: "TERRAIN"
After "TERRAIN" has sounded twice, the waming switches to "PULL UP", repeated
continually until the aircraft leaves the warning envelope.
After the aircraft leaves the boundary, the GPWS lights stay on and the voice message
"TERRAIN" persists. These alerts cease when the aircraft increases either the barometric
or inertial altitude by 300 feet. If it enters another alert region during this altitude-gain time,
then the whole process begins again with a new reference altitude for the 300 feet altitude
gain.
Upper cut-off limit varies from 1650 feet to 2450 feet radio altitude, depending on speed
(between 220 knots to 310 knots). At certain airports, the upper boundary may be lowered
down to 1250 feet to reduce the warning sensitivity and minimize the nuisance warnings.

Mode 2b
Mode 2b
The Mode 2B alerts are the same as Mode 2A. However, when the gear and flaps are in a landing
configuration, the aural alert is TERRAIN only and is not followed by PULL UP if the aircraft remains in the
envelope. The lower boundary for Mode 2B varies depending on altitude rate, except on ILS approach the
lower boundary is fixed at 30 feet.
The pop-up text provides more details on Mode 2B alerts.
2B Flaps in landing configuration
Lowering the flaps to the landing position, automatically switches GPWS to Mode 2B. In
this case, lower boundary varies between 200 feet and 600 feet depending on altitude rate.
In ILS approach (glide slope deviation less than +/- 2 dots) the lower boundary is fixed at
30 feet. When the aircraft enters the envelope, the alert is the same as for mode 2A.
When gear and flaps are in the landing configuration, the aural message is "TERRAIN"
only, and is not followed by "PULL UP" if the aircraft remains in the envelope.

Mode 3
Mode 3 provides alert for Altitude Loss After Takeoff.
If the aircraft descends during takeoff or go-around the GPWS lights come on and the aural alert DON'T
SINK sounds repeatedly.
Note the required altitude loss at various Radio Altitudes that will activate this alert.
The pop-up text provides more details on Mode 3 alerts.
3 Altitude Loss after Takeoff or Go Around
If the aircraft descends during the initial takeoff climb or during a go around, GPWS lights
come on and the aural alert "DON'T SINK" sounds repeatedly.
The lower cut-off limit is 10 feet radio altitude.
Mode 3 is desensitized according to the time accumulated after departure and the radio
altitude.
Mode 4
Mode 4 provides alert for Unsafe Terrain Clearance.
There is a Mode 4A, 4B and 4C.
Mode 4 is designed primarily to provide alert for controlled flight into terrain.

Mode 4a
Mode 4A provides Unsafe Terrain Clearance alerts for landing gear up and flaps not in landing
configuration.
The aural warnings are either TOO LOW-GEAR or TOO LOW TERRAIN, depending on the airspeed and
radio altitude.

Mode 4b
Mode 4B provides Unsafe Terrain Clearance alerts for:
- landing gear up or flaps not in landing configuration.
The aural warnings are either TOO LOW-GEAR, TOO LOW-FLAPS, or TOO LOW TERRAIN, depending on
the configuration, airspeed and radio altitude.

Mode 4c
Mode 4C provides Unsafe Terrain Clearance alerts for landing gear up or flaps not in landing configuration;
and is primarily designed to provide alerts during takeoff and climb.
There are two upper boundaries for Mode 4C as shown on the diagram.
If the aircraft descends after takeoff and penetrates the Mode 4C boundary, the GPWS lights come on and
the aural alert TOO LOW TERRAIN sounds repeatedly.

Mode 5
Mode 5 provides Descent Below Glide Slope alert. This diagram shows a soft and hard warning area
boundary for "dots below glide slope" at various radio altitudes.
In both areas, the G/S lights come on and the aural alert GLIDE SLOPE is repeated. In the hard warning
area, the loudness of the aural alert is increased. A Mode 5 alert can be cancelled by pressing the GPWS
pb, but the mode will re-activate when a new envelope is entered.

G/S Mode
The G/S mode can be inhibited by selecting the G/S Mode pushbutton to OFF.
In this situation all other GPWS modes continue to operate but no alert will be given for below Glide Slope
conditions.
Company policy is very specific as to when this mode may be turned OFF.

Flap 3 Ldg
Some GPWS mode boundaries can be inhibited for abnormal landing configurations.
The normal flap setting for landing is Flap Full, however, the crew may land with Flap 3 in response to an
ECAM procedure or performance requirement. In this case, the LDG FLAP 3 pb switch is selected ON to
inhibit GPWS alerts that are associated with not using the normal Flap Full position.

Note the green GPWS FLAP 3 memo message is displayed on the E/WD.

Less than Flap 3 Ldg

In other abnormal situations, the flaps may be set to less than Flap 3 for landing. In this case, the FLAP
Mode pb switch is selected to OFF to inhibit GPWS warnings associated with landing flaps. Note the green
FLAP MODE OFF message is displayed on the E/WD.
Recall that standard GPWS features are independent from the EGPWS. This completes our description of
the standard GPWS. Next, we'll describe the Look Ahead features of the EGPWS.
Look Ahead Terrain Alerting
Look Ahead Terrain Alerting is provided as a function of the Enhanced Ground Proximity Warning System
(EGPWS) and is computed by comparing the terrain database with the FMGC current position.
The EGPWS functions as a predictive system and helps to avoid controlled flight into terrain.
The EGPWS provides more descriptive aural and visual alerts than the standard GPWS, and can issue
alerts for flight toward a vertical cliff.

Two EPGWS Modes

The EGPWS provides Terrain Awareness Alerting and Terrain Clearance Floor Alerting.
Terrain Awareness is always available, while Terrain Clearance Floor Alerting is operational only when in
close proximity to an airport.
We'll first describe Terrain Awareness Alerting.

Terrain Awareness Display

EGPWS visual alerts are provided by a Terrain Awareness Display (TAD) that paints density dot patterns of
green, amber, or red on the ND in all modes except PLAN.
Each color and the dot density identifies the threat level of the terrain.

Criteria for Patterns

The criteria for the color and dot density is shown on this frame.
It is not necessary for you to memorize these values, only to understand the importance of the colors and
density.
Terrain more than 2,000' below the aircraft - black and not displayed.

Terrain from 2,000' below to *500' below the current altitude - displayed dotted
green.
(*250' with gear down)

Terrain from *500' below to 2,000' above the current altitude - displayed dotted
amber.
(*250' with gear down)

Terrain more than 2,000' above the current altitude - displayed dotted red

CHANGE MODE
The TAD does not display in the PLAN mode.
If the PLAN mode is active when a TAD alert occurs, the message TERR: CHANGE MODE appears on the
PLAN display in red or amber to match the level of the TAD alert.

TERR ON ND
The TERR ON ND pushbutton switches are installed as shown.
Pushing the TERR ON ND button will display the Terrain images on the associated ND.
This display will replace any previous selection of Weather Radar display.

Terrain Image Sweep

The Terrain image sweeps from the center out and the cyan annunciation of TERR displays instead of TILT.
If it is necessary to monitor the Weather Radar and Terrain images at the same time, one pilot can monitor
the weather, while the other pilot monitors the terrain.

Pop-up Alerts
When weather is displayed, it will be replaced by a pop-up terrain display if a terrain conflict should occur.
Aural and pop-up visual alerts/warnings are available regardless of the position of the TERR ON ND switch.

TERR Pb OFF
The OFF position of the TERR pushbutton allows the crew to inhibit the "enhanced" functions but maintains
the basic GPWS functions operative.

FAULT Lt
If there is a failure of EGPWS functions, the FAULT light comes on but the basic GPWS modes continue to
operate.

Terrain Awareness Alerts

Terrain Awareness Alerts are provided as both Cautions and Warnings.
The red GPWS lights will come on with either a Terrain Caution or a Terrain Warning.

Caution Alerts
Look-ahead Caution Alerts are provided when the airplane is approximately 40 to 60 seconds prior to an
estimated terrain impact. When the Caution Alert occurs, the threat area displays as a solid amber.
An amber "TERR AHEAD" message is displayed, and the aural alert of "TERRAIN AHEAD" is repeated until
clear of the caution envelope. Note: The display appears even if the TERR ON ND switch is off, and in this
situation, the ON light in the switch comes on automatically.

Warning Alerts
Look-ahead Warning Alerts are provided when the airplane is approximately 20 to 30 seconds prior to an
estimated terrain impact. When the Warning Alert occurs, the threat area displays as a solid red.
A red "TERR AHEAD" message is displayed, and the aural alert of "TERRAIN AHEAD, PULL UP" is
repeated until clear of the warning envelope.
Similar to the Caution alert, the warning display appears even if the TERR ON ND switch is off, and in this
situation, the ON light in the switch comes on automatically.

Crew Response
Whether a Terrain Caution or Terrain Warning occurs, the flight crew must immediately respond to the alert
without attempting to determine whether or not the alert is valid.
That completes the description of Terrain Awareness Alerts, now let's discuss the Terrain Clearance Floor
Alerting that provides enhanced alerting for areas on approach to a runway.

Terrain Clearance Floor

Terrain Clearance Floor (TCF) Alerts are installed to prevent landing short of the runway.
The EGPWS creates a computerized "floor" on approach to these runways for which the aircraft should not
fly below during the descent for landing.
Floor Geometry
The "floor" starts backwards from the approach end of the runway and extends up at 1 degree per mile until
it is 400' above the local terrain at 5 miles from the end of the runway.
The "floor" remains at 400' above the local terrain until a distance of 12 nm from the runway, where it rises
again at 1 degree until it is at 700' above the local terrain at 15 nm from the end of the runway.

TCF Alerts
If the aircraft penetrates this "floor", the GPWS light illuminates and the aural alert "TOO LOW TERRAIN,
TOO LOW TERRAIN" sounds.

Airports That Provide TCF

EGPWS TCF Alerts are not based upon "your intended airport". All
airports in the database are considered in the Alert calculations.
The system does not access the FMC route and cannot differentiate between destination airports and other
nearby airports.

ATC Deviation Authorized

Let's finish with a review of some operational issues for the Terrain Awareness and Terrain Clearance Floor
alerts.
First, Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply
with an Enhanced GPWS alert. Inform ATC as soon as possible of the situation.

Pilots are authorized to deviate . . . for

EGPWS Alerts.
Inform ATC asap.
Don't Use it to Navigate
Never navigate by the use of the terrain display. The terrain display is intended to serve as a situational
awareness tool only, and may not provide the accuracy/fidelity on which to solely base terrain avoidance
maneuvering decisions. Therefore, the terrain display must not be used for navigation or escape guidance
in response to terrain warnings.
The display is NOT to be used for navigation!
We need to climb!

No Terrain Data - Magenta

If there is no terrain data in the database for a particular area, terrain alerting is not available for that area.
These areas are highlighted on the display using medium dot density magenta.
It means invalid terrain data.
We'd better climb and then crosscheck the charts.

FMS 1 Position is Used

The Terrain Awareness and Terrain Clearance Floor functions operate using the FMS 1 position.
Therefore, the system does not protect against an FMS 1 position error.
Windshear Alert Has Priority
Finally, the terrain alerts are inhibited by a windshear warning, when the aircraft is in a windshear
condition.
Now, let's answer some questions...

ADIRS Introduction

The Air Data Inertial Reference System (ADIRS) provides Temperature, Airspeed, Altitude, Attitude, Inertial,
and Aircraft Position to the displays, Flight Management System, flight controls, engine controls, and other
systems.
Basically, the ADIRS replaces the Air Data Computer and IRS that are installed on earlier aircraft types.

ADIRS Components
The ADIRS is comprised of three Air Data and Inertial Reference Units (ADIRUS), a Control Display Unit,
and many inputs and outputs.

ADR and IR
An ADIRU has two major features.
They are: processing Air Data information (ADR) and; processing Inertial Reference (IR) information.
Each feature operates independent of the other, and a failure of one feature will not affect the other.
Notice on this frame the outputs of each of these features.

Specifically, the ADIRS supplies data to the items shown here.

FMGC, FADEC, ELAC, SEC, FAC, FWC, SFCC, ATC, GPWS, CFDIU, and CPC.

Full or Fast Alignment

The Inertial Reference (IR) feature of the system must be initialized before flight, by performing an
alignment.
It is possible to perform a full alignment or a fast alignment.
Let's begin with a description of the system components.

The aircraft must remain parked and must not be moved during the alignment!

The FULL alignment is preferred over the FAST alignment.

The alignment will assist in determining the aircraft position and magnetic variation.

It detects Earth rotation and thereby determines your latitude position.

CDU
The ADIRS Control Panel (ADIRS CDU) is located on the left side of the Overhead Panel.
It provides control over all three ADIRUs and also provides the ability to display the data from each ADIRU.

Enter PPOS to CDU or MCDU

To complete the alignment of the Inertial Reference portion of the ADIRS, the present position of the aircraft
must be entered by the crew.
Although you may enter the present position on the ADIRS CDU, it is normally entered on the MCDU.
Operating Latitudes
Note: The Inertial feature of the ADIRS is able to process magnetic headings only between 73° North and
60° South. This is because the magnetic variation is stored in the ADIRS for only these areas.
Operation outside of these latitudes will cause the ADIRS to produce True Heading instead of Magnetic
Heading.

Air Data and AOA Sensors

On this frame, we show the four types of sensors that provide air data and angle of attack to the ADIRS.
All sensors are electrically heated to prevent ice build up.
The 4 types of sensors are:

AOA
TAT
Static Ports
Pitot Probes

Air Data Modules

The air data is converted from dynamic pitot and static barometric pressure information to digital data by
eight Air Data Modules (ADMs).

Switching Panel
The last component we’ll identify is the switching panel that allows the pilot the ability to switch to ADR3 or
IRU3 for instrument displays in case of failure of ADIRU 1 or 2.
On the Pedestal SWITCHING panel, the ATT HDG and AIR DATA switches are usually in the NORM
position.

These switches are usually in the NORM position.

ATT HDG and AIR DATA Switches

With the ATT HDG switch in NORM, ADIRU 1 supplies data to PFD 1, ND 1, DDRMI and VOR/DME; and
ADIRU 2 supplies data to PFD 2 and ND 2.
With the ATT HDG switch in the CAPT 3 or F/O 3 position, the selected pilot's attitude and heading displays
receive data from ADIRU 3. This is the Inertial Reference portion.

AIR DATA Switch

With the AIR DATA switch in the CAPT 3 or F/O 3 position, the selected pilot's airspeed and altitude data is
provided from ADIRU 3.
This is the Air Data Reference portion.

You can click the 3 labeled areas above the AIR DATA switch to see the switching
examples.
The AIR DATA switch controls the signals for Airspeed and Baro Altitude.
Probe Inputs
ADIRU 1 is supplied by the Captain's probes.
ADIRU 2 is supplied by the First Officer's probes.
ADIRU 3 is supplied by the Standby probes and the Captain's TAT.

Pitot Probes
The ADMs convert dynamic air pressure from the 3 pitot probes to a digital format.
The Standby pitot probe also provides raw dynamic pressure to the Standby Airspeed Indicator or Integrated
Standby Instrument System (ISIS).

Static Ports
The ADMs convert barometric air pressure from the 6 static ports to a digital format.
The Standby static ports also provide barometric pressure to the Standby Airspeed Indicator and the
Standby Altimeter; or the Integrated Standby Instrument System (ISIS).

AOA and TAT

Each ADIRU receives data from the three respective angle of attack (AOA) vanes.
ADIRU’s 1 and 3 receive Total Air Temperature (TAT) data from the Captain's TAT probe, while ADIRU 2
receives TAT data from the First Officer's TAT probe.

CDU Display
This is the ADIRS CDU.
It has the controls and indicators for the ADIRS.
Starting at the top is the display for the CDU.
Just below the display are the Data Selector Knob and the System Selector Knob.

Data and Sys Selector Knobs

The 6 position DATA Selector Knob allows the pilot to select which inertial reference data is to be displayed.
The 4 position SYS Selector Knob is used to turn off or select which ADIRU system data will be displayed as
selected by the DATA Selector Knob.

CDU Keyboard
The keyboard is located just right of the System Selector knob. It has letter keys, number keys, a CLR key,
and an ENT key. The keyboard may be used to enter present position during the alignment, or to manually
enter heading to the system when operating in the ATT mode since normal inertial reference heading is
inoperative in ATT mode.
However, you should know that inputs are normally made to the MCDU and not through this keyboard.

ON BAT Light - Alignment

The ON BAT light should normally be extinguished when normal power is on the aircraft.
The light comes on briefly during the beginning of the alignment process to indicate a start up test.
Note: The ON BAT light does not illuminate during the initiation of a fast realignment.
ON BAT Light - Battery Power
The ON BAT light also illuminates if one (or more) Inertial Reference Unit is on Battery power.
If the aircraft is on the ground when the ON BAT light is illuminated, an external horn sounds and the ADIRU
and AVNCS light illuminates blue on the External Power panel.

The ADIRS is normally shutdown before the aircraft is depowered.

If it is not shutdown, a horn will alert mx. that the aircraft Battery is being drained.

IR Mode Selector
There is one IR mode selector for each ADIRU. Each switch has 3 positions.
In the OFF position, the associated ADIRU is not powered.
The NAV position is the normal position for flight operations.
The ATT position is selected for abnormal conditions when the NAV mode has failed.

ALL IR Switches to Nav

During preflight, the pilot will select all three IR switches to NAV.
When the IR switch is moved from OFF to NAV, the associated ADIRU starts to initialize and align.
Crew input of aircraft present position is required for the alignment to complete.

After you start the alignment, you must enter the present position.

ATT Position
You will not normally select the ATT position.
The ATT mode provides reduced operation, and is only selected for abnormal conditions.
Additionally, once the ATT mode is selected, the NAV mode cannot operate for the associated ADIRU until
an alignment is performed on the ground.

You must pull the knob up before it can be rotated to the ATT position.

If you select ATT inflight, no Position data is available from this IR until a full ground
alignment is performed.

ATT Mode
The ATT mode provides Attitude and Heading data and cannot determine aircraft position.
If ATT is selected as the sole ADIRU heading source, the crew must check heading with the Standby
Compass periodically and re-input the corrected heading when necessary.

ATT is not a normal mode.

It only provides Attitude and Heading data for the remainder of the flight.

You will have to periodically update the Heading by a manual entry to the MCDU.

ALIGN Light
The white ALIGN light comes on steady during the alignment process.
It should go out when alignment is complete.
A flashing ALIGN light indicates the alignment will not complete. More on that later...
FAULT Light
The amber FAULT light illuminates steady if the Inertial Reference feature of the associated ADIRU has
failed.
The FAULT light flashes if it is possible to recover the ATT and Heading information by selecting the ATT
mode.

A steady FAULT light indicates a failure of the IR portion.

A flashing FAULT light indicates that you may recover the ATT and HDG portion by the
selection of the ATT mode.

Begin the Alignment

OK. Let's demonstrate the alignment. Assume the aircraft is normally powered.
You will click the NAV label of each IR selector to move the switches from OFF to NAV, and notice the
ALIGN light illuminates for each ADIRU.
The ON BAT light comes on briefly during the start up test.

Prior to alignment, the PFD and ND displays are incomplete since no attitude or heading
data is available.

ALIGN Lights Flashing

You must input the present position within 10 minutes or the ALIGN lights will flash.
The ALIGN lights will also flash if there is an IR alignment fault, or if the difference between the position at
the last shutdown and the entered present position exceeds 1 degree of latitude or longitude.
In some cases, the position may have to be entered more than once to get the ADIRU to accept the input.

You must input the present position within 10 minutes or the ALIGN lights will flash.
The ALIGN lights will also flash if there is an IR alignment fault, or if the difference between the position at
the last shutdown and the entered present position exceeds 1 degree of latitude or longitude.
In some cases, the position may have to be entered more than once to get the ADIRU to accept the input.

Enter the PPOS

For the alignment to complete, you must enter the aircraft present position.
This entry is usually performed on the MCDU.
With all three IR switches in NAV, the position input from the FMS MCDU will be delivered to all three
ADIRUs at once.

Don't Move During Alignment

The airplane must not move until alignment is complete.

Complete Alignment
When the alignment is complete, the ALIGN lights go out and the Attitude and Heading displays appear on
the PFD and ND.
The ADIRS is now operating to provide attitude, heading, and position information.
Other data provided by the ADIRS is airspeed, ground speed, barometric altitude, etc.

When the alignment is complete, your displays should be complete and normal
ADR Switches
The Air Data Reference (ADR) switches are pb switches with momentary action. Normally these 3 switches
are on and their lights are out.
Selecting an ADR switch to OFF will disconnect the air data output from the associated ADIRS.
With the ADR operating, the illuminated amber FAULT light indicates that a fault is detected in the air data
reference portion of the associated ADIRS.
An ECAM caution activates when a FAULT light comes on.

vThe ECAM caution for ADR Fault is inhibited for certain phases of flight.

Weather Radar Introduction

The aircraft is equipped with a Weather Radar system.
The color weather radar display is available with certain modes of the Navigation Display (ND), and the
controls are located on the pedestal.

Some aircraft are equipped with two Radar systems.

Some aircraft are equipped with one Radar system.

The weather radar can display in all ND modes except the PLAN mode.

Ground Danger
On the ground, do not operate the radar while persons are located in front of the aircraft.
Click the button for pop-up information about the radar hazard area.
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OFF/ON and TILT

The weather radar is turned on or off by use of the ON/OFF switch.
With the radar turned on, the current tilt (relative to the horizon) is displayed on the ND, and the pilot can
adjust the tilt with the TILT knob. Since the color radar operates with a pencil beam, it is very important that
you use proper tilt for your flight altitude in order to locate the precipitation that provides the proper return.
Proper use of the tilt is one of the most important factors in receiving a valid display.

This is a three position switch.

It is selected to "1" and the #1 radar is on.
The OFF position turns off the system.

Gain
The GAIN knob should normally be set in the AUTO mode.
Adjustment from this position will activate manual gain adjustment and "MAN" appears.
Proper setting of GAIN is also a very important factor in achieving a valid display, and normally the AUTO
setting is the best.

This is the gain knob.

It is normally in AUTO to provide the most accurate weather returns
Mode Selector
The 3 position mode selector allows you to select the desired radar mode.
The WX mode will display the intensity of precipitation in different colors.
Note the approximate values that are associated with each color.

This is the Mode Selector.

WX - weather returns only.

WX/TURB - weather and turbulence returns.

MAP - ground mapping returns only.

12 - 50 mm per hour
04 - 12 mm per hour
01 - 04 mm per hour
< 01 mm per hour

These approximate values assume Gain at Auto and proper use of Tilt.

WX/TURB Mode
The WX/TURB mode additionally displays areas of turbulence in magenta.

WX/TURB - weather and turbulence returns.

Turbulence display requires moisture in the air.

Dry air turbulence cannot be detected.

MAP Mode
The MAP mode allows the radar to give a display of ground mapping.
This mode requires modified use of the Tilt to achieve the desired results.

WX Radar can display in all ND modes except the PLAN mode.

Ground mapping is not often used. Do not navigate based upon ground map displays!

W/S Auto
When AUTO is selected on the WINDSHEAR toggle switch, the Predictive Windshear System generates the
appropriate visual and aural annunciations. During Predictive Windshear operations, the TILT and GAIN are
automatically controlled to properly scan for windshear activity.
Note: With Predictive Windshear operating, the TILT displayed on the ND indicates only the TILT value
manually selected on the panel, not the real value of TILT.