A320 CBT Navigation: Table of Content

Ref: C-OL- AC4020ING
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TABLE OF CONTENT
LEGAL CAUTION ..........................................................................................................................................................3
NAVIGATION ...............................................................................................................................................................3
AIR DATA INERTIAL REFERENCE SYSTEM .....................................................................................................................3
AIR DATA INERTIAL REFERENCE UNIT (ADIRU) ............................................................................................................3
AIR DATA REFERENCE SYSTEM ....................................................................................................................................4
INERTIAL REFERENCE SYSTEM (IRS) .............................................................................................................................5
ADIRS CONTROL PANEL ..............................................................................................................................................5
SWITCHING SELECTORS ...............................................................................................................................................5
IRS ALIGNMENT ............................................................................................................................................................6
COMPLETE IRS ALIGNMENT ............................................................................................................................................... 6
ADIRS ABNORMALS .....................................................................................................................................................7
LOSS OF IRS ALIGNMENT IN FLIGHT .................................................................................................................................. 8
SUPPLEMENTARY ADIRS CDU ......................................................................................................................................8
GLOBAL POSITIONING SYSTEM ...................................................................................................................................9
NORMAL OPERATION ..................................................................................................................................................9
OPERATION IN CASE OF FAILURE .............................................................................................................................10
WARNINGS AND CAUTIONS .....................................................................................................................................10
RADIO NAVIGATION SYSTEMS .................................................................................................................................10
NAVAIDS TUNING ......................................................................................................................................................11
MANUAL TUNING ..............................................................................................................................................................11
BACK UP TUNING ..............................................................................................................................................................11
BACK UP TUNING OF NAVIGATION RADIOS.................................................................................................................11
VOR TUNING......................................................................................................................................................................12
INTEGRATED STANDBY INSTRUMENT SYSTEM ...........................................................................................................12
RADIO ALTIMETER ......................................................................................................................................................14
RADIO ALTIMETER ......................................................................................................................................................14
SURVEILLANCE SYSTEMS ............................................................................................................................................15
ATC TRANSPONDER ...................................................................................................................................................15
CONTROL PANEL ..............................................................................................................................................................15
PREFLIGHT PROCEDURE ...................................................................................................................................................16
AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST .............................................................................................16
WARNINGS AND CAUTIONS ...........................................................................................................................................16
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM ...........................................................................................16
OPERATION PRINCIPLE ..............................................................................................................................................17
INTRUDER CLASSIFICATION .......................................................................................................................................17
LEVEL OF PROTECTION ..............................................................................................................................................17
TCAS CONTROLS ........................................................................................................................................................18
INDICATIONS ON NAVIGATION DISPLAY ................................................................................................................18
INDICATIONS ON PRIMARY FLIGHT DISPLAY ...........................................................................................................20
AURAL ALERTS ............................................................................................................................................................20
TRAFFIC ADVISORY...........................................................................................................................................................20
RESOLUTION ADVISORIES ................................................................................................................................................20
TCAS ALERT INHIBITS ..................................................................................................................................................21
PROCEDURES AND OPERATIONAL RECOMMENDATIONS ......................................................................................22
PROCEDURES ....................................................................................................................................................................22
RESPONDING TO A TRAFFIC ADVISORY ........................................................................................................................22
RESPONDING TO A RESOLUTION ADVISORY ................................................................................................................22
TA MODE SELECTION .......................................................................................................................................................23
GROUND PROXIMITY WARNING SYSTEM .................................................................................................................24
Copyrights © by Flyco Training Solutions.
All rights reseved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco Training Solutions.
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OVERVIEW ..................................................................................................................................................................24
BASIC MODES ............................................................................................................................................................25
EXCESSIVE DESCENT RATE ...............................................................................................................................................25
EXCESSIVE TERRAIN CLOSURE RATE ...............................................................................................................................25
ALTITUDE LOSS AFTER TAKEOFF .......................................................................................................................................25
UNSAFE TERRAIN CLEARANCE ........................................................................................................................................25
DESCENT BELOW GLIDESLOPE ........................................................................................................................................26
ENHANCED MODES ...................................................................................................................................................26
TERRAIN AWARENESS AND DISPLAY FUNCTION ..........................................................................................................26
TERRAIN DISPLAY ..............................................................................................................................................................27
LOOK –AHEAD TERRAIN ALERTS .....................................................................................................................................27
TERRAIN CLEARANCE FLOOR FUNCTION .....................................................................................................................28
RUNWAY FIELD CLEARANCE FLOOR .............................................................................................................................28
EGPWS MESSAGES ...........................................................................................................................................................29
GPWS CONTROLS ......................................................................................................................................................29
TERRAIN ON ND SWITCHES ..............................................................................................................................................29
GPWS CONTROL PANEL ..................................................................................................................................................30
PULL UP-GPWS PUSHBUTTON ..........................................................................................................................................31
WEATHER RADAR .......................................................................................................................................................31
OVERVIEW ..................................................................................................................................................................31
WEATHER RADAR DISPLAY ........................................................................................................................................32
WEATHER RADAR FUNCTIONS PER VERSION............................................................................................................33
GROUND CLUTTER SUPPRESSION FUNCTION ...............................................................................................................33
AUTOTILT FUNCTION .........................................................................................................................................................34
WEATHER RADAR CONTROL PANEL ..........................................................................................................................34
WEATHER RADAR MESSAGES ....................................................................................................................................36
RECOMMENDED PRACTICES FOR WEATHER RADAR MANAGEMENT ....................................................................36
RANGE MANAGEMENT ...................................................................................................................................................36
TILT MANAGEMENT ...........................................................................................................................................................37
GAIN MANAGEMENT .......................................................................................................................................................37
PREDICTIVE WINDSHEAR SYSTEM ..............................................................................................................................37
OVERVIEW ..................................................................................................................................................................37
PREDICTIVE WINDSHEAR INDICATIONS....................................................................................................................39
PREDICTIVE WINDSHEAR CAUTIONS AND ALERTS ...................................................................................................39
WINDSHEAR ALERT INHIBITATION .............................................................................................................................40
SUMMARY OF WARNINGS AND CAUTIONS.............................................................................................................40

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LEGAL CAUTION
The material contained in this training program is based on the information obtained
from current state, local and company regulations and it is to be used for training
purposes only. At the time of designing this program contained then current
information. In the event of conflict between data provided herein and that in
publications issued by the authority, the authority shall take precedence.
2
NAVIGATION
The aircraft is equipped a number of navigation systems as listed here.
3
AIR DATA INERTIAL REFERENCE SYSTEM
First, we will review the Air Data Inertial Reference System.
4
The ADIRS supplies air data and inertial reference information to the EFIS displays and
other user systems on the aircraft, including, but not limited to, the ATC transponder,
GPWS, the engines, flight management and guidance system, flight control system,
flight warning computer, pressurization system and central fault display system
5
AIR DATA INERTIAL REFERENCE UNIT (ADIRU)
The ADIRUs are at the heart of the Air Data Inertial Reference System. In normal
operation, the ADIRU 1 feeds the Captain’s EFIS displays and the ADIRU 2 the First
Officer’s EFIS displays.
6
The ADIRU 3 is a standby unit. In the event of a partial or complete failure of either the
No 1 or No 2 units, the ADIRU 3 may be selected to supply air data and/or inertial
reference data to either the Captain’s or the First Officer’s displays.
7
The AC power is the normal power source for the ADIRUs.
8
When AC power supply to an ADIRU fails, the respective unit switches to backup DC
power from the hot battery bus.
9
The ADIRU 1 is powered as long as the DC power is available.
10
If AC power is not restored within five minutes, backup DC power to the ADIRU 2 is
automatically terminated.
11
Similarly, with the ATTITUDE HEADING switch not in the CAPTAIN 3 position, if AC power is
not restored within five minutes, backup DC power to the ADIRU 3 automatically stops.
12
Each ADIRU is divided into two subsystems: Air Data Reference system and Inertial
Reference system. Either part can operate independently in case of a failure of the
other.
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AIR DATA REFERENCE SYSTEM

The Air Data Reference (ADR) system provides airspeed, mach, angle of attack,
temperature, barometric altitude data, and overspeed warnings.
14
In order to perform its functions, the air data reference system in each ADIRU receives
inputs from pitot probes, static pressure ports, angle of attack sensors and total air
temperature probes.
15
The aircraft has three pitot probes which provide total air pressure data. Two pitot
probes are primary and one pitot probe is standby.
16
There are four primary and two standby static pressure ports which are used to register
static air pressure.
17
Three angle of attack sensors, one of them being a standby, measure aircraft angle of
attack relative to the air flow.
18
Dual total air temperature probes, one located on each side of the forward fuselage,
measure the total air temperature outside the aircraft which is the sum of the static air
temperature and temperature rise due to compression.
19
This figure shows how the air data reference part of the ADIRUs operate. You may have
noticed that the pressure data from the pitot probes and the static ports are sent to
ADIRUs via the air data modules.
20
Here is a challenge for you. What is the function of the air data modules? The air data
modules convert pneumatic pressure data from the pitot probes and static ports into
digital signals for the ADIRUs.
21
Captain’s and First Officer’s angle of attack sensors directly send angle of attack data
to the ADIRU 1 and ADIRU 2 respectively in the digital form. The standby angle of attack
sensor gives the same data to the ADIRU 3. The ADIRUs use the angle of attack data to
modify pitot and static values.
22
If one of the angle of attack sensors fails, the ECAM displays AOA FAULT message for
the affected sensor for crew awareness.
23
Captain’s total air temperature probe supplies total air temperature to the ADIRU 1 and
ADURU 3. The First Officer’s probe sends the data to ADIRU 2. The ADIRUs use the total
air temperature to compute true airspeed and static air temperature.
24
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INERTIAL REFERENCE SYSTEM (IRS)

The IRS supplies attitude, flight path vector, track, heading, accelerations, angular rates,
ground speed and aircraft position.
25
The system is integrated with two GPS receivers in order to provide a combined IRS and
GPS position.
26
If an IRS fails to provide full inertial information, it can still be operated in downgraded
mode to supply only attitude and heading data.
27
ADIRS CONTROL PANEL
The ON BATTERY light illuminates in amber when one or more IRSs are operating on
battery power. The light also comes on shortly at the beginning of a complete IRS
alignment.
28
If the navigation mode is inoperative due to loss of IRS alignment, the ATTITUDE mode
can be used to recover the aircraft attitude and heading.
29
Total failure of the IRS in an ADIRU is indicated by a steady amber FAULT light on the
corresponding IR switch, with an associated ECAM caution message.
30
A flashing FAULT light indicates that the affected system has lost the ability to navigate,
but attitude and heading information may be recovered in ATTITUDE mode.
31
The panel also has three ADR pushbutton switches. When the ADR part of an ADIRU fails
a steady amber FAULT light on the corresponding ADR switch illuminates and an
associated ECAM caution activates.
32
In the event of an ADR failure in an ADIRU, the air data output may be switched off by
pushing the appropriate ADR switch.
33
SWITCHING SELECTORS
Switching selectors enable air data and/or inertial data from the ADIRU 3 to be
selected for the EFIS displays. Here, the IR part of the ADIRU 1 has failed. Move the
ATTITUDE HEADING selector to CAPTAIN 3 position. The inertial data from the ADIRU 3
replaces the IR 1.
34
If the ADR part of the ADIRU 1 fails, the AIR DATA selector is set to CAPTAIN 3 position to
allow the ADIRU 3 to supply air data to Captain’s instrument displays.
35
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IRS ALIGNMENT
Alignment of the IRS has been demonstrated to be acceptable between 82 ° North
and 82° South. In some versions, the alignment is acceptable between 73 ° North and
73 ° South
36
The IRS alignment or realignment process consists of two steps: leveling, which is
performed by the IRS automatically, and position initialization.
37
When the GPS is available, the IRS position initialization is automatic. The position for the
initialization of the IRS is the GPS position.
38
If the GPS is not available, position initialization must be performed manually by the
flight crew.
39
If an IRS detects a motion during the alignment, it will automatically restart the
alignment.
40
Also, you should not attempt to align the IRS during engine start, or while the engines
are running.
41
COMPLETE IRS ALIGNMENT
A complete IRS alignment procedure is used for alignment or realignment of the IRSs.
You must perform the complete IRS alignment in the following cases: Before the first
flight of the day. When there is a crew change. When the GPS is not available and the
radio coverage is poor on the expected route. When the GPS is not available and the
next expected arrival time exceeds 3 hours.
42
You start the complete alignment by setting the IR mode selectors from OFF to NAV
position. The ON BATTERY light comes on for 5 seconds.
43
If the GPS is not available, select MCDU INITIALIZATION A page in order to check and
modify, if necessary, the position coordinate.
44
The page shows the coordinates of the departure Airport Reference Point. However,
the most appropriate coordinates for IRS position initialization are the gate coordinates.
45
When the position is correct, push the ALIGN IRS key. The displayed coordinates are sent
to IRS for initialization.
46
If there is fault in the alignment of one IRS, the message pulses in green. The message
becomes amber if one engine is running.
47

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During transit or through–flight stops with limited ground times, you must perform a fast
IRS realignment when the IRS position deviates from the FMGC position at or above 5
nautical miles.
48
During a fast realignment, IRS removes accumulated ground speed errors and relevels
the system, but does not compute the aircraft latitude.
49
To initiate a fast realignment, with aircraft stopped, move the IR mode selector to OFF
then back to NAV within 5 seconds. The ON BATTERY light does not illuminate.
50
Use the same procedure as you do in complete alignment for the IRS position
initialization. The fast realignment is completed in 30 seconds.
51
Following conditions may cause a fault in IRS alignment: The faults in IRS alignment may
arise from: no position entry, position discrepancy, excessive aircraft motion or change
in position after alignment.
52
ADIRS ABNORMALS
In the event of a triple ADR failure autopilot and autothrust are lost. The flight controls
revert from normal law to alternate law.
53
ECAM procedure requires that the 3 ADRs be switched OFF. This replaces the PFD's
normal speed scale and altitude indication by the Back-Up Speed Scale and GPS
altitude information.
54
If the ADR and IRS simultaneously fail in the same ADIRU, you should apply ADR FAULT
procedure before IR FAULT procedure.
55
Dual ADR or IRS failures result in loss of autopilot and autothrust. The flight controls revert
to alternate law.
56
The ECAM triggers HEADING DISCREPANCY caution, when the difference between the
heading on the Captain and First Officer EFIS displays is more than 5 degrees.
57
After crosschecking all IRS headings on the MCDU or with the standby compass, set
ATTITUDE HEADING selector as required.
58
When there is a difference between the speeds displayed on the Captain and First
Officer PFDs, the ECAM triggers AIRSPEED DISCREPANCY caution.
59
Set the AIR DATA selector as required after crosschecking the airspeed.
60

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If one ADR is faulty or rejected by the ECAMs and there is a speed or angle-of-attack
disagreement between the two other ADRs, the ECAM triggers ADR DISAGREE caution.
The caution indicates that the alternate law is active and protections are lost.
61
If you identify that the ADRs disagreement results from the speed, you must apply
UNRELIABLE SPEED INDICATION/ADR CHECK PROC QRH procedure.
62
The ADIRS also enables the ECAM to generate OVERSPEED alert when one of the listed
conditions occurs.
63
An aural stall warning with no ECAM message is triggered when the angle-of-attack is
greater than a predetermined value. The aural warning continues as long as a correct
angle-of-attack is not recovered.
64
LOSS OF IRS ALIGNMENT IN FLIGHT
Here is a question. What do you think to happen if an IRS loses its alignment during the
flight. If IRS alignment is lost the navigation function is inoperative.
65
However, you can restore the IRS to obtain aircraft attitude and heading.
66
To achieve this, move the related IR mode selector to ATTITUDE position. Note that once
the attitude mode is selected, it cannot be changed back to navigation mode
67
Keep the aircraft level at constant speed for at least 30 seconds as the IRS aligns in the
attitude mode.
68
Push the MCDU DATA key to show the DATA INDEX page.
69
Select IRS MONITOR key. The IRS MONITOR page is displayed. Put the aircraft heading in
the line with the amber boxes.
70
Due to drift in the IRS, you must periodically update IRS heading at about every 10
minutes.
71
SUPPLEMENTARY ADIRS CDU
Some Airbus 320s are fitted with an ADIRS CDU instead of ADIRS control panel.
72
These are the IR status lights and they do not have switching function.
73
The display shows the data selected with the DATA selector.
74
The DATA selector has six positions: TEST, TRACK/GROUND SPEED, PRESENT POSITION,
WIND, HEADING and STATUS.
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75
GLOBAL POSITIONING SYSTEM
The global positioning system (GPS) uses navigation satellites to compute 3-dimensional
aircraft position, precise time and ground speed data.
76
Aircraft has two independent GPS antennas and GPS receivers.
77
Each GPS receiver is integrated in a modular multi-mode receiver (MMR) which
processes the satellites signals to calculate the GPS data.
78
The MMR transfers data to the ADIRUs which calculate a GPS-IRS hybrid position, known
as GPIRS position. The FMGCs use this hybrid position.
79
The GPIRS position validity depends on the two GPS parameters: Integrity and Accuracy
80
If the GPS position meets both the integrity and the accuracy requirements, GPS
PRIMARY is displayed on the MCDU PROGRESS page.
81
All GPS-derived data including pure GPS position, true track, ground speed and
accuracy level as a figure of merit are displayed on the MCDU GPS MONITOR page.
82
Operation of the GPS is completely automatic. Therefore, there is no GPS control
except that you can manually deselect GPS on the MCDU NAVAIDS page to prevent
the FMGS from using the GPS data to compute the position.
83
NORMAL OPERATION
In normal operation, the GPS receiver 1 supplies ADIRU 1 and ADIRU 3, the GPS receiver
2 supplies ADIRU 2.
84
GPS operates in different modes which can be monitored on the MCDU GPS MONITOR
page.
85
The page shows initialization mode during system initialization.
86
The MMR shifts to ACQUISITION MODE to acquire satellite signals after initialization or
during long periods of lost satellite signal. It remains in this mode until it is able to track at
least 4 satellites, then transfers to NAV mode.
87
The receiver remains in NAVIGATION mode as long as it can track at least 4 satellites.
88
As we have seen earlier, signals from at least four satellites are required so that the GPS
can determine aircraft 3 dimensional position in latitude, longitude and altitude.
89
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When there are three visible satellites, GPS receiver can only calculate latitude and
longitude. In this case, the MMR shifts to ALTITUDE AIDING mode and gets the altitude
data from the IRS to compensate for the lost fourth satellite.
90
In case a GPS receiver failure has been detected in a MMR, the fault mode is entered.
91
OPERATION IN CASE OF FAILURE
When one GPS receiver fails, the operative GPS receiver automatically supplies data to
three ADIRUs.
92
Here, the ADIRU 2 has failed. As you see, there is no change in the ADIRUs supply
configuration and MMR1 continues to supply ADIRU 1 and ADIRU 3. However, this is
against the concept of segregation. Thus, you should set the ATTITUDE HEADING
selector to F/O 3, so that ADIRU 3 will be supplied by MMR 2.
93
When two ADIRUs fail, the remaining ADIRU is supplied by its own side MMR.
94
WARNINGS AND CAUTIONS
When FMGC and GPS positions differ by more than the thresholds listed here, the ECAM
triggers FM/GPS POSITION DISAGREE caution.
95
No ECAM procedure is displayed for this caution. Thus, follow the procedure given in
the QRH.
96
RADIO NAVIGATION SYSTEMS
This part covers radio navigation systems.
97
The aircraft has two ADF systems. Each system incorporates an antenna and a receiver.
Note that some Airbus 320 versions have only one ADF system.
98
The aircraft VOR system consists of an antenna and two receivers.
99
With ADF/VOR switch in the VOR position, the navigation display shows white VOR
bearing pointers and associated navaid characteristics in any mode except PLAN
mode.
100
When ADF/VOR switch is in the VOR position, the navigation display shows the DME
distance if a DME is collocated with the selected VOR.
101
DME distance is also displayed on the primary flight display, if the tuned ILS has a DME.
102
The localizer and glideslope antennas are in the nose radome. Two ILS receivers are
integrated in MMRs.
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103
The marker beacon antenna is on the bottom of the fuselage. The marker beacon
function is integrated in the VOR 1 receiver.
104
The ILS data shows on the primary flight displays and navigation displays. ILS 1 receiver
supplies data to Captain’s primary flight display and First Officer’s navigation display.
Data from the ILS 2 receiver are displayed on the Captain’s navigation display and First
Officer’s primary flight display.
105
When the aircraft is above the outer marker, the cyan OM letters appears on the
primary flight display. When the aircraft flies over the middle marker, the amber MM
letters appear on the display. When the aircraft flies over the inner marker or an airway
marker, the white IM letters appear.
106
NAVAIDS TUNING
The FMGC is the primary means for tuning navaids. There are three modes of tuning:
automatic tuning, manual tuning and back up tuning.
107
Each FMGC controls its own receivers for tuning. If one FMGC fails, the remaining one
controls receivers on both sides.
108
MANUAL TUNING
You can also manually tune the navaids on the MCDU RADIO NAVIGATION page. The
manual entry overrides the FMGC’s automatic selection but does not disable the
automatic tuning function of the FMGC.
109
BACK UP TUNING
You must use the backup tuning only when both FMGCs or both MCDUs have failed.
110
You use the Radio Management Panels 1 and 2 on the pedestal for the backup tuning.
Note that in the emergency electrical configuration, only radio management panel 1 is
available.
111
The Radio Management Panel 1 controls VOR/DME 1 and ADF 1. The Radio
Management Panel 2 controls VOR/DME 2 and ADF 2. Either panel can control both
ILSs. Note that Radio Management Panel 3 cannot be used for navaids tuning.
112
BACK UP TUNING OF NAVIGATION RADIOS
Now let’s see how you can achieve the backup tuning of navigation radios.
113
Before tuning any navigation radio, the NAV keys on both radio management panel 1
and 2 must be pushed. Green monitor lights come on.
114
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VOR TUNING
In this example, we will tune the VOR 1 and set the course. Push the VOR key.
115
Green monitor light illuminates. Windows display previously selected frequencies.
116
Turn the frequency selector knobs to set the VOR station frequency in the
STANDBY/COURSE window
117
Push the transfer key. The ACTIVE window now shows the entered frequency. The
frequency that had been displayed in the ACTIVE window moves to STANDBY/COURSE
window.
118
Use the inner frequency selector knob to set the course in the STANDBY/COURSE
window.
119
The VOR 1 receiver is now tuned to the frequency of the new station, and the course is
set.
120
If you need to tune another VOR station, you should first push the transfer key so that
the STANDBY/COURSE window also shows the active frequency. Then, follow the same
procedure described earlier for retuning.
121
The backup tuning of the ILS is the same as the VOR back up tuning.
122
When there is an ILS tuning discrepancy between MMR1 and MMR2, the ECAM LS
TUNING DISAGREE caution comes on for crew awareness. The autopilot/flight director
system APPROACH mode is not available.
123
INTEGRATED STANDBY INSTRUMENT SYSTEM
ISIS provides an alternate source of information and display system. DC Essential Bus or
Hot Bus 1 supplies electrical power to the ISIS as long as battery power is available.
124
The ISIS uses its internal inertial sensors to compute and display the attitude information.
125
The system also receives data from ILS 1 or MMR1, ADIRU 1, ADIRU 3, standby pitot
probe and standby static ports. Note that the data from ADIRUs is for optional magnetic
heading indication.
126
During power-up, the ISIS goes through an alignment process and shows these flags for
a few seconds. Then the display comes on and brightness is automatically adjusted by
the photosensitive cell located on the surface of the display.
127
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When the ISIS inertial sensors detect an out-of-limit condition, attitude display blanks
and the WAIT ATTITUDE message shows. If the condition returns to normal within 10
seconds, ISIS removes the message and shows the attitude information again; thus no
crew action is required.
128
If the out-of-limit condition continues more than 10 seconds, the WAIT ATTITUDE
message is then replaced by the ATTITUDE RESET message.
129
You must push the attitude reset button to reset and recover the attitude indication.
Remember that you must keep the aircraft level during the procedure.
130
Localizer deviations are reversed during a back-course approach as well as during
takeoff using the localizer of the opposite runway. Thus you should not use the ISIS
landing function for these cases.
131
The BUGS page consists of two columns. The SPEED bug column has four boxes that
provide selection of four speed values in knots. The ALTITUDE bug column has two boxes
which allow selection of two altitude values in feet.
132
Let’s set a value of 198 knots for the speed bug. Rotate the BARO knob until you see the
selected speed value in the active box.
133
Next, push the BARO knob to activate the selected bug value. The OFF label next to the
box disappears. The corresponding cyan dash appears on the speed scale.
134
If you want to deselect the bug value, push the BARO knob again. The OFF label
reappears next to the box.
135
With a bug value entered, you can access to the next box by pressing the ‘– ‘
pushbutton. The box becomes active and flashes. The ‘+ ‘ pushbutton can be used to
return to a previous box.
136
Note that the Airbus’s SOPs do not recommend the use of ISIS bugs function; because,
in the event that both PFDs fail in flight and the ISIS bugs were previously set for takeoff,
then for the approach, the bugs would remain at the takeoff characteristic speed
settings.
137
A failure which is not affecting the ISIS operation causes the white MAINTENANCE flag to
appear. The ISIS service is necessary, when convenient.
138
The white OUT OF ORDER message comes on along with a fault code when an internal
failure of the ISIS display occurs.
139
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RADIO ALTIMETER
This lesson is about the radio altimeters. Here is the outline:
 Overview
 Radio altitude indications
 Automatic call-outs
 Warnings and cautions
140
RADIO ALTIMETER
Normally, the Captain’s primary flight display shows the height from the Radio altitude 1
and the First Officer primary flight display PFD shows the height from the radio altimeter
2. If either radio altimeter fails, both primary flight display shows the height from the
remaining one.
141
If a decision height value, say 100 feet as in this example, has been entered on the
MCDU PERFORMANCE APPROACH page, the radio altitude is displayed in green down
to decision height + 100 feet. Below the decision height +100 feet, the indication color
changes to amber.
142
If no decision height value has not been entered on the MCDU PERFORMANCE
APPROACH page or both FMGCs have been failed, the radio altitude is displayed in
green down to 400 feet. Below 400 feet, the indication color changes to amber.
143
When the aircraft reaches the decision altitude entered on the MCDU PERFORMANCE
APPROACH page, amber DH letters flash for 9 seconds then remain steady above the
radio altitude indication.
144
The red ribbon and the ground reference line moves up as the aircraft descends. When
the aircraft has touched down, the top of the ribbon is at the middle of the altitude
window and the ground reference line merges with the aircraft symbol.
145
The radio altitude call-outs are given at predetermined heights. If no decision height or
minimum decision altitude or minimum decision height has been set on the MCDU
PERFORMANCE APPROACH page, the callouts are given at these heights. Note that the
operators may select different callout heights.
146
If a decision height, say 100 feet as in this example, or a minimum decision altitude or a
minimum decision height has been entered on the MCDU PERFORMANCE APPROACH
page, then two new call-outs will be broadcast at decision height +100 feet and at the
decision height.
147
The time threshold between two consecutive predetermined call-outs is 11 seconds
above 50 feet and 4 seconds below 50 feet. If the threshold is exceeded, the present
height is repeated every 4 seconds.
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148
When both radio altimeters fail, the ECAM triggers RADIO ALTIMETER 1+2 caution. In this
case, you have to switch off the GPWS.
149
When a significant discrepancy occurs in flight between the two radio altimeters, the
ECAM displays RADIO ALTIMETER DEGRADED message for crew awareness. The
message only appears after landing.
150
SURVEILLANCE SYSTEMS
Now, we are going to cover surveillance systems which help for safe navigation. Those
are the systems that will be discussed.
151
ATC TRANSPONDER
The Airbus 320 has transponders with mode S capability which can reply selective
interrogations and transmit several parameters in response to the request from the ATC
ground stations.
152
Beside the flight number and a unique 24-bit ICAO address, these parameters include
indicated airspeed, Mach number, and baro vertical speed, which are supplied by the
ADRs; magnetic heading, roll angle, ground speed, track, and inertial vertical speed,
which are supplied by the IRSs, and selected altitude and barometric reference settings
supplied by the FCUs
153
The aircraft has two ATC transponders which are controlled by a single control panel. In
emergency electrical configuration only transponder 1 is available.
154
During normal operation, the ATC transponder 1 is supplied by ADR 1, IRS 1 and FCU 1,
and the ATC transponder 2 by ADR 2, IRS 2 and FCU 2.
155
CONTROL PANEL
Different types of ATC panel are used on A320s; however, the functions of the controls
and indicators are the same. The ATC selector lets you select transponder 1 or 2 as the
active transponder.
156
If the selected transponder fails, ATC FAIL light comes on.
157
With the mode selector in STANDBY position both transponders are powered but do not
transmit.
158
When the selector is set to ON, the selected transponder operates in all modes.
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In the AUTO mode, operation of transponder is different in flight and on the ground. In
flight, the selected transponder operates in all modes. On the ground, the selected
transponder operates only in Mode S to provide selective replies.
160
When the ALTITUDE REPORTING switch is ON, the transponder transmits barometric
altitude data
161
If you set the switch to the off position, the transponder responds to ATC interrogations
without altitude reporting.
162
Note that whenever ATC STANDBY mode is selected or ALTITUDE REPORTING switch is set
to off, TCAS automatically switches to its STANDBY mode and green TCAS STANDBY
message appears on the ECAM MEMO display.
163
PREFLIGHT PROCEDURE
Before the flight, you should select the ATC AUTO mode during cockpit preparations.
This allows the transponder to reply to interrogations from the ground tracking radar, if
available.
164
Next set the ALTITUDE REPORTING switch to ON.
165
After the flight, you set the mode selector to STANDBY during parking.
166
AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST
The Mode S transponders on the Airbus aircraft have the ADS-B OUT capability. ADS-B
OUT refers to the capability to automatically and continuously transmit surveillance
data to the ATC ground station without preliminary ground interrogation.
167
These are the surveillance data broadcasted via ADS-B OUT.
168
Failure of either ATC transponder causes the ECAM to trigger ATC TRANSPONDER FAULT
caution. Select the operative transponder from the ATC control panel.
169
When you set the ATC mode selector to STANDBY position, the ECAM activates ATC
TRANSPONDER STANDBY alert for crew awareness.
170
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM
Now, we will discuss the Traffic Alert and Collision Avoidance System with following
outline.
171
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OPERATION PRINCIPLE
The TCAS uses these data to compute the closest point of approach, which is the point
of the minimum range between the two aircraft, vertical separation at closest point of
approach and time to reach the closest point of approach, which is called TAU.
172
Whenever the TAU drops to a predetermined time threshold, the TCAS triggers aural
and visual traffic alerts.
173
The surveillance envelope of TCAS is limited to intruders flying within a maximum range
of 100 nautical miles and 9900 feet above and below the own aircraft. However, you
can restrict the traffic shown on the navigation display in a given volume.
174
TCAS can track up to 40 aircraft simultaneously and displays the 8 most threatening
aircraft
175
INTRUDER CLASSIFICATION
The TCAS classifies an intruding aircraft as OTHER TRAFFIC if it is not identified as a traffic
or resolution advisory threat, is at a range of more than 6 nautical miles, or is at a
relative altitude of more than 1200 feet.
176
The proximate traffic is the intruding aircraft which is not a TA or RA threat, is at a range
of 6 NM or less, or is at a relative altitude of less than 1200 ft.
177
When the intruding aircraft is about 40 seconds from the closest point of approach to
your aircraft, it is considered a potential threat. TCAS generates traffic advisory, or TA,
and TRAFFIC TRAFFIC alert sounds.
178
If the time to closest point of approach reduces to about 25 seconds, the intruding
aircraft is considered a serious threat and a RESOLUTION ADVISORY, or RA, is generated.
179
The resolution advisory provides aural command and shows vertical maneuver
guidance to maintain or increase separation from the traffic.
180
LEVEL OF PROTECTION
Aircraft without transponder are invisible to TCAS. Thus, TCAS provides no protection
against aircraft that do not have an operative transponder.
181
Here, the intruder has Mode A transponder. Try to select correct one from the following
statements. If the intruding aircraft has Mode A transponder, TCAS can provide only
traffic advisory.
182
When the intruding aircraft has Mode C or Mode S transponder, TCAS can provide both
traffic advisory and resolution advisory.
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183
If the intruding aircraft is also equipped with TCAS and mode S transponder, then TCAS
provides traffic advisory and coordinated resolution advisory.
184
TCAS CONTROLS
The ATC/TCAS panel on the pedestal lets you control the TCAS.
185
The TA/RA is the normal mode of operation. With the selector in TA/RA, the navigation
display shows all the surrounding intruders. TA and RA aural alerts and vertical speed
advisories on the primary flight displays are operative.
186
Now, set the mode selector to TA. The white TA ONLY message appears on the display.
The traffic that have been predicted as RA are converted to TA. TCAS cannot provide
RA aural and visual alerts.
187
When the selector is set to STANDBY, the TCAS is electrically supplied but is inoperative.
As a result, there will be no aural and visual TCAS indications. The ECAM displays the
green TCAS STANDBY memo. If you set the TCAS to STANDBY in flight, the memo
message appears in amber.
188
The TRAFFIC SELECTOR lets you control what traffic is displayed on the navigation
display.
189
With the selector in ALL position, navigation display shows the other and proximate
intruders within the altitude range of -2700 feet to +2700 feet regardless if there is a TA or
RA aircraft or not. The ALL position is normally used in cruise.
190
When the selector is set to THREAT, proximate and other intruders are displayed only if
there is a TA or a RA aircraft at the same time. The THREAT position is selected in heavy
traffic terminal area.
191
Now, move the switch to ABOVE. The altitude coverage above the aircraft extends
upward and the other intruders are displayed within 2700 feet below the aircraft and 9
900 feet above. The ABOVE position is usually selected during a climb.
192
Similarly, if the selector is placed to BELOW position, altitude coverage below the
aircraft extends downward and the other intruders are displayed within 2700 feet
above the aircraft and 9 900 feet below. This position is usually used during descents.
193
INDICATIONS ON NAVIGATION DISPLAY
TCAS traffic is displayed in all modes of navigation display except the PLAN mode. Now,
let’s see how the TCAS indications are presented on the navigation display.
194
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The other aircraft is shown as open white diamond on traffic display

195
The solid white diamond represents the proximate aircraft.
196
When the intruding aircraft is identified as TA, it is indicated with a solid amber circle on
the traffic display. Aural TRAFFIC TRAFFIC alert sounds.
197
When there is a RA threat aircraft, it is indicated with a solid red square on the traffic
display.
198
Whenever a RA aircraft is detected, associated vertical guidance command is
displayed on the primary flight display, accompanied with aural advisory.
199
A vertical arrow next to a symbol shows the vertical motion of the intruding aircraft. It is
the same color as the traffic symbol.
200
The arrow points up if the intruding aircraft is in a climb at a rate more than or equal to
500 feet per minute.
201
The arrow points down when the intruder is descending at a rate more than or equal to
500 feet per minute.
202
The vertical arrow is not displayed for vertical rates less than 500 feet per minute.
203
Relative altitude is shown in hundreds of feet above the symbol with a plus sign for the
traffic above the aircraft.
204
If the traffic is below the own aircraft, the digits show below the traffic symbol with a
minus sign.
205
Here is a question. When do you think that a symbol has no vertical speed and relative
altitude indications? If the altitude of an intruder is unknown, neither altitude nor vertical
speed indications are displayed.
206
The range rings let you see the range of the intruder. A 2.5 nautical mile range ring is
displayed when a 10 nautical mile or 20 nautical mile range is selected.
207
In this example, no-bearing indication shows that the TCAS has lost the bearing of a TA
intruder, because the indication uses the color-coding in accordance with the threat
level. The TA traffic is 8.75 nautical miles away. It is 900 feet below your aircraft and
descending at a rate of more than 500 feet per minute.
208

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When the PLAN mode is selected on the navigation display and a TA or RA traffic is
detected, TCAS CHANGE MODE message appears on the display to draw the pilot
attention. The message is amber or red depending on the threat level. Select another
display mode to show the intruding traffic.
209
With the navigation display range more than 40 nautical miles, if a RA or TA traffic is
detected, the TCAS REDUCE RANGE message appears on the display. Message color
corresponds the level of threat. Select an appropriate range in response to the
message.
210
An internal failure in TCAS causes the navigation display to show amber TCAS message.
211
As you remember, when the TA mode is selected manually or automatically, the TA
MODE message appears on the display.
212
INDICATIONS ON PRIMARY FLIGHT DISPLAY
A TCAS resolution advisory orders a vertical avoidance maneuver that must be
performed by the flight crew. The primary flight display helps pilots perform the
avoidance maneuver through vertical speed indicator.
213
When an internal TCAS failure occurs, TCAS message appears in amber on the primary
flight display.
214
AURAL ALERTS
TRAFFIC ADVISORY
If TCAS detects a TA aircraft, TRAFFIC TRAFFIC aural alert is broadcasted.
215
RESOLUTION ADVISORIES
TCAS generates three types of resolution advisories: preventive resolution advisory,
corrective resolution advisory and reversal resolution advisory.
216
The preventive RAs give command to maintain your current vertical speed.
217
You hear TCAS aural alert MONITOR VERTICAL SPEED when your present vertical speed
is outside the red sector. Continue to keep the vertical speed out of the red sector.
218
Other possible preventive RAs are: MAINTAIN VERTICAL SPEED, MAINTAIN and MAINTAIN
VERTICAL SPEED, CROSSSING MAINTAIN.
219
The corrective RAs warn the flight crew to modify the vertical speed to avoid a possible
collision.
220

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Here, the threat aircraft is below you and in a climb. When CLIMB CLIMB aural sounds
you must climb at the vertical speed indicated by the green sector on the primary flight
display.
221
Following the CLIMB message, if vertical speed is insufficient to achieve safe vertical
separation, the TCAS triggers INCREASE CLIMB, INCREASE CLIMB aural alert.
222
The TCAS broadcasts CLIMB, CROSSING CLIMB CLIMB, CROSSING CLIMB aural alert, if
your flight path will cross through the intruder altitude during the climb.
223
When TCAS aural alert LEVEL OFF, LEVEL OFF sounds, you must set the vertical speed to
zero.
224
These are the other possible corrective RA aural and required vertical maneuvers
225
Reversal RAs tell you to reverse an initially issued RA.
226
In this example your TCAS has initially triggered DESCEND DESCEND advisory. If this RA is
no longer predicted to provide sufficient vertical spacing, TCAS will give CLIMB CLIMB
NOW, CLIMB CLIMB NOW aural alert and vertical guidance on the primary flight display
changes to a climb.
227
Similarly, after an initial CLIMB advisory, when reversal in sense required to achieve
sufficient vertical spacing from the intruder, DESCEND DESCEND NOW, DESCEND
DESCEND NOW aural alert is triggered.
228
Termination of a resolution advisory is given by an aural message of CLEAR OF
CONFLICT.
229
In some cases, the TCAS alerts are inhibited to prevent distracting the crew. The
inhibition logic depends on the aircraft altitude in climb or descend.
230
TCAS ALERT INHIBITS
When the own aircraft is below 1700 feet radio altitude, all aircraft below 380 feet are
declared on the ground and TCAS does not provide visual and aural indications for
those intruders.
231
INCREASE DESCENT RAs are inhibited below approximately 1,550 feet radio altitude.
232
DESCEND RAs are inhibited below approximately 1,100 feet radio altitude.
233
When below approximately 1,000 feet radio altitude, TCAS automatically switches to TA
mode and all RAs are inhibited. All RAs are converted to TA.
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234
All TA aural alerts are inhibited below approximately 500 feet radio altitude.
235
Let’s finish this part with a question. How does the Flight Warning System prioritize the
aural warnings for TCAS, wind shear and GPWS. The flight warning system prioritizes aural
alerts in such a way that wind shear and GPWS alerts take precedence over TCAS
alerts.
236
Thus, in case of a wind shear, stall or GPWS warnings, all TCAS aural alerts are inhibited,
all RAs are converted to TA on the navigation display and TCAS automatically sets the
TA mode.
237
PROCEDURES AND OPERATIONAL RECOMMENDATIONS
Now let’s look at procedures and some recommended practices for good TCAS
operation.
238
PROCEDURES
At the gate and while taxiing out, TCAS should be set on standby.
239
When you are ready for takeoff, select the TA/RA mode.
240
After landing, set the TCAS on STANDBY while parking.
241
RESPONDING TO A TRAFFIC ADVISORY
The traffic advisory is intended to assist the flight crew in sighting nearby aircraft that
may become a threat. No maneuvers shall be made by the crew in response to a
traffic advisory.
242
RESPONDING TO A RESOLUTION ADVISORY
When a RA is generated, you must always follow the TCAS RA orders.
243
To respond a RA, first disconnect the autopilot.
244
Once the autopilot is disconnected, the non-flying pilot, must switch off the both flight
directors. This ensures autothrust speed mode and prevents possible confusion between
flight director bar orders and TCAS aural and vertical speed orders
245
Move the aircraft firmly and smoothly to the vertical speed indicator green sector.
Avoid excessive maneuvers and keep the vertical speed out of the red sector.
246
Report the RA to ATC as soon as possible.
247

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When the other aircraft is no longer a serious threat, TCAS broadcasts CLEAR OF
CONFLICT message. TCAS maneuver order is removed from the vertical speed
indicator.
248
Report the clear of conflict to the ATC. Resume initial ATC clearance and engage the
autopilot, as required.
249
Notice that, even if there is an opposite ATC instruction you must always follow the TCAS
RA.
250
Note that A320 Neos have an Autopilot/Flight Director TCAS mode, which engages
automatically when a TCAS RA is triggered. If the Autopilot is engaged, the mode
enables the airplane to follow the RA orders automatically. If the autopilot is OFF, then
the flight crew should manually follow the flight director orders and monitor the vertical
speed. Auto TCAS mode disengages when CLEAR OF CONFLICT aural alert sounds.
251
If the auto TCAS mode is available but does not engage when a RA is triggered, then
apply the procedure that we have discussed shortly before.
252
TA MODE SELECTION
You already know that the TCAS mode of operation is controlled from the ATC/TCAS
panel. Normal operating mode is TA/RA
253
However, you may select the TA mode during operations at specific airports, such as
approaches to parallel runways or converging runways.
254
In addition, in case of an engine failure or flight with landing gear down, you should
also select the TA mode.
255
This prevents receiving RA climb commands which can be beyond the aircraft’s single-
engine performance and tells other aircraft you have limits to your RA operations.
256
Here is a test for your memory. Which of the following does/do set the TCAS on standby
mode? All these actions set the TCAS to STANDBY mode.
257
The TCAS also automatically shifts the STANDBY mode when both ATC or both RA are
failed and in the case of a triple ADR failure.
258
Remember that there will be no TA or RA on your aircraft when the TCAS has been set
to STANDBY manually or automatically.
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An internal failure of TCAS causes the ECAM to trigger TCAS FAULT caution for crew
awareness.
260
When the flight crew sets crew sets the TCAS on STANDBY during flight, the ECAM TCAS
STANDBY alert is triggered for crew awareness.
261
GROUND PROXIMITY WARNING SYSTEM
Now, we will look at the Ground Proximity Warning System.
262
OVERVIEW
The ground proximity warning system, or GPWS, alerts the flight crew about the terrain
and vertical flight path dangers, as well as incorrect landing configuration
263
The system has a computer with a world-wide terrain database. The computer receives
inputs from GPS, ADIRS 1, Radio altimeter 1, ILS 1, FMGC 1, LGCIU 1, FCUs and SFCC1
264
The GPWS provides two types of functions. Basic function which is the reactive function
and enhanced function which is the predictive function.
265
The basic function is operative up to 2 500 feet. These are the conditions in which the
GPWS basic function triggers alerts.
266
The GPWS enhanced function, which is usually called EGPWS, adds look-ahead
capability to the system and provides a Terrain Awareness Display and a Terrain
Clearance Floor. These are achieved via the terrain database, obstacle database and
runway database incorporated in the system. Note that depending on the version,
aircraft may be installed with the EGPWS or T2CAS which are quite similar.
267
The EGPWS uses the geometric altitude. The geometric altitude is calculated from
barometric altitude, radio altitude, GPS altitude and elevations from the terrain
database.
268
The geometric altitude removes the barometric altitude errors due to
temperature/pressure variations, incorrect ONH/QNF or manual altimeter settings and
provides more reliable altitude data to the system.
269
The GPWS also has an envelope modulation database which stores airports with
approaches or departures not compatible with standard GPWS operation, such as
rising terrain just before the runway threshold. When the GPWS recognizes such an
airport, it modifies the caution and warning envelopes to avoid nuisance warnings.
270
The cockpit loudspeakers broadcast the aural warning or caution messages even if
they are turned off. You cannot modify the loudspeakers volume.
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271
The PULL UP or GPWS light on the instrument panel gives visual indications for the basic
modes. Depending on version installed on the aircraft, visual indications may differ, so
refer to your documentation.
272
The enhanced mode visual indications are provided both with PULL UP/GPWS lights and
navigation displays.
273
BASIC MODES
Let’s now review the GPWS basic modes in detail.
274
EXCESSIVE DESCENT RATE
Excessive descent rate alert is generated for large the descent rates when the aircraft is
near the terrain. When the aircraft penetrates in the first boundary, a repeated aural
alert SINK RATE sounds and amber GPWS lights come on.
275
If the descent rate becomes dangerous, a repetitive warning alert PULL UP sounds and
the red PULL UP light illuminates.
276
EXCESSIVE TERRAIN CLOSURE RATE
Mode 2 gives alerts when the radio altitude decreases rapidly. It has two submodes,
mode 2A and mode 2B.
277
Mode 2A activates for a large closure rate if the flaps are not in the landing
configuration with the landing gear up. The GPWS first gives TERRAIN aural alert and
amber GPWS light comes on. If the condition is not corrected, the repetitive PULL UP
warning sounds and the red PULL UP light illuminates.
278
When the flaps are in the landing configuration Mode 2B activates at a lower boundary
limit. If the landing gear is up, the caution and warnings are the same as those in MODE
2A.
279
If the landing gear is down, the repetitive TERRAIN alert sounds and the GPWS light
comes on.
280
ALTITUDE LOSS AFTER TAKEOFF
When barometric altitude decreases too much during initial takeoff climb or during a
go-around, DON’T SINK aural sounds continuously and amber GPWS light comes on.
281
UNSAFE TERRAIN CLEARANCE
Mode 4 activates when the aircraft flies near the terrain and is not in landing
configuration. There are three types of Mode 4 alerts Mode 4A, Mode 4B and Mode 4C.
282
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At low airspeeds, with gear up and flaps not in landing configuration, when the first
boundary is penetrated, TOO LOW TERRAIN aural alert sounds and amber GPWS light
comes on. If the condition is not corrected, the aural alert changes to TOO LOW, GEAR.
283
If the aircraft closes to terrain at low airspeed with the gear down, but flaps not in
landing configuration, TOO LOW TERRAIN aural alert accompanied with the amber
GPWS light is generated. If the aircraft continues to close the terrain, the aural alert
changes to TOO LOW FLAPS.
284
Flight at low radio altitude with gear up or flaps not in landing position causes TOO LOW
TERRAIN aural alert to sound continuously and GPWS light to come on. Notice that the
mode 4C is active during takeoff and not available in TCAS.
285
DESCENT BELOW GLIDESLOPE
If the aircraft goes excessively below the ILS glideslope, GLIDESLOPE alert sounds
continuously and amber GPWS light illuminates. This mode is inhibited if ILS 1 fails.
286
You should react to any GPWS warning without delay in an appropriate manner.
287
Whenever a GPWS alert causes amber GPWS light to come on, you can briefly push the
PULL UP/GPWS button to extinguish the GPWS light and stop the aural warning.
288
ENHANCED MODES
The GPWS basic modes are only capable of seeing terrain directly below the aircraft. It
does not alert the crew of flight toward vertically sheer terrain. The enhanced function
adds look-ahead capability to alert crew about the terrain threat forward of the
aircraft.
289
The enhanced function uses aircraft lateral position as determined primarily by the GPS.
The FMGS provides aircraft position inputs as backup.
290
The aircraft position is then compared with the internal world-wide terrain data base in
the GPWS to generate proximate terrain display and a look-ahead terrain alerts as
necessary.
291
If the calculated aircraft position is not accurate enough, the enhanced modes of the
GPWS are automatically deactivated. The green TERRAIN STANDBY message shows on
ECAM MEMO display. However, the five basic modes remain active.
292
TERRAIN AWARENESS AND DISPLAY FUNCTION
Terrain awareness and display or TAD function provides terrain display and look-ahead
terrain alerts.
293
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TERRAIN DISPLAY
The proximate terrain data is displayed in all modes of navigation display except the
PLAN mode.
294
The data is displayed according to the relative height between the proximate terrain
elevation and the aircraft reference altitude.
295
The reference altitude is the current altitude in climb and level off, or the altitude
expected in 30 seconds when descending more than 1000 feet per minute.
296
This figure shows the complete color-coding for the terrain display.
297
Most EGPWS versions on Airbus-320s have ‘PEAKS ‘ function which shows the terrain
data relative to the mean sea level, independently of the relative altitude of the
proximate terrain.
298
Therefore, even if the aircraft is more than 2000 feet above the terrain, the terrain is still
displayed with a gradient of green colors.
299
In addition, the highest and lowest terrain elevations in hundreds of feet above mean
sea level are displayed with the same color code as for the terrain picture.
300
In the ARC mode, these numbers correspond to the lowest and highest terrain currently
displayed. However, in the ROSE mode, the elevations may not represent the lowest
and highest terrain displayed on the navigation display.
301
You should note that the terrain data is not designed to be an independent navigation
aid.
302
LOOK –AHEAD TERRAIN ALERTS
There are two levels of look-ahead terrain alerts: terrain caution and terrain warning.
303
The alert envelopes are calculated based on the aircraft altitude, the nearest runway
altitude, the distance to the nearest runway threshold and estimated time to impact
that is a function of the ground speed and the turn rate.
304
The width of the envelope starts at 0.25 nautical mile and gets wider ahead of the
aircraft with an aperture of 3° on either side of the centerline.
305
When the GPWS calculates that you are about 40 to 60 seconds from a possible
impact, the threat terrain changes from dotted pattern to solid yellow and an amber
TERRAIN AHEAD message appears on the navigation display. TERRAIN AHEAD aural alert
sounds. GPWS light illuminates.
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306
Note that in some EGPWS versions, the terrain caution is given with these visual and
aural alerts.
307
When estimated time to impact reduces to 20 to 30 seconds, the threat terrain changes
to solid red color and the amber TERRAIN AHEAD message becomes red on the
navigation display. TERRAIN AHEAD PULL UP aural warning sounds. Red PULL UP light
illuminates.
308
These are the terrain warnings that are generated by some EGPWS versions.
309
When a terrain warning is given, you must pull up and climb immediately.
310
The obstacle database stored in the EGPWS enables obstacle caution and warning
alerts for man-made obstacles to be generated.
311
Obstacles show in the same way as terrain display.
312
For a caution condition, amber OBSTACLE AHEAD message shows on the navigation
display and OBSTACLE AHEAD aural alert sounds. The GPWS light comes on.
313
For a warning condition, the red OBSTACLE message appears on navigation display,
OBSTACLE AHEAD, PULL UP aural alert sounds and PULL UP light comes on.
314
These are the obstacle cautions and warnings in some EGPWS versions.
315
TERRAIN CLEARANCE FLOOR FUNCTION
The EGPWS also provides a terrain clearance floor or TFC, function which alerts the flight
crew for a possible premature descent regardless of aircraft configuration.
316
EGPWS makes use of its runway database along with the aircraft position and radio
altitude to perform this function.
317
Terrain clearance floor is designed around an airport to provide protection against a
controlled flight into terrain. Normal maneuvers are well above the terrain clearance
floor.
318
If the aircraft descends through the floor of the envelope, TOO LOW TERRAIN aural alert
sounds and GPWS light comes on.
319
RUNWAY FIELD CLEARANCE FLOOR
Now, consider a case where the runway is at higher elevation compared to the terrain
below the approach path. This means that EGPWS may not trigger terrain clearance
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floor alert because of high radio altitude. In these cases, Runway Field Clearance Floor
function comes into play.
320
The Runway Field Clearance Floor, RFCF, is an additional envelope protection for
runways which are significantly higher than the surrounding terrain. It provides
protection in a circular envelope up to 5.5 nautical miles from the runway threshold
based on the geometric altitude and the runway elevation.
321
EGPWS MESSAGES
The navigation display shows several EGPWS messages.
322
When the PLAN mode is selected on the navigation display and a look-ahead terrain
caution or warning occurs, amber or red TERRAIN CHANGE MODE message appears on
the display to draw the pilot attention. Select another display mode to show the terrain
ahead of aircraft.
323
If a terrain caution or warning occurs when the selected display range is 160 nautical
miles or 320 nautical miles, the amber or red TERRAIN REDUCE RANGE message appears
on the display. Select an appropriate range in response to the message.
324
When the range information is invalid, the red TERRAIN RANGE message shows on the
navigation display.
325
GPWS CONTROLS
The GPWS controls include TERRAIN ON ND switches, a control panel and PULL UP-GPWS
switches.
326
TERRAIN ON ND SWITCHES
Two TERRAIN ON ND switches are located on either side of the ECAM. They let you turn
on and off the terrain display on the navigation displays.
327
When you push the TERRAIN ON ND switch, the green ON light comes on and look-
ahead terrain data appears on the related navigation display. The cyan TERRAIN shows
when the terrain display is enabled.
328
You push the switch again to remove the terrain data.
329
Terrain data and weather data cannot be displayed together on the same display.
With the weather radar returns displayed, if you push the TERRAIN ON ND switch, the
respective navigation display shows the terrain data.
330

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To avoid any confusion, the weather radar TILT indication is replaced by blue TERRAIN.
In addition, the terrain display sweeps from the center outward to both sides of the
screen.
331
Here is a question. What do you think to happen if EGPWS generates an enhanced
mode caution or warning while the TERRAIN ON ND switch is OFF. In this case, the terrain
data is automatically displayed on the NDs and the ON light of the TERRAIN ON ND
switch comes on.
332
GPWS CONTROL PANEL
The GPWS control panel is located on the left side of the overhead panel.
333
These switches on the panel are used to inhibit certain GPWS basic mode alerts.
334
When FLAPS CONFIGURATION 3 is selected for landing, you should set the LANDING
FLAP 3 switch to ON to inhibit nuisance alerts.
335
On the ECAM, the LANDING MEMO displays ‘CONFIGURATION 3 ‘ instead of ‘FULL ‘ and
green GPWS FLAP 3 memo message appears. This message is not displayed in T2CAS
version.
336
If a landing has to be made with a reduced flap setting, FLAP MODE switch is set to OFF
to avoid TOO LOW FLAPS alert. As a reminder, green GPWS FLAP MODE OFF is displayed
on the MEMO display.
337
You can use the GLIDE SLOPE mode switch to inhibit the GLIDESLOPE alert.
338
If there is a failure of GPWS basic function, the amber FAULT light illuminates on the
SYSTEM switch, along with an ECAM caution. In this case, you should set the SYSTEM
switch to OFF to inhibit the all basic mode alerts.
339
How about a test for your memory? Do you remember how does the failure of ILS 1
affect the GPWS basic modes? If ILS 1 fails, only mode 5 is automatically inhibited
without any FAULT warning.
340
The switch on the most left of the panel is related to the enhanced modes.
341
Failure of either Terrain Awareness and Display or Terrain Clearance Floor mode causes
amber FAULT light to illuminate on the TERRAIN switch, along with an ECAM caution. The
terrain data is removed from the navigation display.
342

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Date: 21.06.2019
When the switch is pushed OFF, EGPWS enhanced modes are inhibited. The TERRAIN
OFF message appears on the memo display. Notice that the basic GPWS mode 1 to 5
are still available if SYSTEM switch is extinguished.
343
You should inhibit the EGPWS enhanced function when the aircraft position is less than
15 nm from the airfield for operations to or from runways not incorporated in the EGPWS
database. Refer to FCOM LIMITATIONS-SURVEILLANCE for more information.
344
PULL UP-GPWS PUSHBUTTON
On ground, the PULL UP -GPWS pushbutton switches can be used to test the GPWS.
345
If the pushbutton is pressed momentarily, some of the aural warnings sound and
pushbutton lights related to the GPWS, come on.
346
If you push and hold the pushbutton, then all the aural warnings sound.
347
When the GPWS fails, the ECAM triggers GPWS FAULT caution. You should set the GPWS
SYSTEM switch to OFF.
348
Failure of the enhanced terrain detection function causes the ECAM to activate GPWS
TERRAIN DETECTION FAULT caution. Push the TERRAIN switch OFF. The basic GPWS mode
1 to mode 5 are still operative if FAULT or OFF light is not illuminated in the SYSTEM
pushbutton switch.
349
WEATHER RADAR
Now we discuss the weather radar. Here is the outline:
 Overview
 Weather radar display
 Weather radar functions per version
 Weather radar control panel
 Weather radar messages
 Recommended practices for weather radar management
350
OVERVIEW
The main function of the weather radar is to detect adverse weather conditions
possibly with turbulence ahead of the aircraft. Its secondary function is to map the
terrain ahead and below the aircraft
351
The weather radar operation is based on the echo principle.
352
The radar transmits radio signal forward of the aircraft and collects signals reflected
from precipitation droplets or other objects. The return signals are then processed to
A320 CBT Page: 32/3
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Date: 21.06.2019
show weather, terrain, and windshear events. Note that weather radar can detect
meteorological phenomena with water droplets only.
353
The weather radar detection capability depends on the reflectivity of the water
molecules. The upper part of a thunderstorm is composed entirely of ice crystals which
have very low reflectivity and is almost invisible to radar. The middle part of the storm is
composed of a combination of super-cooled water and ice crystals and has an
average reflectivity. The bottom part of a thunderstorm is composed entirely of water
and is the most reflective part.
354
The energy of weather radar signal gets weaker as it goes away and returns back to
the radar antenna. This is called attenuation.
355
Some precipitation cells may be so strong that the radar signal cannot penetrate them.
As a result, the weather behind these cells are masked. This is called path attenuation
or radar shadow.
356
The weather radar system consists of an antenna, two transmitter-receiver units, and a
control panel.
357
The radar antenna is behind the nose radome. It can swing 90 degrees on one side to
the other from the aircraft centerline.
358
The antenna may also be tilted up and down between plus/minus 15 degrees.
359
The ADIRS supplies attitude data for antenna stabilization in pitch and roll. This keeps the
antenna azimuth scanning parallel to the horizon regardless of the aircraft attitude.
360
If the antenna stabilization fails, the radar antenna scans parallel to the wings.
Consequently, ground returns may cover most of the display as the aircraft attitude
changes.
361
The transmitter/receiver units process the return signals and supply weather radar
display data. Only one transmitter/receiver operates at a time. Note that some aircraft
may be fitted with one weather radar only.
362
WEATHER RADAR DISPLAY
The weather radar data is displayed in all modes of navigation display except the PLAN
mode.
363
The weather data is displayed out to a maximum range of 320 nautical miles in 5
different colors. The colors show the intensity of echoes from the weather or the terrain.
364
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Date: 21.06.2019
Black shows the areas with no precipitation.

365
Green is used for the areas with light precipitation.
366
Yellow shows the areas with medium precipitation.
367
Red shows the areas with heavy precipitation.
368
It’s time for a question. Do you know what the magenta represents? Magenta shows
the areas with wet turbulence.
369
The weather radar can detect turbulence only when there is horizontal movement of
precipitation toward or away from the radar antenna. Thus it cannot detect clear air
turbulence, that is the turbulence with no precipitation.
370
The system is able to detect and show the turbulence up to 40 nautical miles.
371
The radar can also show ground echoes depending on their altitude and intensity.
Black shows the areas with very weak echoes such as the calm water. The green is used
for areas with weak echoes such as flat lands. Areas with moderate and strong echoes,
such as mountains and cities, are shown in yellow and red.
372
Here is another question. Which of the following actions will remove weather data from
the navigation display? You can remove the weather data from the display by setting
the respective brightness control to minimum.
373
WEATHER RADAR FUNCTIONS PER VERSION
Depending on the manufacturer, the weather radar installed on the aircraft may have
various functions.
374
MultiScan weather radar uses two beams at different tilt angles in order to detect short,
medium and long range weather located on and below aircraft path.
375
The multiscan function automatically adjust the tilt angle and gain settings. The
information obtained from the different radar scans is stored in a database and is
cleared from the ground clutter to generate an optimized weather picture. When you
select a display range, the relevant portion of the weather picture is extracted from the
database for display.
376
GROUND CLUTTER SUPPRESSION FUNCTION
The multiscan weather radar also has ground clutter suppression, GCS, function which
eliminates ground returns and provides clutter-free weather picture. This function is
available only when the radar is operating in automatic multiscan mode.
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377
AUTOTILT FUNCTION
Some weather radars have the autotilt function instead of multiscan function. The
autotilt function automatically adjusts the tilt angle of the beam according to the
aircraft altitude, the selected range and terrain data from the EGPWS, if available.
378
Up to selected range of 80 nautical miles, autotilt function performs short range scan.
For selected ranges more than 80 nautical miles, long range scan is performed.
379
When both navigation displays are set to the same range, say short range as in this
example, the weather radar refreshes the both display with clockwise and
counterclockwise scans in the respective range region.
380
If a navigation display is set to short range and the other to long range, the weather
radar alternately scans for short and long ranges.
381
WEATHER RADAR CONTROL PANEL
The weather radar control panel is located on the center pedestal. Depending on the
version, the installed panel can be different.
382
The radar switch has 1,2 and OFF positions. With two radars installed on the aircraft, the
switch lets you select either radar ‘1 ‘ or ‘2 ‘, or turn off both radar.
383
Here, the switch is in the OFF position. Thus, both radars are off and the weather data is
not displayed on the screen. Now, set the switch to ‘1 ‘ or ‘2 ‘ position. The weather
data appears on the display.
384
If the aircraft has only one weather radar and the radar switch is set to ‘1 ‘position, the
Navigation Display shows the weather image. However, when the switch is set to ‘2
‘position, no weather data is displayed on the navigation display.
385
The multiscan function is active as long as the MULTISCAN switch is in AUTO. When the
switch is set to MANUAL, the crew can then manually adjust the tilt by using the TILT
knob.
386
The panel for the weather radar with autotilt function has a TILT switch instead of
MULTISCAN switch. With the switch in AUTO, the autotilt function is active and the
ground return is minimized. When the switch is set to MANUAL, you can manually adjust
the tilt by using the TILT knob.
387
The tilt is angle displayed on the navigation display. For multiscan radar, when the
MULTISCAN switch is in AUTO, the tilt angle displayed on navigation display is the
average of the lower and the upper beam tilts.
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388
In the event that the multiscan function or autotilt function fails, the tilt value is dashed
and the ‘NO AUTO TILT ‘ message appears in amber on the display. You set the
MULTISCAN switch or TILT switch to MANUAL to remove the message.
389
The TILT knob is used to adjust the antenna tilt when MULTISCAN switch or AUTOSCAN
switch is in MANUAL position.
390
Here is a simple question. What is the antenna tilt angle? The tilt angle is the angle
between the center of the beam and the horizon as determined by the ADIRS.
391
The TILT knob allows you to set the antenna tilt angle from +15 degrees to -15 degrees.
When manually set, the tilt angle is displayed in blue, next to the blue ‘MAN ‘
indication.
392
Gain knob controls the sensitivity of the radar receiver.
393
In standard operation, the knob is set to CAL or AUTO position. With these settings, the
radar automatically adjusts the gain to obtain the best weather display.
394
During automatic multiscan operation, with the GAIN knob in CAL position, multiscan
weather radar adjusts the gain to compensate for variations in geographic location,
time of day and altitude. This provides the optimum weather picture.
395
The multisan radar gain function also provides Path Attenuation Compensation for
attenuation due to intervening weather. When the attenuation is too high and
compensation limit is exceeded, a yellow Path Attenuation Compensation alert arc
appears on the most outer range ring on the navigation display. Note that this alert is
available only when the gain is set to CAL and the attenuation is within 80 nautical
miles.
396
When the gain is manually set on either panel, the white MAN GAIN appears on the
navigation display.
397
Note that during manual operation of multiscan radar, the compensation for variations
in geographic location, time of day and altitude is lost. Even if you set the GAIN switch
to CAL, the radar adjusts the gain to a calibrated setting. Also, in manual operation, the
Path Attenuation Compensation alert is not available.
398
The mode selector lets you select a display mode. With the mode selector in WEATHER
position, the navigation display shows the weather data. However, the turbulence is not
displayed.
399
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Date: 21.06.2019
When you select WEATHER/TURBULENCE position, both weather and turbulence data
show on the display. The turbulence is displayed up to a maximum range of 40 nautical
miles.
400
When the selector is set to MAP position, ground returns show on the navigation display.
401
The MAP mode may be useful to identify coastlines, mountainous regions and cities.
However, you must not use the weather radar as a terrain avoidance system.
402
The TURBULENCE mode is only available on the multiscan weather radar panel. This
mode only shows the turbulence information which is used for better identification of
turbulent areas.
403
The multiscan weather radar panel also incorporates a Ground Clutter Suppression,
GCS, switch. With the radar operating in automatic multiscan mode and the GCS
switch in AUTO position, the ground returns are automatically removed from the display.
404
You may manually deactivate the GCS function by setting the switch to OFF. Note that
this function is not available in the MAP mode or when the radar is operating in manual
mode.
405
WEATHER RADAR MESSAGES
The navigation display shows several weather radar messages for detected failures.
406
These are the messages displayed in red and related failure conditions. These failures
result in loss of weather image.
407
These are the messages displayed in amber and related failure conditions. These
failures do not affect the weather image.
408
RECOMMENDED PRACTICES FOR WEATHER RADAR MANAGEMENT
Now let’s look at some recommended practices for weather radar management.
409
RANGE MANAGEMENT
You should monitor the weather at long range, as well as at shorter ranges, in order to
plan course changes effectively and to avoid the blind alley effect.
410
The blind alley effect is a condition where a course change that seems safe when using
a low range navigation display may reveal a dead-end when observed at a higher
range
411

A320 CBT Page: 37/3
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Date: 21.06.2019
TILT MANAGEMENT
A proper tilt management along the flight is achieved by setting the MULTISCAN or TILT
switch to AUTO. Use manual tilt only when required.
412
For instance, during taxi, you may use manual tilt to perform a radar check when you
are away from people.
413
To achieve this, set the MULTISCAN or TILT switch to MANUAL temporarily and tilt the
antenna down then up. Ensure that ground returns appear and disappear
appropriately on the navigation display.
414
During takeoff, you may set the tilt up slowly to scan the along the departure path if
adverse weather is suspected above the aircraft.
415
During cruise, the manual tilt can be used for weather cell analysis. Note that, at high
altitude, upper level of a weather cell may have ice particles which are less reflective.
Therefore, a tilt that only scan the upper part of the cell may produce weather images
that do not represent the severity of its activity.
416
Note that you should always return to automatic mode when the manual tilt is no
longer necessary.
417
GAIN MANAGEMENT
Similarly, you also use the manual GAIN setting to analyze weather cells during cruise.
418
When the display shows a lot of red spot you can slowly reduce the gain to detect the
strongest parts of a cell.
419
The red areas slowly turn yellow, the yellow areas become green and the green areas
slowly disappear. The remaining red areas and the last red areas to turn yellow are the
strongest parts of the cell. After the cell analysis, you should reset GAIN knob to CAL or
AUTO.
420
PREDICTIVE WINDSHEAR SYSTEM
In this last part of the lesson, the predictive windshear system will be presented with the
following outline.
421
OVERVIEW
Windshear is defined as a sudden change of wind velocity and/or direction. Most
Airbus 320s provide two types of windshear alerts: reactive windshear alert and
predictive wind shear alert.
422

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Date: 21.06.2019
The reactive windshear alert is supported by the Flight Augmentation computer and is
triggered when the aircraft is in a windshear for escape purposes.
423
The Predictive Windshear System PWS embedded in the weather radar provides alert
when there is a windshear threat ahead of the aircraft for avoidance purposes.
424
The windshear is detected in the same way as the turbulence. The radar detects the
relative movement of air containing some level of moisture or particulate matter to
identify the windshear condition ahead of the aircraft.
425
The PWS switch on the weather radar control panel lets you control the predictive
windshear system. With the switch in OFF position, the predictive windshear function is
inoperative. The memo display shows PREDICTIVE WINDSHEAR OFF message in green or
amber depending on the flight phase. When you set the switch to AUTO, the predictive
windshear function is armed.
426
With the PWS switch in AUTO, even if the weather radar switch is off, the multiscan
weather radar predictive windshear function automatically activates below 2,300 feet
radio altitude when following conditions are satisfied: At least one engine is running and
ground speed is greater than 30 knots or longitudinal acceleration is above a given
threshold during at least 0.5 seconds. When the predictive windshear is active, the
navigation display shows a PWS SCAN message.
427
In another version of radar, with the PWS switch in AUTO, the predictive windshear
function activates regardless of weather radar switch position, below 2300 feet, if the
ATC transponder is ON or AUTO or TRANSPONDER position and either engine is running.
428
I think you are ready for a question. What do you think to happen to predictive
windshear function if all activation conditions are met but the weather radar is turned
off ? Predictive windshear function operates even if the weather radar is OFF.
429
When the selected weather radar fails, the predictive windshear function is not
available. However, if two weather radars are installed on the aircraft, you can recover
the PWS function by selecting the operative weather radar with the radar switch.
430
Below 1500 feet radio altitude, the predictive windshear system generates visual
indications on the navigation display. The windshear alerts are triggered when the
aircraft is below 1200 feet radio altitude. Let’s first take a look at the predictive
windshear indications on the navigation display.
431
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Date: 21.06.2019
PREDICTIVE WINDSHEAR INDICATIONS

When the radar detects a windshear event within a range of 5 nautical miles ahead of
the aircraft, below 1 500 ft., a windshear icon appears on the navigation display as a
visual advisory.
432
The red and black symbol shows location and approximate size of the windshear. The
yellow radials which extend from the edges of this symbol help identifying the location
of windshear event.
433
If the weather radar is OFF and a windshear threat is detected, the navigation display
automatically shows the predictive windshear icon along with the weather radar returns
provided that PWS switch is in AUTO.
434
Here is an attention test for you. What is missing in this display in relation to predictive
windshear indication.
435
When the radar detects a windshear event and the display range is set above 10
nautical miles, a WINDSHEAR SET RANGE 10 NAUTICAL MILES message appears on the
display. You should adjust the display range as required.
436
PREDICTIVE WINDSHEAR CAUTIONS AND ALERTS
On ground, during takeoff rolls, up to 100 knots, the PWS gives a caution if it detects a
windshear threat out to 3 nautical miles ahead of the aircraft. If a windshear threat
within 3 nautical miles directly ahead of the aircraft is detected, the system triggers a
warning.
437
In flight, above 50 feet radio altitude, the PWS generates a caution if it detects a
windshear threat out to 3 nautical miles ahead of the aircraft. A warning is triggered
when a windshear threat is detected within 1.5 nautical miles directly ahead of the
aircraft.
438
Note that in some versions, angular coverage for windshear alert is from +25 degrees to
-25 degrees from the aircraft centerline.
439
When a windshear event is detected in the caution region during approach or takeoff,
an aural alert MONITOR RADAR DISPLAY sounds. Amber WINDSHEAR AHEAD message
appears on primary flight display. Windshear icon appears on the navigation display.
440
A windshear condition detected in the warning region during takeoff causes an aural
alert WINDHEAR AHEAD to sound twice. The primary flight display shows WINDSHEAR
AHEAD message in red. Windshear icon appears on the navigation display.
441

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Date: 21.06.2019
If a windshear condition is detected in the warning region during approach, GO

AROUND WINDHEAR AHEAD aural alert sounds. Red WINDSHEAR AHEAD message
appears on the primary flight display. Windshear icon appears on the navigation
display.
442
Note that, during final approach, between 370 feet radio altitude and 50 feet radio
altitude and range between 1.5 nautical miles and 0.5 nautical mile, the visual and
aural warning alerts are downgraded to caution alerts.
443
The aural alerts of the predictive windshear system have priority over TCAS and GPWS
aural warnings. However, reactive windshear and stall warnings and aural message
take precedence over PWS alerts.
444
WINDSHEAR ALERT INHIBITATION
At takeoff, when airspeed is more than 100 knots and radio altitude is less than 50 feet,
predictive windshear alerts are inhibited
445
During approach, alerts are inhibited below 50 feet.
446
When the predictive windshear function is lost, the ECAM triggers PREDICTIVE
WINDSHEAR DETECTION FAULT caution for crew awareness.
447
SUMMARY OF WARNINGS AND CAUTIONS
This part summarizes warnings and cautions associated with the system.
448
End of course.


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AIR DATA REFERENCE SYSTEM

INERTIAL REFERENCE SYSTEM (IRS)

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The other aircraft is shown as open white diamond on traffic display

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Black shows the areas with no precipitation.

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PREDICTIVE WINDSHEAR INDICATIONS

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If a windshear condition is detected in the warning region during approach, GO

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