Training Manual A 319/320/321: ATA 34 Navigation

Training Manual
A 319/320/321
ATA 34
Navigation
34−20 Standby Data
34−10 ADIRS
34−58 Satellite Navigation
ATA Spec. 104 Level 2
Lufthansa Issue: May 1998

Technical Training GmbH For Training Purposes Only
Book No: A 319/320/321 34−20 Level 2 e Lufthansa Base  Lufthansa 1995
For training purposes and internal use only.
Copyright by Lufthansa Technical Training GmbH.
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:
Lufthansa Technical Training GmbH
Lufthansa Base Frankfurt

D-60546 Frankfurt/Main
Tel. +49 69 / 696 41 78
Fax +49 69 / 696 63 84
Lufthansa Base Hamburg

Weg beim Jäger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46
Lufthansa Technical Training
NAVIGATION A319/320/321
34
ATA 34 NAVIGATION
For Training Purposes Only
FRA US/E rw 8.10.97 Page: 1

NAVIGATION A 319/320/321
STANDBY NAVIGATION SYSTEMS
34−20
34−20 STANDBY NAVIGATION SYSTEMS

STANDBY INSTRUMENTS PRESENTATION
The standby navigation system enables the flight crew to check the navigation
data provided by the Air Data Inertial Reference System (ADIRS).
The standby navigation system comprises four instruments. Each providing
different indications :
Standby Compass for magnetic heading,
Standby Horizon Indicator for attitude,
Standby Airspeed Indicator (IAS) for airspeed,
Standby Altimeter for altitude.
HAM US/E Bo 1.11.95 Page: 2

34−20
Figure 1 Standby Instruments

34−20
STANDBY DATA: ALTITUDE AND AIRSPEED

General
One standby airspeed indicator, one standby altimeter and one metric altimeter
are directly connected to the standby pitot and static sources.
The standby circuit can be drained by means of a water drain.
Standby Altimeter Metric Altimeter

The standby altimeter is supplied with static pressure by the standby air data The metric altimeter is supplied with static pressure by the standby air data
system to indicate the barometric altitude of the aircraft in feet. system to indicate the barometric altitude of the aircraft in meters.
When the altitude is below 10,000 feet, the figure zero of the left drum is re- The barometric altitude is displayed by means of:
placed by black and white stripes. The figure nine is replaced by an orange fire − a pointer performing one revolution of the dial for 1000 meters.
stripped zone. − a display counter made up of two drums displaying respectively the tens of
− The baro correction is displayed on a counter graduated in hecto thousands, and the thousands of meters.
Pascal. The altitude dial is calibrated from 0 to 1000 meters with 50 meters gra-
− A knob, located at the L corner of the indicator, enables the display duations
of the reference baro correction in the range of 750 to 1050 h Pa. − The baro correction is displayed on a counter graduated in hecto Pascal
− Four manually adjustable white bugs are provided for manual altitude − A knob located at the L corner of the indicator enables the display of the
setting. reference baro correction in the range of 870 to 1050 h Pa.
The internal vibrator is supplied with 28VDC through a landing gear relay.
Standby Airspeed Indicator

The standby airspeed indicator contains a capsule−operated mechanism which
measures the pitot /static pressure differential from the standby air data system
and provides airspeed indication in terms of knots.
The airspeed indication is displayed by means of :
− A pointer which moves on a dial graduated between 60 kts and 450 kts. The
scale is linear from 60 kts to 250 kts with 5 kts graduations and from 250 kts
to 450 kts with 10 kts graduations.
− Four manually adjustable white bugs provided for manual speed setting.

34−20
Metric Altimeter
Standby Altimeter
Standby Airspeed Indicator
Figure 2 Standby Altitude and Airspeed

34−20
STANDBY DATA: ATTITUDE AND HEADING

Standby Heading
The standby heading is performed by a magnetic compass that is an indepen-
dent instrument which provides the flight crew with the A/C magnetic heading.
It is installed on the top of the windshield center post and allows a check of the
heading provided by the main sources of the heading system. It acts in standby
when these systems are inoperative.
The standby compass consists of a magnetic element rotating inside a com-
pass bowl, immersed in a damping liquid. The magnetic element is linked to a
graduated compass card which moves against a lubber line and gives the mag-
netic heading.
Below the viewing window are two apertures marked N.S and E.W, allowing to
achieve compensation by positioning the two small magnetized bars (compen-
sator).
Above the viewing window is a non−magnetic lamp assembly which provides
illumination of the compass card.
Standby Attitude
The standby attitude is performed by a gyroscopic horizon that is an indepen-
dent instrument which provides the flight crew, with a constant indication of the
aircraft attitude. It allows a check of the attitude provided by the main sources
of attitude system. It acts in standby when these systems are inoperative.
The standby horizon indicator is supplied with 28VDC from essential bus
401PP.
A static inverter in the instrument converts this 28VDC into three phase alter-
nate current to supply the gyroscopic motor. The gyro rotor rotates at high
speed (> 23,000 RPM) around its vertical axis and provides the vertical pro-
vides the vertical reference.The fast resetting of the gyroscopic horizon can be
activated by pulling the knob located in the lower R corner of the indicator.
Failure Warning :The flag comes into view if a failure is detected in the
electrical power supply or if the gyro rotor speed drops below
18,000 RPM.

34−20
Figure 3 Standby Attitude and Heading

ADIRS
34−10
34−10 AIR DATA / INERTIAL REFERENCE SYSTEM

GENERAL
The main air data and heading/attitude data are provided by a air data inertial
reference system (ADIRS).
This configuration provides for triple redundant information for all inertial and air
data functions.
Each channel is isolated from the others and provides independent information.
The Air Data/Inertial Reference System (ADIRS) provides the main air data
and heading/attitude/navigation data to the aircraft systems.
The main computers of the ADIRS are the three Air Data/Inertial Reference
Units (ADIRU) which are controlled by the ADIRS Control and Display Unit
(CDU).
Attitude, heading and navigation data are displayed on the Electronic Flight
Instrument System (EFIS) displays (Primary Flight Display (PFD); Navigation
Display (ND)) and on the VOR/DME RMI which recopies the heading data.

ADIRS
34−10
Figure 4 ADIRS Schematic

ADIRS
34−10
DESCRIPTION
Each ADIRU contains:
− an Air Data Reference (ADR) portion.
− an Inertial Reference (IR) portion.
Power supply is common for ADR and IR.
ADR
The Air Data Reference (ADR) portion of the Air Data/Inertial Reference Unit
(ADIRU) provides main data sources which are air data references for the
aircraft avionics systems.
The ADR receives and processes the outputs of the.
ADM, Air Data Module,
TAT Probe, Total Air Temperatur Probe,
AOA Sensor, Angle Of Attack sensor,
It computes the aerodynamic parameters in the form of ARINC 429 low speed
buses.
IR
The Inertial Reference (IR) portion of the Air Data/Inertial Reference Unit
(ADIRU) provides main data sources which are precision attitude, magnetic
heading references and navigation data to the aircraft avionics systems.
The ADIRU is interfaced with the ADIRS control and display unit (ADIRS CDU)
for mode control and status annunciation.

ADIRS
34−10
Figure 5 ADIRU Block Diagramm

ADIRS
34−10
SWITCHING PANEL
The two selector switches AIR DATA and ATT HDG are rotary selector
switches with 3 positions:
CAPT/3, NORM and F/O/3.
These selector switches are used for the functions listed below :
AIR DATA SEL SW 15FP =
34−14−00 Selection of the ADR used by IR3
34−52−00 ATC mode S
31−68−00 DMC
22−85−00 FMGC
ATT HDG SEL SW 13FP =
34−11−00 Power Supply
34−14−00 Selection of the ADR used by IR3
34−41−00 Weather Radar
34−57−00 VOR/DME RMI
31−68−00 DMC
22−85−00 FMGC.

ADIRS
34−10
Figure 6 ADIRS Switching

ADIRS
34-10
COMPONENT LOCATION
The 3 ADIRU’s are installed in the Avionic Compartment.
The ADIRS CDU is installed in the Cockpit.
Two different types of ADIRU’s may be istalled in the aircraft, one is the Honey-
well System, the other the Litton System.
HAM US / E Bo 7.11.95 Page: 14

ADIRS
34-10
ADIRS CDU
HONEYWELL ADIRU LITTON ADIRU
Figure 7 Location
HAM US / E Bo 7.11.95 Page: 15
ADIRS
34−10
AIR DATA INDICATING

Altitude (ALT), Computed Airspeed (CAS), Mach number (M) and Vertical ALT
Speed (V/S) are computed by the ADIRU (ADR portion), processed by the The baro altitude indication is provided by means of a tape which moves up
associated DMC and displayed on the PFDs. and down behind a window within which the A/C actual altitude is displayed.
True Airspeed (TAS) is supplied in the same way but is displayed on the The tape of the scale is graduated every 100 ft and digital values are dis-
NDs. played every 500 ft in hundreds.
In normal configuration, with the AIR DATA selector switch in NORM The A/C actual altitude is provided by a counter located at the middle of the
position, the ADR 1 displays information on CAPT PFD and ND. The ADR 2 scale in which the actual value is displayed in green digits.
displays information on F/O PFD and ND. The hundreds of feet are written in a large size whereas the tens and units
Static Air Temperature (SAT) and Total Air Temperature (TAT) are also are displayed by a drum operating as a classical mechanical altimeter.
supplied in the same way but are permanently displayed on the lower part of Small white marks are positioned in front of each number on the tape
the lower ECAM DU. (item A).
These items of information are displayed by the ADR 2. If the altitude is negative, a NEG white indication is added at the left of the
digital value. The digital value is limited to minus 1500 ft (item B).
Different displays are presented depending on the baro setting reference
PFD display (standard or baro corrected).
CAS In case of baro altitude failure, the scale goes out of view and a red ALT flag
The CAS indication is displayed in analog form by means of a white tape flashes for a few seconds in the altitude window then remains steady
with graduations every 10 kts and digital values every 20 kts. (item C).
This tape moves up and down so as to indicate the A/C actual speed value In case of discrepancy between the altitude given by the CAPT air data
in front of a fixed yellow reference line. source and the altitude given by the F/O air data source, a CHECK ALT
The displayed part of the scale represents an 84 kts range. The scale is amber flag is presented on the right side of the altitude scale (item D).
graduated from 30 kts to 520 kts and the digital values from 40 to 520 kts
(item A).
In no case can the displayed CAS be lower than 30 kts.
In case of computed airspeed failure, the speed scale goes out of view and
is replaced by a red SPD flag (item B).
Mach
When the Mach number is above 0.5, it is displayed just below the speed
scale.
In case of failure, a red MACH flag is presented.

ADIRS
34−10
Figure 8 PFD Display

ADIRS
34−10
V/S ND display
The baro vertical speed is automatically displayed in the right side of the The true airspeed (TAS) is displayed on the ND in ROSE, ARC and PLAN-
PFD when the inertial vertical speed is not available (item A). mode (item A).
It is a degraded mode. The TAS information is displayed by a numerical indication of 3 digits preceded
The vertical speed scale consists of: by TAS indication. This information is displayed in the left upper corner of the
− a trapezoidal grey background colored surface − ND for speed higher than 100 kts. Below this value TAS indication remains vis-
− a fixed white scale with 500 ft/mn spaced marks from −2000 ft/mn to ible but is followed by three dashes (item B).
+2000 ft/mn
− a needle giving in analog form the actual vertical speed value
− a number in a moving amber window. This window accompanies the
needle (above the needle if V/S > 0, below if V/S < 0).
The number gives the V/S value in hundreds of ft/mn.
Between −200 ft/mn and +200 ft/mn, both the window and the number
disappear.
− above +6000 ft/mn (or below −6000 ft/mn), the needle remains stopped
where it is.
When the vertical speed exceeds +6000 ft/mn or −6000 ft/mn, the digital
indication and the analog needle change from green to amber.
In addition, those indications change to amber in approach, in the following
cases:
− V/S less than −2000 ft/mn below 2500 ft RA
− V/S less than −1200 ft/mn below 1000 ft RA.
In case of a failure warning, the vertical speed scale is removed and
replaced by a red V/S flag which flashes for a few seconds then remains
steady (item B).

ADIRS
34−10
Figure 9 ND Display
ADIRS
34−10
ECAM SD display
The Static Air Temperature (SAT) and the Total Air Temperature (TAT) are per-
manently displayed on the lower part of the lower ECAM DU by a numerical
indication of two digits preceded by the plus or minus sign (item A).
These data are delivered by the ADR 1.
In case of failure or when NCD information is received from the ADR 1,
these data are replaced by crosses (item B).
Reconfiguration display
In case of loss of AIR DATA parameters on CAPT or F/O PFD and ND the
ADR 3 can be used as a back up source by placing the AIR DATA selector
switch in CAPT/3 position for EFIS 1 and F/O/3 position for EFIS 2.
In case of loss of TAT/SAT parameters on the lower ECAM DU the ADR 3 can
be used as a back up source by placing the AIR DATA selector switch in
CAPT/3 position.

ADIRS
34−10
Figure 10 ECAM Display

ADIRS
34−10
ALIGNMENT
Initialization Data
IR alignment is carried out on ground before takeoff and after the entry of the
current aircraft coordinates on the INIT page of the MCDU 1(2) or on the CDU
(DATA DISPLAY selector switch in PPOS position).
Valid initial position data must be received and verified by the IR during the
10−minute alignment or automatic sequencing to the NAV mode will be
delayed after position data is received.
Initial position data are verified by the IR. If a miscompare exists then:
a message is displayed on the upper ECAM DU :
NAV IR 1(2)(3) NOT ALIGN
POSITION MISMATCH
PRESENT POS−−−−−INSERT
a message ENTER PPOS is displayed on the ADIRS CDU (DATA DISPLAY
selector switch in STS position)
The miscompare is removed and the position data verified by the IR when:
the last two Set Latitudes received by the IR are identical and the last two
Set Longitudes received by the IR are identical, or
the last Set Latitude and Set Longitude received by the IR compare within
one degree of the latitude and longitude from the previous flight.

ADIRS
34−10
MM 34−14−00
Figure 11 Alignment Data initialization

ADIRS
34−10
Latitude Comparison Excessive Motion
The IR compares Set Latitude with a self−computed gyro−compass latitude The IR performs an excessive motion test during the Align submode.
after 10.0 minutes into alignment or any subsequent time when a valid Set If taxiing or towing causes a step input which exceeds 0.2 ft/s, in the X or Y
Latitude is available. velocity then:
In case of discrepancy the following message is displayed on the upper ECAM the EXCESS MOTION message is displayed on the ADIRS CDU (DATA
DU: DISPLAY selector switch in STS position)
NAV IR 1(2)(3) NOT ALIGN the following message is displayed on the upper ECAM DU:
POSITION MISMATCH NAV IR 1(2)(3) NOT ALIGN
−PRESENT POS−−−−−INSERT EXCESS MOTION
IR 1(2)(3) IN ALIGN
The message ENTER PPOS is displayed on ADIRS CDU (DATA DISPLAY se- the attitude information is flagged on the PFD.
lector switch in STS position). Thirty seconds after motion detection, the system reverts to a full alignment
The discrepancy exists when: (time to the end of alignment will revert to 9 min 30 s). It is not necessary to
the entered latitude differs from the computed latitude by greater than 0.5 re−enter the position.
The miscompare is removed if a subsequent entry of Set Latitude passes the
test.
If latitude test fails two times with identical set latitude inputs then:
the IR FAULT legend flashes on the CDU
the message IR FAULT appears on the CDU liquid crystal display (DATA-
DISPLAY selector switch in STS position)
A warning message appears on the upper ECAM DU:
NAV IR 1(2)(3) FAULT.

ADIRS
34−10
Figure 12 Align Procedure

ADIRS
34−10
INERTIAL REFERENCE INDICATING

Attitude and heading information is computed by the ADIRU (IR portion) and (4) Pitch Scale (white)
processed by the associated DMC. The attitude data are displayed on the PFD The scale moves behind the cut−sphere shaped window, limited by the lines of
and the heading data are displayed on the PFD, the ND and the VOR/DME an upper and a lower sector. The scale rotates around the center of the A/C
RMI. reference in accordance with the A/C present roll angle.
In addition, vertical speed (V/S) is displayed on the PFD and Ground Speed The lines are given every 2.5 degrees from 0 to 30 degrees, then for the 50
and wind indications are displayed on the ND. degrees and 80 degrees values for positive pitch angles.
In normal configuration, with the ATT/HDG selector switch in NORM position,
the IR1 data are displayed on the CAPT PFD, ND and the VOR/DME RMI. The (5) Side Slip Index (yellow)
IR2 data are displayed on the F/O PFD and ND. Represents on GROUND the A/C-accelloration in the latitude axis and
The following parameters can be displayed on the CDU liquid crystal display during FLIGHT the side slip.
according to the position of the DATA DISPLAY selector switch on the CDU:
wind (WIND) (6) Heading Reference Line (yellow) and Heading Scale (white)
present position (PPOS) (see next page)
true heading (HDG)
(7) Actual Track Symbol (green)
status of selected system conditions (STS)
The actual Track Symbol represents the A/C-movement in relation to True
track and ground speed (TK/GS) North.
test values (TEST).
Pitch Angle Information (item A)
The sources of the data displayed are controlled by the SYS DISPLAYselector
switch on the CDU. The A/C present pitch angle is given by the vertical displacements of the pitch
attitude scale with respect to the center of the A/C reference. Beyond 30 de-
ATTITUDE INFORMATION grees, red large arrow heads (V−shaped) indicate an excessive attitude and
The aircraft roll and pitch attitude is indicated in the center part of the PFD by a the direction to follow in order to reduce it (item B).
sphere representing a conventional ADI drum. Roll angle information (item A)
(1) Fixed Aircraft Symbol (black, yellow boxed) A yellow triangle which remains on the line going through the center of the A/C
The airplane symbol represents the longitudinal- and lateral axis of the A/C. reference and which is perpendicular to the horizon line, moves against the
fixed roll scale on the upper contour of the attitude sphere.

(2) Roll Scale (white)
Attitude failure
This fixed roll scale comprises white marks for the 10 degrees, 20 degrees,
30 degrees and 45 degrees significant values, on either side of the zero In case of attitude failure concerning the pitch and/or roll information the atti-
position (horizontal wings) which is indicated by a small fixed triangle. tude sphere goes out of view and is replaced by a red ATT flag which flashes
for a few seconds then remains steady (item C). In case of discrepancy de-
(3) Roll Index (yellow) tected by the FWC between the pitch or roll attitude information presented on
A yellow triangle which remains on the line going through the center of the the CAPT and F/O PFDs, a CHECK ATT amber message flashes for a few
A/C reference and which is perpendicular to the horizon line, moves against seconds on both PFDs, then remains steady (item D).
the fixed roll scale on the upper contour of the attitude sphere.

ADIRS
34−10
(3)
(2)
(5)
(1)
(4)
(6) (7)
Figure 13 ATT Information

ADIRS
34−10
HEADING INFORMATION
The aircraft magnetic or true heading is displayed on the PFD, the ND and the On the ND
VOR/DME RMI. The heading data is displayed on the ND in the three following operating
The true heading can be displayed on the CDU. modes: ROSE, ARC and PLAN.
The ROSE mode and the ARC mode are oriented with respect to the aircraft
heading, while the PLAN mode is oriented with respect to the true north.
On the PFD
True heading display
When true heading is displayed, a TRUE white message appears above the In ROSE or ARC mode, when true heading is displayed, a cyan
heading scale (item A). TRUE message appears at the top of the ND.
A blank heading scale (with 10 deg. spaced marks without any indicated value)
ROSE mode (item A)
is provided on the horizon line. The marks are just under this line.
In this mode each pilot has 3 different sub−modes of presentation of his ND:
This scale moves as the aircraft heading varies. For important nose up or nose
ROSE−ILS/ROSE−VOR/ROSE−NAV.
down the heading graduations remain at the lower or upper sector limit. Below
In the three ROSE sub−modes, the ND provides a display which is similar to
the sphere, a heading scale provides the pilot with the aircraft actual track and
that of a conventional HSI, i.e. a rotating heading dial orientated to the North
relative selection. This heading scale is graduated every 5 deg. (item A).
and giving to the pilot the aircraft actual magnetic or true heading with as
In case of failure, the heading graduation disappears on the two scales and a
reference the fixed yellow lubber line at the top of the dial.
red HDG flag appears on the lower heading scale (item B). It flashes for a few
seconds then remains steady. ARC mode (item D)
Furthermore, in case of discrepancy detected by the FWC between CAPT and In this mode the ND displays a 90 deg. heading sector ahead of the aircraft
F/O heading indications, with the heading signal valid, a CHECK HDG amber giving the aircraft actual magnetic or true heading with respect to the fixed
message is displayed at the center of the heading scale (item C). yellow lubber line at the top of the scale.
PLAN mode
The ND displays a static map orientated with respect to the true North.
Heading failure (items C and D)

In case of heading failure, the scale and all symbols positioned on the
ROSE and ARC scales go out of view; a red HDG flag comes into view be-
low the scale after flashing for a few seconds, when the DMC has detected
an anomaly concerning the heading parameter.
In addition, if a discrepancy between CAPT and F/O sides is detected by

the comparison inside the FWCs, the CHECK HDG message is displayed in
amber on both NDs (item E).

ADIRS
34−10
PFD ND
Figure 14 HDG Information

ADIRS
34−10
On the VOR /DME RMI VERTICAL SPEED
The heading indication is given by a dial which rotates in front of a fixed index The inertial vertical speed is displayed in the right side of the PFD (item C).
(item A). The vertical speed scale consists of:
In case of heading failure, the fire orange warning flag with the black HDG in- a trapezoidal grey background colored surface
scription comes into view at the top of the compass card (item B).
a fixed white scale with 500 ft/mn spaced marks from −2000 ft/mn to
On the CDU +2000 ft/mn
The time heading can be displayed on the CDU if the DATA DISPLAY a needle giving in analog form the actual vertical speed value
selector switch is placed in the HDG position. a number in a moving blanking window. This window accompanies the
needle (above the needle if V/S > 0, below if V/S < 0).
GROUND SPEED The number gives the V/S value in hundreds of ft/mn.
The ground speed is displayed in the left upper corner of the ND for ROSE, Between −200 ft/mn and +200 ft/mn, both the window and the number dis-
ARC or PLAN mode (item A). appear.
The GS title is displayed in white color and the ground speed value in green. above +6000 ft/mn (or below −6000 ft/mn), the needle remains stopped
In case of failure or NCD, the ground speed value is replaced by three dashed where it is.
lines (item B). When the vertical speed exceeds +6000 ft/mn or −6000 ft/mn, the digital
The ground speed can also be displayed on the CDU if the DATA DISPLAY indication and the analog needle change from green to amber.
selector switch is placed in the TK/GS position. In addition, those indications change to amber in approach, in the following
cases:
WIND INDICATIONS
V/S less than −2000 ft/mn below 2500 ft RA.
The wind origin, force and direction is displayed in the left upper corner of the
ND, for ROSE, ARC and PLAN mode (item A): − − V/S less than −1200 ft/mn below 1000 ft RA.
the wind origin is displayed in green color in degrees with respect to the In case of failure, the inertial vertical speed display is automatically replaced
true North by the baro vertical speed display
the wind force is displayed in green color in knots RECONFIGURATION DISPLAY
the wind direction, in analog form, is represented by means of a green ar- In case of loss of inertial parameters on the CAPT or F/O PFD and ND, the
row orientated with respect to the north reference in use. This arrow is dis- IR3 can be used as back up source by placing the ATT HDG selector switch in
played only if the wind force is greater than 2 knots. CAPT/3 position for the CAPT PFD and ND or in F/O/3 position for the F/O
In case of failure or NCD, the digital data are replaced by three dashed lines PFD and ND.
and the wind direction arrow disappears (item B). The wind indications can
also be displayed on the CDU if the DATA DISPLAY selector switch is
placed in the WIND position.

ADIRS
34−10
Figure 15 IR Information
ADIRS
34-10
ADIRU PERFORMANCE CRITERIA

History
The inertial parameters to be considered to evaluate the level of performance Residual Ground Speed error
of an inertial system after flight completion are: The residual ground speed for each IR is determined at the end of the flight
the radial position error (in NM) when the aircraft has come to a complete stop.
the residual ground speed error (in kts). Check of the residual ground speed can be made:
Depending on their magnitude noticed at the end of the flight, the concerned − On the CAPT (IR1) and F/O (IR2) Navigation Displays (ND):
inertial system(s) shall or shall not be removed from the aircraft. The residual ground speed of the IR3 can be read on the CAPT ND by
setting the ATT HDG selector switch to CAPT/3.
− On the ADIRS CDU:
Radial Position error
set the DATA DISPLAY selector switch to TK/GS
In order to address the statistical term of this requirement with the most rele-
set the SYS DISPLAY selector switch to 1, 2, 3
vant approximation, the removal criteria use a limit based on the recording of
the radial position error on two consecutive flights. read the respective ground speed in the CDU display.
The use of a two−strike method presents the advantage to decrease the re- Compare the recorded ground speed values with the following limits:
moval rate of healthy units that have shown, by chance, or by an inaccurate − if the residual ground speed error is 15 kts or greater after each of two
position entry at alignment, a radial position error beyond the specified criter- consecutive flights, replace the ADIRU
ion.The removal boundaries described on the figure present three different
− if the residual ground speed error is 21 kts or greater at the end of any
areas:
one flight, replace the ADIRU.
Area 1 − ADIRU OK all the time
Area 2 − ADIRU to be checked after second flight
Area 3 − ADIRU to be replaced.

ADIRS
34-10
Figure 16 ADIRU Performance Criteria

ADIRS Litton
34−10
ADIRS BITE (LITTON ADIRU)

The BITE facilitates maintenance on in−service aircraft. Last Leg Report
It detects and identifies faults related to the Air Data/Inertial Reference System This item describes the in−flight fault status of the selected ADR and related
(ADIRS) and reports them to the Centralized Fault Display Interface Unit LRUs during the last leg (flight leg 00).
(CFDIU).
The BITE is included in the following LRUs:
Air Data/Inertial Reference Unit (ADIRU) Previous Legs Reports
Air Data Module (ADM). This item describes the in−flight fault status of the selected ADR and related
LRUs during the previous legs (flight legs 01−62).
Control and Display Unit (CDU).
LRU Ident
AIR DATA BITE
On page 1/2, the Part Numbers and the Serial Numbers of the ADIRU and the
total pressure ADM are displayed.
Air Data Module
On page 2/2, the associated data to the remaining ADM are displayed.
The ADM performs various tests to detect its own faults and failed input signals
(check of programming pins).
Faults are annunciated to the ADR by omission or labeling of a faulty output Trouble Shooting Data
word (pressure label) and through the use of a discrete fault−code word output
A maximum of sixteen 16 bit words can be recorded for the Trouble Shooting
on the ARINC bus. Fault reports are also stored in a non−volatile memory
Data.
inside the ADM.
It is linked to the CFDIU through the ADIRU (ADR and IR portions) which
summarizes the BITE results for its own channel. Class 3 Faults
Air Data Part of ADIRU Output Tests

The ADR BITE monitors certain internal functions, the functionality of other The output tests are divided in three parts :
ADR internal hardware, the status of analog, digital and discrete inputs and
Slew tests
cross−channel comparisons with the other ADRs.

These BITE tests are performed either at power up or continuously with the Interface test
exception of cross−channel comparisons which are run once at takeoff. AOA test
Ground Report
FRA US/E se/rw 2.12.95 Page: 34

ADIRS Litton
34−10
ADIRU 1 ADIRU 3 ADIRU 2

CFDIU
Figure 17 ADR/CFDS Block Diagramm

ADIRS Litton
34−10
Ground Scanning
The Ground Scanning function performs most of the continuous tests.
All tests with an important time delay (temperature ...) are not performed within
this function.

ADIRS Litton
34−10
Figure 18 ADR Ground Scanning

ADIRS Litton
34−10
System test
The system test function performs power−up tests and various continuous
tests to provide a complete status of the ADR part ofthe ADIRS.
It is necessary to re−initialize the system for IR part because the navigation
data are erased by the test of the RAM performed at the power−up.

ADIRS Litton
34−10
Figure 19 ADR System Test

ADIRS Litton
34−10
Output Tests
1.: Slew Tests
The Slew tests are divided in two parts :
Altitude dynamic slew
This function slews the altitude between the lower limit and the upper limit
(up or down). These data are entered by the operator.
The altitude limit values are tested to be within −2000 and +50000 feet. The
altitude lower limit is tested to be less than the altitude upper limit. The alti-
tude slew rate is tested to be within 1 to +20000 ft/mn.
CAS dynamic slew
This function slews the Computed Air Speed between the lower limit and
the upper limit (up or down) at the CAS slew rate. These data are entered
by the operator.
The CAS limit values are tested to be within 0 and +450 knots. The CAS
lower limit is tested to be less than the CAS upper limit. The CAS slew rate
is tested to be within 1 to +100 Kts/Min.
Note: Pull the baro reference selector knob. The Slew Test outputs are only
displayed when STD is selected.

ADIRS Litton
34−10
Figure 20 ADR Slew Tests

ADIRS Litton
34−10
2.: Interface Test
Initiation of the ADR Interface Test causes the following sequence to occur :
0−5 seconds (Failure Warning Test)
− For 0−5 seconds after initiation of the test mode the ADR Outputs are
transmitted. Since this is the failure warning test period, the BCD output
parameters are not transmitted and the SSM of the BNR parameters are
set to FW.
Timing tolerance is +/− 0,5 second.
5−10 seconds (Altitude Ramp Test)
− For 5−10 seconds after initiation of the test mode the ADR Outputs are
transmitted. Since this is the altitude ramp test period, the altitude out-
puts are slewed in a positive direction for the entire 5−second period at a
rate of 600 ft/min, starting at the ambient computed altitude.
10 second until test completion (Fixed Output Test)
− From 10 seconds after initialization of the test mode until the test
completion is commanded, ADR fixed outputs are transmitted.
Note
The required outputs are included in the Task ”BITE Test of the ADR System”
( AMM 34−10−00 ).

ADIRS Litton
34−10
Figure 21 ADR Interface Test

ADIRS Litton
34−10
3.: AOA Test
The AOA test function set the AOA test output discrete to command the AOA
sensor to fixed position greater than the stall warning threshold. So, the Flight
Warning Computer activates the aural stall warning.

ADIRS Litton
34−10
Figure 22 ADR AOA Test

ADIRS Litton
34−10
Current Status
The Current Status function displays on 8 pages the state (as read by the com-
puter) of the discrete inputs, digital inputs (ADM and baro−correction), analog
inputs and power condition.

ADIRS Litton
34−10
Figure 23 ADR Current Status

ADIRS Litton
34−10
INERTIAL REFERENCE BITE

The IR BITE monitors certain functions. Last Leg Report
Some of them enable to monitor operation errors. These tests are:
Align in air
Previous Legs Report
Excessive Motion
Latitude comparison test.
They result in IR warnings but without fault message sent to the CFDIU. LRU Ident
The Part Numbers and the Serial Numbers of the ADIRU are displayed.
Ground Scanning
The Ground Scanning function performs most of the continuous tests. All tests
with an important time delay (temperature ...) are not performed within this
function.
Trouble Shooting Data

A maximum of sixteen 16 bit words can be recorded for the Trouble Shooting
Data.
Class 3 Fault
System Test
The system test function performs power−up tests and various continuous
tests to provide a complete status of the IR part of the ADIRS.
The layout of the System test pages of the ADR and IR parts are equivalent
except of the title ADR which is replaced by IR.
It is necessary to re−initialize the system because the navigation data are
erased by the test of the RAM performed at the power−up.
Ground Report

ADIRS Litton
34−10

CFDIU
Figure 24 IR/CFDS Block Diagramm

ADIRS Litton
34−10
Interface Test
Initiation of the IR Interface Test shall cause the following sequence to occur :
0−2 seconds
− BCD, BNR and Discrete Words − output with SSM set to Functional
Test and data set. Annunciator discretes shall be energized.
Over 2 seconds
− BCD, BNR and Discrete Words − output with SSM set to Functionnal
Test and data set. Annunciator discretes released to indicated status.
Note
The required outputs are included in the Task ”BITE Test of the IR System”
( AMM 34−10−00 ).

ADIRS Litton
34−10
Figure 25 IR Interface Test

ADIRS Litton
34−10
Current Status
The Current Status function displays on 8 pages the state (as read by the com-
puter) of the discrete inputs, digital inputs (Set Lat and Long from FMGEC),
power condition.

ADIRS Litton
34−10
AMM 34−18−00 Config 2 8/94
Figure 26 IR Current Status

ADIRS Litton
34−10
Specific Data
On some aircraft, you don’t have direct access to the Current Status menu.
You must select SPECIFIC DATA. Then you can select
Current Status
GPIRS Report
GPIRS Report
The GPIRS Report function displays GPS primary (AIME) parameters which
are stored either in case of GPS primary failure or routinely at the end of each
flight (historic on several flights).

ADIRS Litton
34−10
AMM 34−18−00
Figure 27 GPIRS Report

Navigation A 319/320/321
ADIRS Honeywell
34−10
ADIRS BITE (HONEYWELL ADIRU)

The BITE facilitates maintenance on in−service aircraft. Last Leg Report
It detects and identifies faults related to the Air Data/Inertial Reference System This item describes the in−flight fault status of the selected ADR and related
(ADIRS) and reports them to the Centralized Fault Display Interface Unit LRUs during the last leg (flight leg 00).
(CFDIU).
The BITE is included in the following LRUs:
Air Data/Inertial Reference Unit (ADIRU) Previous Legs Report
Air Data Module (ADM). This item describes the in−flight fault status of the selected ADR and related
LRUs during the previous legs (flight legs 01−62).
Control and Display Unit (CDU).
LRU Identificaton
AIR DATA BITE
This item describes, for the ADR portion, the current part numbers and revision
status of the selected ADR hardware and software, including ADM identifi-
Air Data Module
cation.
The ADM performs various tests to detect its own faults and failed input signals
(check of programming pins).
Faults are annunciated to the ADR by omission or labeling of a faulty output Current Status
word (pressure label) and through the use of a discrete fault−code word output
This item describes the current on−the ground fault status of the selected ADR.
on the ARINC bus. Fault reports are also stored in a non−volatile memory
inside the ADM.
It is linked to the CFDIU through the ADIRU (ADR and IR portions) which
summarizes the BITE results for its own channel.
Air Data Part of ADIRU

The ADR BITE monitors certain internal functions, the functionality of other
ADR internal hardware, the status of analog, digital and discrete inputs and
cross−channel comparisons with the other ADRs.

These BITE tests are performed either at power up or continuously with the
exception of cross−channel comparisons which are run once at takeoff.
FRA US/E rw 30.11.95 Seite: Page: 56

ADIRS Honeywell
34−10

CFDIU
Figure 28 ADR/CFDS Block Diagramm

ADIRS Honeywell
34−10
ADR INTERACTIVE FUNCTION

Interface Test Altitude Dynamic Slew Test
This item controls the functional test modes of the selected ADR. The activation of this test causes the ADR to output a simulated ramp of
The text which is displayed on the MCDU discripes the various steps altitude between low and high altitude limits specified by the operator. These
of the Interface Test. limits, as well as the slew rate, are entered by the operator by means of the
When you push the LSK adjacent to the TEST START indication, the following MCDU keyboard.
test sequence is run: The maximum slew rate is 20 000 ft/min.
0−5 seconds: Failure Warning Test Note: Pull the baro reference selector knob. The Slew Test outputs are only
On the ADIRS CDU, the FAULT and the OFF legend of the pushbutton displayed when STD is selected.
switch come on.
On the PFD, the speed and altitude scale are no more shown and the SPD
and ALT flags are shown. CAS Dynamic Slew Test
The Master Coution Lights come on with a single chime. The activation of this test causes the ADR to output a simulated ramp of com-
5 to 10 seconds: Altitude Ramp Test puted airspeed between low and high speed limits specified by the operator.
The warnings are no more shown. These limits, as well as the slew rate, are entered by the operator by means of
On the PFD, the altitude increases. the MCDU keyboard.
After 10 seconds: Fixed Output Test The maximum slew rate is 100 kts/min.
Fixed ADR values are shown. The required outputs are listet in the AMM
34−10−00, Task ”BITE Test of the ADR System”.
AOA Sensor Test
The activation of this test causes the ADR to output the actual measured
values of AOA and to send the test discrete which causes the AOA sensor to
be commanded to a fixed position greater than the stall warning threshold.
Thus, the Flight Warning Computer activates the aural stall warning.

ADIRS Honeywell
34−10
Figure 29 ADR Interactive Function

ADIRS Honeywell
34−10
INERTIAL REFERENCE BITE

The IR BITE monitors certain functions. Last Leg Report
Some of them enable to monitor operation errors. These tests are: This item describes the in−flight fault status of the selected IR during
Align in air the last leg (flight leg 00).
Excessive Motion
Latitude comparison test. Previous Legs Report
They result in IR warnings but without fault message sent to the CFDIU. This item describes the in−flight fault status of the selected IR during
the previous legs (flight legs 01−62).
LRU Identificaton
This item describes the ADIRU part number and serial number.
The part number and the serial number of the CDU are also displayed.
Current Status
This item describes the current on−the ground fault status of the selected IR.

ADIRS Honeywell
34−10

CFDIU
Figure 30 IR/CFDS Block Diagramm

ADIRS Honeywell
34−10
Interface Test
This item controls the functional test modes of the selected IR.
The Test Mode is inhibited whenever any of the following conditions exists:
Ground Speed greater than 20 kts
IR in the ATT Mode.
The text which is displayed on the MCDU discripes the various steps
of the Interface Test.
When you push the LSK adjacent to the TEST START indication, the following
test sequence is run:
0−2 seconds:
On the ADIRS CDU, the ON BAT light, the FAULT light and the ALIGN
lights come on. The ENT and CLR keys come on.
After 2 seconds:
Fixed IR values are shown. The required outputs are listet in the AMM
34−10−00, Task ”BITE Test of the IR System”.

ADIRS Honeywell
34−10
Figure 31 IR Interactive Function

SATELLITE NAVIGATION
34−58
34−58 SATELLITE NAVIGATION

GLOBAL POSITIONING SYSTEM GENERAL
GPS is a satellite supported navigation system to determine the Present Indications
Position. It supplements the ADIRS, because inertial refence systems lose In the cockpit there are no GPS indications on the instruments.
accuracy depending on the time in the navigation mode.
24 satellites are in an orbit and send signals using the frequency 1575.42 Mhz.
In order to determinate the present position, GPS uses up to eight satellites. BITE
There is no specific CMS BITE for the GPS.
GPS INTERFACE
Failures
In the A 321, two GPS sensor units ( GPSSU ) with one antenna each are
installed. For a quick alignment the GPSSUs receive the present position from The GPSSU status and GPSSU data are monitored by the ADIRUs.
the ADIRUs. The UTC is also used. The ADIRUs send the GPS fault message to the FWCs which generate
Each GPSSU supplies the ADIRUs with those data: an ECAM message.
Present Position If GPS 1 fails the following level 2 message is displayed:
Ground Speed NAV GPS1 FAULT.
Track.
Normally GPSSU 1 supplies ADIRU 1 and ADIRU 3.

GPSSU 2 supplies ADIRU 2.
If a GPSSU fails the ADIRUs select the remaining GPSSU automatically.
Each ADIRU computes hybrid GPIR data, using the data computed by its
IR−part and the input from the supplying GPSSU.
The IR−part of each ADIRU supplies the FMGCs with those data:
Hybrid GPIR data
IR data
GPS data.
In the last case, the signals are routed through the ADIRU.

34−58
ADIRU 1
Att/Hdg Sel Switch
GPSSU 1 FMGC 1
FWC 1
ADIRU 3
GPSSU 2
FWC 2
ADIRU 2 FMGC 2
Figure 32 Block Diagram
34−58
GPS MONITOR PAGE

General
On the MCDU, the GPS monitor page displays GPS data.
Access Procedure
The procedure to call the GPS monitor page is:
1. Push the key for DATA on the MCDU.
The DATA INDEX appears.
2. Push LSK 3L for GPS MONITOR.
The GPS monitor page appears.
GPS Data
On the GPS monitor page the following data are displayed:
Present Position
True Track
( Track refered to geographc north)
Figure of Merit
( Accuracy in meters )
Ground Speed
Mode
( Acquisition Mode ACQ or nav mode NAV ).
Note: During poor receiving conditions ( aircraft in the hangar )

no data are displayed.

34−58
AMM 34−58−00
Figure 33 GPS Monitor Page

34−58
LOCATION
Antenna Location
Both GPS antennas are mounted in 12 o’clock position.
GPSSU Location
The GPSSUs are mounted close to the GPS antennas behind the ceiling
in 1 o’clock position.

34−58
AMM 34−58−00
Figure 34 Component Location

34−58
AMM 34−58−00 AMM 34−58−11
Figure 35 GPS Antenna

34−58
GPSSU
AMM 34−58−00 AMM 34−58−31
Figure 36 GPSSU
TABLE OF CONTENTS
ATA 34 NAVIGATION . . . . . . . . . . . . . . . . . . . . . . . . . 1
34−20 STANDBY NAVIGATION SYSTEMS . . . . . . . . . . . . . . . . . . . 2
STANDBY INSTRUMENTS PRESENTATION . . . . . . . . . 2
STANDBY DATA: ALTITUDE AND AIRSPEED . . . . . . . . . 4
STANDBY DATA: ATTITUDE AND HEADING . . . . . . . . . 6
34−10 AIR DATA / INERTIAL REFERENCE SYSTEM . . . . . . . . . . 8
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
SWITCHING PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . 14
AIR DATA INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
INERTIAL REFERENCE INDICATING . . . . . . . . . . . . . . . . 26
ADIRU PERFORMANCE CRITERIA . . . . . . . . . . . . . . . . . 32
ADIRS BITE (LITTON ADIRU) . . . . . . . . . . . . . . . . . . . . . . . 34
AIR DATA BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
INERTIAL REFERENCE BITE . . . . . . . . . . . . . . . . . . . . . . . 48
ADIRS BITE (HONEYWELL ADIRU) . . . . . . . . . . . . . . . . . 56
AIR DATA BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
ADR INTERACTIVE FUNCTION . . . . . . . . . . . . . . . . . . . . . 58
INERTIAL REFERENCE BITE . . . . . . . . . . . . . . . . . . . . . . . 60
34−58 SATELLITE NAVIGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
GLOBAL POSITIONING SYSTEM GENERAL . . . . . . . . . 64
GPS INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
GPS MONITOR PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Page: i
TABLE OF FIGURES
Figure 1 Standby Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 32 Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Figure 2 Standby Altitude and Airspeed . . . . . . . . . . . . . . . . . . . . . . 5 Figure 33 GPS Monitor Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 3 Standby Attitude and Heading . . . . . . . . . . . . . . . . . . . . . . 7 Figure 34 Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Figure 4 ADIRS Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 35 GPS Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Figure 5 ADIRU Block Diagramm . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 36 GPSSU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Figure 6 ADIRS Switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Figure 7 Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Figure 8 PFD Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Figure 9 ND Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 10 ECAM Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure 11 Alignment Data initialization . . . . . . . . . . . . . . . . . . . . . . . . 23
Figure 12 Align Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 13 ATT Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 14 HDG Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Figure 15 IR Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Figure 16 ADIRU Performance Criteria . . . . . . . . . . . . . . . . . . . . . . . 33
Figure 17 ADR/CFDS Block Diagramm . . . . . . . . . . . . . . . . . . . . . . 35
Figure 18 ADR Ground Scanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 19 ADR System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Figure 20 ADR Slew Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Figure 21 ADR Interface Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Figure 22 ADR AOA Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Figure 23 ADR Current Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Figure 24 IR/CFDS Block Diagramm . . . . . . . . . . . . . . . . . . . . . . . . . 49
Figure 25 IR Interface Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Figure 26 IR Current Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Figure 27 GPIRS Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Figure 28 ADR/CFDS Block Diagramm . . . . . . . . . . . . . . . . . . . . . . 57
Figure 29 ADR Interactive Function . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Figure 30 IR/CFDS Block Diagramm . . . . . . . . . . . . . . . . . . . . . . . . . 61
Figure 31 IR Interactive Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Page: ii
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Training Manual A 319/320/321: ATA 34 Navigation

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Training Manual A 319/320/321: ATA 34 Navigation

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Training Manual

Lufthansa Issue: May 1998

Lufthansa Technical Training GmbH

Lufthansa Base Frankfurt

Lufthansa Base Hamburg

FRA US/E rw 8.10.97 Page: 1

34−20 STANDBY NAVIGATION SYSTEMS

HAM US/E Bo 1.11.95 Page: 2

Figure 1 Standby Instruments

STANDBY DATA: ALTITUDE AND AIRSPEED

Standby Altimeter Metric Altimeter

Standby Airspeed Indicator

HAM US/E Bo 1.11.95 Page: 4

Standby Airspeed Indicator

Figure 2 Standby Altitude and Airspeed

STANDBY DATA: ATTITUDE AND HEADING

HAM US/E Bo 1.11.95 Page: 6

Figure 3 Standby Attitude and Heading

34−10 AIR DATA / INERTIAL REFERENCE SYSTEM

HAM US/E Bo 3.11.95 Page: 8

Figure 4 ADIRS Schematic

HAM US/E Bo 3.11.95 Page: 10

Figure 5 ADIRU Block Diagramm

HAM US/E Bo 3.11.95 Page: 12

Figure 6 ADIRS Switching

HAM US / E Bo 7.11.95 Page: 14

HONEYWELL ADIRU LITTON ADIRU

AIR DATA INDICATING

HAM US/E Bo 10.11.95 Page: 16

Figure 8 PFD Display

HAM US/E Bo 10.11.95 Page: 18

HAM US/E Bo 10.11.95 Page: 20

Figure 10 ECAM Display

HAM US/E Bo 2.12.95 Page: 22

Figure 11 Alignment Data initialization

HAM US/E Bo 2.12.95 Page: 24

Figure 12 Align Procedure

INERTIAL REFERENCE INDICATING

fixed roll scale on the upper contour of the attitude sphere.

HAM US/E Bo 12.11.95 Page: 26

Figure 13 ATT Information

Heading failure (items C and D)

In addition, if a discrepancy between CAPT and F/O sides is detected by

HAM US/E Bo 12.11.95 Page: 28

Figure 14 HDG Information

HAM US/E Bo 12.11.95 Page: 30

ADIRU PERFORMANCE CRITERIA

HAM US/E Bo 12.11.95 Page: 32

Figure 16 ADIRU Performance Criteria

ADIRS BITE (LITTON ADIRU)

Air Data Part of ADIRU Output Tests

cross−channel comparisons with the other ADRs.

FRA US/E se/rw 2.12.95 Page: 34

ADIRU 1 ADIRU 3 ADIRU 2

Figure 17 ADR/CFDS Block Diagramm

FRA US/E se/rw 2.12.95 Page: 36

Figure 18 ADR Ground Scanning

FRA US/E se/rw 2.12.95 Page: 38

Figure 19 ADR System Test

FRA US/E se/rw 2.12.95 Page: 40

Figure 20 ADR Slew Tests

FRA US/E se/rw 2.12.95 Page: 42