B767 ATA 34 Student Book
B767 ATA 34 Student Book
B767 ATA 34 Student Book
CH 34
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STUDENT NOTES
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NAVIGATION INTRODUCTION
General
Pitot/Static System - senses dynamic (pitot) and ambient (static) air pressure
and supplies these to the standby altitude and airspeed indicators and to the air
data computers which compute and display air data parameters.
Air Data Computing System - computes airspeed, altitude, mach number and
temperature data and supplies it in digital format to interfacing systems.
Air Data Instrument Systems - displays airplane speed and altitude on both
pneumatic and electronic displays.
Altitude Alert System - provides aural and visual alert indications when the
airplane approaches or departs from a selected altitude.
Inertial Reference System (IRS) - primary reference source for attitude and
navigation displays and autoflight systems. The IRS determines and provides
angular rates and accelerations and computes attitude, true and magnetic
headings, velocity and present position.
Electronic Flight Instrument System (EFIS) - the primary navigation display
system utilizes the electronic attitude display indicator (EADI), the electronic
horizontal situation indicator (EHSI), radio distance magnetic indicator (RDMI),
and the vertical speed indicator (VSI). The EADI and EHSI are CRT displays
driven by one of 3 symbol generators. The EADI provides primary attitude, flight
director and autoflight mode annunciation. The EHSI is the primary navigation
display.
Standby Magnetic Compass - an independent compass providing a backup
indication of the airplane's magnetic heading.
Standby Attitude Reference System - provides a backup indication of pitch, roll,
and ILS displays.
ILS Navigation System - determines lateral (localizer) and vertical (glideslope)
deviations which are displayed by the EADI and EHSI.
Marker Beacon System - provides visual and aural indications when the
airplane flies over various types of marker beacons.
Radio Altimeter System - determines airplane height above the terrain for
display and use by other systems.
Weather Radar System - displays areas of precipitation ahead of the airplane
on the EHSI and a weather radar indicator.
Ground Proximity Warning System (GPWS) - provides aural and visual
warnings on the airplane's approach toward terrain, windshear, or departure
below glideslope path, by monitoring ILS, IRS, radio altitude, and ADC data.
VOR System - determines bearing with respect to ground-based VOR stations.
Air Traffic Control (ATC) System - derives air data for transmission with selected
code and identification to the ground in response to ATC interrogation.
Distance Measuring System (DME) - determines slant range distance from the
airplane to DME ground stations and displays it on the RDMI and EHSI.
Flight Management System (FMS) - provides navigation and performance data
to the autoflight systems and the flight instrument systems. The FMS
continuously calculates and executes optimum airplane performance paths.
NAVIGATION INTRODUCTION
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ADIRU Purpose
The air data inertial reference unit (ADIRU) contains three laser gyros for
sensing airplane angular rate about the pitch, roll, and yaw axes, and three
accelerometers for sensing linear acceleration along the airplane longitudinal,
lateral, and vertical axis. An internal digital computer uses these signals to
calculate airplane present position.
Motion Detection
If motion is detected during the align mode, the alignment will automatically be
restarted 30 seconds after the motion has stopped. This restarted alignment
will require only 8 minutes, omitting the usual 2 minute initial standby time.
Also, the initial present position will be either the most recent pilot entry made
during the align mode (either before or after the restart) or the last computed
position before a down mode alignment if no pilot entry was made.
The IRU has the capability to display on the IRMP the time remaining, in
minutes, until completion of alignment.
Barometric Altitude Tolerance
The ADIRU barometric altitude reasonableness limit test tolerates a barometric
altitude input of (-) 2000 feet to prevent false VSI flags during extremely high
barometric pressure periods.
Post-Shop-Visit Position Compare
No initialization position comparison to the last stored position is made during
the first alignment cycle following a shop visit by the ADIRU.
Attitude Mode Select Delay
Auto-calibrate Function
Any change in pitch, roll or yaw caused by biasing errors results in appropriate
corrections, rather than continuing to use initial conditions.
The ADIRU delays actual entry into attitude mode for 2 seconds after selection
in order to preclude accidental selection of the attitude mode by overshooting
the NAV position of the mode select switch.
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ADIRU - INTRODUCTION
Purpose
The Air Data Inertial Reference System is one of the primary sensing systems.
It provides the primary and navigational parameters indicated in the associated
graphic.
System Components
The system consists of three Air Data Inertial Reference Units (ADIRUs) which
sense: angular rates about the X (roll) axis, Y (pitch) axis, and Z (azimuth) axis
using laser gyros; and, linear accelerations along the same three orthogonal
axes using accelerometers. The inertial reference mode panel (IRMP) provides
system control. The ADIRS system conforms to ARINC 704, as well as ARINC
600 and ARINC 429.
Inputs
Air data provides barometric altitude and altitude rate for altitude and vertical
speed damping. It also provides true air speed for wind computations. The
control display units of the flight management computer system can be used for
system initialization.
System Controls
The inertial reference mode panel (IRMP) provides system mode selection,
system monitoring and an alternate method of initialization.
System Outputs
A number of airplane systems use the ARINC 429 outputs of the system,
including display indicators of the flight instrument system.
ADIRU INTRODUCTION
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DC FAIL - illuminates amber when the battery power source drops below
18 volts dc. ON DC and DC FAIL cannot both be on at the same time.
FAULT - illuminates amber when IRS failures are detected.
DSPL Select Switch
TK/GS (Track angle/ground speed) - True track angle from 0 through 359.9
degrees is displayed in digits 3 through 6, with a resolution of 0.1 degree.
Ground speed from 0 through 2,000 knots is displayed in digits 10 through
13, with a resolution of 1 knot.
Example: 123.4 degrees 321
PPOS (Present position) - Latitude from 90 degrees S to 90 degrees N is
displayed in digits 1 through 6, and longitude from 180 degrees E to 180
degrees W is displayed in digits 7 through 13. Resolution is 0.1 minute.
Example: N89 degrees 59.9' W179 degrees 59.9'
WIND (Wind angle/wind speed) - True Wind angle from 0 to 359 degrees is
displayed in digits 4 through 6 with a resolution of 1 degree. Wind speed
from 0 through 256 knots is displayed in digits 11 through 13 with a
resolution of 1 knot.
Example: 321 degrees 50
HDG (Heading) - True heading from 0 to 359.9 degrees is displayed in
digits 3 through 6 with a resolution of 0.1 degree. Digits 7 through 13 are
blank.
Example: 123.4 degrees
Keyboard
The twelve-key keyboard allows entry of initial latitude and longitude when in
ALIGN and of set-magnetic-heading when in ATT. The keyboard has 12 panel
lamps for keyboard lighting, which use the variable zero-to-five volt ac signal
provided by the aircraft light dimming control circuits.
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Procedure
The Procedures to align are as follows:
Place mode select switches for the ADIRUs in ALIGN or NAV. Check that the
ON DC annunciators illuminate momentarily and then the ALIGN annunciators.
Place DSPL SEL in PPOS position (to verify IRU has been initialized).
Normal Procedure
Alignment can be achieved by the procedure shown with the mode select
switches in ALIGN. Normally alignment takes a minimum of ten minutes at
which time the ADIRUs are ready to be switched into the NAV mode. The
operator must insert present position sometime during the alignment process
using either the FMC CDU or the IRMP. Problems with the alignment process
are indicated by a flashing ALIGN annunciator or steady FAULT annunciator on
the IRMP.
The alternate alignment procedure is to move the IRMP mode select switch
directly into NAV. The ADIRU automatically advances to the navigate mode at
completion of the ten minute alignment if present position has been entered. If
a problem occurs during alignment, the fault annunciator illuminates, and if
present position has not been entered by the time alignment is complete the
ALIGN annunciator flashes.
Time-To-Navigation Mode Display
The time interval, in minutes, for an ADIRU to enter the navigation mode may
be displayed as depicted on the graphic.
ADIRU INITIALIZATION - USING IRMP
The IRMP can also initialize the inertial reference system. Present position is
entered into all ADIRUs that are aligning, as indicated by ALIGN annunciators.
Initialization must occur before the ADIRUs will complete the alignment
process.
Enter the latitude and longitude of present position with the keyboard.
Either latitude or longitude can be entered first.
For latitude, press N2 or S8 key. The letter N or S will appear on the left digit of
the left display and the rest of the display will blank.
Continue to enter latitude. As a key is pressed, the digit appears in the right
digit of the left display and remaining digits shift one to the left. Press ENT to
enter the latitude into the ADIRU computer.
Longitude is entered in the right display in a similar way, starting with the W4 or
E6 key. Press ENT to enter the display information into the IRU computer. The
IRU selected by the SYS DSPL switch should return the entered latitude and
longitude to the display.
If a mistake is made before ENT is pressed, the CLR key allows the displays to
be cleared.
ONN101FEIRMPSTARTSAT6ANDGOESDOWN
TOTALTIMETOALIGNTIMEDAT4MIN39SEC
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The master dim and test switch may be used to test the IRMP instead of the test
switch on each individual ADIRU. If the master dim and test switch is to be
used, all three ADIRUs should be installed or the master dim and test IND LTS
switch should be in the BRT position.
CAUTION: DO NOT OPERATE MASTER DIM AND TEST SWITCH FOR
MORE THAN FIVE MINUTES WITH MASTER DIM AND TEST
IND LTS SWITCH IN DIM POSITION WHEN ANY OF THE
THREE ADIRUS ARE REMOVED. DAMAGE TO THE IRMP CAN
RESULT.
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Test Results
The test results and their sequence of occurrence are as shown on the graphic.
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The EADI displays pitch and roll from the selected ADIRU. Ground speed is
dynamic data from the selected FMC that defaults automatically to the IRU.
ADIRS source select switches allow the captain (P1-1) and first officer (P3-3) to
switch between the normal (on side ADIRU) and alternate (center IRU) source
of ADIRU data.
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ADIRS INPUTS
Ground Warning
System Power
If ac power is lost and any ADIRU is on, the ground crew call horn will sound to
warn personnel that the ADIRU is being powered from the airplane battery.
Normal system power is 115 volts ac from circuit breakers on the P11 panel with
28 volts dc from the hot battery bus providing a backup power source. For
system startup, ac or dc power must be available.
Switching to 28 volts dc is accomplished automatically by the ADIRUs when
loss of 115 volts ac is sensed. Five minutes after 28 volts dc is supplied from
the main battery relay, the backup hot battery bus 28 volts dc is removed from
the right IRU by the IRS DC power disconnect relay. The center and left
ADIRUs remain powered from the airplane battery. During autoland the center
bus isolation relay K123 inhibits the IRS DC power disconnect relay.
Note:
After a five minute time delay due to AC power lost the left and
center ADIRUs will shut down with the right continuing on DC
power until the aircraft battery is depleted.
ADIRS Inputs
The inertial reference mode panel provides mode select discretes to the
ADIRUs.
The left and right air data computers provide altitude, altitude rate, and true
airspeed. For the left and right ADIRUs, the ADC is selected by the on side
ADC instrument source select switch. The center ADIRU receives a switching
discrete from the first officer's IRS source select switch to control which (left or
right) ADC input it uses. In the normal, position the left ADC supplies the center
ADIRU, in ALTN (alternate) position the right ADC supplies the center IRU.
Data also comes from both left and right flight management computers as
initialization inputs.
The L/R YAW DMPR test switch on the P61 panel will cause the left or right yaw
damper module to go in to test. When either module is in test it sends an
ADIRU test discrete to all three ADIRUs.
ADIRS INPUTS
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ADIRS OUTPUTS
Output Signals
The high speed ARINC 429 data buses transmit data from each ADIRU related
to airplane heading, attitude, inertial velocities, position, acceleration, angular
rates, and wind speed and direction. Status discretes route to the inertial
reference mode panel and to the EICAS computers for display on the upper
EICAS display unit.
Interfacing Systems
This sheet shows the ADIRU that provides data to each interfacing system.
MMR Input for GPS initialization is provided on provisional aircraft.
ADIRS OUTPUTS
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TheALTERNATEVMO/MMOselectswitchallowsthe
airplanetoflywiththelandinggearextended.
VMO=VELOCITYMAXIMUMOPERATING
MMO=MACHMAXIMUMOPERATING
ALTERNATE VMO/MMO SELECT SWITCH
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ADIRS MESSAGES
General
The upper EICAS display unit on the EICAS panel announces the IRS ON DC,
IRS DC FAIL, and IRS FAULT messages as a level C message. These
messages appear at the same time as the amber annunciator lights on the
IRMP.
ADIRS MESSAGES
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The aircraft structural repair manual (SRM) will contain specific RVSM
requirements to ensure proper maintenance of airframe geometry relative to
repairs or alterations made in defined windows surrounding pitot/static probes,
static ports, and AOA sensors.
The SRM will provide the limits for the following:
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ANTENNA LOCATIONS
Two directional TCAS antennas are installed, one on the top and one on the
bottom of the forward fuselage
The nose radome area contains the weather radar antenna (flat plate).
Glide slope antenna
Left, right, & center
Two dual-element antennas are installed on the forward pressure bulkhead in
the nose radome area
Localizer antennas
Left, right, & center
Two dual-element antennas are installed on the forward pressure bulkhead in
the nose radome area
ATC (Air Traffic Control) antennas
Left & right
Two blade antennas are installed, one on upper and one on lower forward
fuselage. (mode S)
DME (Distance Measuring Equipment) antennas
Left & right
Two blade antennas are installed on the lower mid fuselage
Radio altimeter antennas
Left, right, & center
Six surface mounted antennas are installed on the lower mid fuselage; 3
transmit and 3 receive antennas
Marker beacon antenna
The marker beacon antenna is installed on the lower mid fuselage
ANTENNA LOCATIONS
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Aural
Purpose
The system advises the pilots when the airplane approaches within 750 feet of a
preselected altitude and when the airplane departs a distance greater than 250
feet from a preselected altitude.
AFCS Mode Control Panel
This panel provides the means for the pilots to input a selected altitude into the
AFCS and altitude alert system.
Air Data Inertial Reference Units
These units provide barometric altitude reference data to the altitude alert
system.
Proximity Switch Electronics Unit
This unit sends a landing gear up/down signal.
Parking Brake Switch
The set or released status signal is provided by this switch.
Visual
The visual indications output by this system are: amber master caution lights,
the amber ALT ALERT light, the two white ALT lights on the captain's and F/Os
altimeters, the level B message ALTITUDE ALERT on the upper EICAS display.
General Operation
Following the selection of a desired altitude, various visual indications and aural
sounds occur as the airplane approaches and later deviates from that altitude.
Altitude alerting occurs at certain specific distances from the selected altitude
during the approach mode and deviation mode. The specific distances are
described later.
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Track
When the airplane is in the air, the EFIS normally uses the FMC calculated
value of track for display. If the FMC track is invalid, EFIS will use track from its
on side or selected ADIRU. When the airplane is on the ground (ground speed
less than 50 knots), EFIS uses heading from the on side or selected ADIRU and
displays it as track (track and heading are always the same on the ground).
If the on side ADIRU fails in flight, the other ADIRUs continue to provide valid
data to the FMC, which provides valid track to the EFIS symbol generators. The
EFIS will continue to show a valid map display (except the heading bug is
missing). If the on side ADIRU fails on the ground, the map display will show
the MAP and TRK flags because the EFIS uses the heading from the on side
(which is invalid) ADIRU as a substitute for track.
Ground Speed
Normally the EFIS uses the FMC for the ground speed display. If the FMC is
not valid the EFIS uses the on side or selected ADIRU for the ground speed
display.
Wind
Normally, the EFIS uses the FMC for the wind direction and speed display. If
the FMC is not valid the EFIS uses the on side or selected ADIRU.
Heading and Attitude
The EFIS always uses the on side or selected ADIRU for heading and pitch and
roll attitude display.
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EFIS - INTRODUCTION
General
The flight instrument system provides displays for most of the airplane
navigational systems.
Subsystems included in the flight instrument system are:
Electronic Flight Instrument System (EFIS)
EFIS includes the electronic attitude director indicators (EADIs), electronic
horizontal situation indicators (EHSIs), EFIS symbol generators, and EFIS
control panels.
Radio Distance Magnetic Indicators (RDMIs)
The RDMIs display airplane heading navigational distance, an d directional
bearings.
Vertical Speed Indicators (VSIs)
For display of vertical climb and descent rates as sensed by the Air Data Inertial
Reference System (ADIRUs).
Instrument Source Select Switches
For switching to alternate navigational sources in case the primary sources fail.
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Front Panel
The momentary TEST switch initiates the self-test for checking the symbol
generator, display units, and control panel. The momentary RESET switch
erases the faults stored in memory. The RESET function is not used on the
new-generation symbol generators.
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BRT - these are two concentric knobs. The outer controls the overall
brightness of the EHSI display; the inner controls the relative brightness of
the weather radar display.
WXR - this push-on/push-off switch turns on the WXR XCVR and enables
the display of weather radar information on the EHSI during the MAP,
VOR, or ILS modes. No weather radar data is displayed during PLAN
mode. The white band around the rim is visible only in the OFF position.
MAP display switches - during MAP - mode, these switches cause the
display of the symbols listed below. Any or all MAP display switches may
be actuated at the same time. The switches are push-on/push-off and
illuminate when actuated. The white band around the rim of each cap is
visible only in the OFF position.
NAVAID - VOR, VORTAC, etc.
ARPT - airports
RTE DATA - waypoint altitude and estimated time-of-arrival
WPT - waypoints not in the selected flight plan
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EFI Switch - The EFI switch determines if the on side (normal) or the
center (alternate) symbol generator supplies the video presentation on the
EADI and EHSI. The captain's and first officer's EFI switches are
interlocked electrically such that if both are using the ALTN position, the
captain's EFIS control panel and instrument source select switches have
control of the center EFIS symbol generator, and the INSTR switch level B
EICAS message is initiated.
IRS Switch - This switch determines which IRU provides data to the on
side EFIS symbol generators, and VSIs, the offside RMIs, weather radar
transceiver(s), the digital flight data acquisition unit (captain's switch only),
and the antiskid/autobrake system. The right IRS instrument source select
switch also determines if the center IRU receives air data inputs from the
left or right air data computer. The on side IRU is normal; the center IRU is
alternate.
AIR DATA Switch - Each AIR DATA switch selects air data inputs to the on
side or center EFIS symbol generators, on side mach/airspeed indicator, on
side electric altimeter, ATC transponder and inertial reference unit. The left
switch also selects the altitude source to the altitude alert module and flight
recorder.
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SELF- TEST
General
Self-test patterns are displayed on both EFIS display units when the self-test
switch on the symbol generator or the annunciator "test" switch on the P5 panel
is pressed. An air/ground relay prevents the EFIS self-test from the P5 panel
switch when the airplane is in the air. The P5 panel "test" switch is latching on
the -232 airplanes, and it is momentary on the -332 airplanes. In either case be
sure to hold the switch for a minimum of 3 seconds or until the test patterns
appear. The switch must be held on the -332 airplanes in order to keep the test
patterns displayed.
EADI Self-Test Display
The "TEST" message indicates an "OK" condition. In a "FAIL" condition, the
faulty LRU is identified by a two-letter code: control panel ("CP"), EADI display
unit ("DU"), and symbol generator ("SG") in order of priority. Symbol colors are
the same as for normal operation.
EHSI Self-Test Display
The EHSI test pattern displayed during an EFIS self-test depends upon the
selected EFIS mode. "test" messages and IRU identification codes are identical
to those for the EADI. Certain respective symbols appear in the test pattern
only if the appropriate EFIS control panel "map" background switches are
actuated ("NAV AID", "ARPT", "RTE DATA" & "WPT"). The weather radar
three-sector raster display (red, yellow, green) appears only in "MAP", "EXP
VOR" or "EXP ILS" modes.
The P5 panel "TEST" switch will test all three symbol generators
simultaneously.
SELF - TEST
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On the FMC CDU, press the PROG key and verify that the tuned frequency on
line 5L or 5R agrees with frequency on VOR control panel.
VOR Remote Tune - The FMC selected VOR station can be changed while in
the automatic tuning mode, using the FMC CDU.
On the FMC CDU, press the PROG key. Enter the VOR station identifier (if
stored in FMC data base) or frequency into the scratchpad. Line select the
scratchpad to line 5L or 5R to remote tune the left or right VOR, respectively.
To return the remote tune mode to the autotune mode, type A in the scratchpad
and line select it to the remote tune side.
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VOR DISPLAYS
Electronic Horizontal Situation Indicator
Normal Displays - During a VOR mode, the EHSI displays data as illustrated in
the graphic. This includes VOR selected course, course deviation, a to/from
indicator, and a data source indicator (VOR-L or VOR-R).
NCD Display - If the omni-bearing data word is NCD, the deviation bar and to/
from indicator will be removed. The scale and course pointer is retained.
Invalid Display - If the omni-bearing data word is invalid, the deviation bar and
scale is removed and the yellow VOR flag is shown. The course pointer is
retained. If only the selected course data word is invalid, the course pointer,
deviation
Radio Distance Magnetic Indicator
The RDMIs display VOR and ADF bearing on the two rotating bearing pointers.
The type of bearing displayed is selected by the bearing pointer source control
knobs. The pointer (bearing) flags drop into view for invalid or no computed
data.
The VOR bearing flags will also be in view when ever magnetic heading is failed
or NCD. The bar, and to/from indicator are removed. The scale is retained.
VOR DISPLAYS
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DME - INTRODUCTION
General
The distance measuring equipment (DME) measures the slant-range distance
from the airplane to a selected ground station and provides continuous distance
information to the flight management computers for high accuracy position
fixing and simultaneously provides data available for DME distance displays.
An audio output provides station identification.
The DME system measures distance by transmitting a pulse pair signal to a
ground station and counting the time it takes to receive a reply signal. The
distance is then the propagation velocity of the pulse pairs multiplied by the time
divided by 2. The factor of 2 is necessary because the pulse pair must traverse
the distance twice, first down to the station, and then back to the interrogator.
Frequencies
The distance measuring equipment (DME) ground stations are co-located with
ILS or VOR ground stations. Even though the DME's operating frequencies are
in the UHF band, the DME interrogators are tuned by providing them with the
VHF ILS or VOR frequency of the station with which they are co-located. The
interrogator then translates the VHF frequency into the corresponding UHF
frequency of the DME ground station.
System Controls
The system mode control is from the EFIS control panel. If the selected EFIS
mode is ILS, the DME frequency is paired with the selected ILS frequency. If
the selected EFIS mode is VOR, the DME frequency is paired with the selected
VOR frequency. The interrogator is said to be manually tuned in the ILS or VOR
modes. In the EFIS map or plan modes (frequency scanning mode), the DME
frequency is controlled by the flight management computer (FMC). The FMC
directs the tuning of up to five DME ground stations. The interrogator is said to
be autotuned in the map or plan modes.
Outputs
The DME distance to the station is displayed on both RDMIs and the EHSIs.
Distance data is also supplied to the FMCs and the digital flight data acquisition
unit (DFDAU). Audio is supplied to the flight interphone system for station
identification.
Purpose
The DME interrogator transmits a pulse-pair interrogation signal, receives the
reply signal, computes the slant range to the tuned station, and provides
distance output data.
Front Face
The test push-button switch initiates the interrogator self-test sequence. Test
sequence indications are output to interfacing systems and DME status is
indicated on the front panel LEDs. The status indicating LEDs illuminate only
during manual self-test. The red R/T, ANT, and DATA IN LEDs indicate faults in
the interrogator, DME ANT DC continuity, and frequency tuning source,
respectively. The green R/T LED indicates a no-fault condition (no red LEDs
illuminated).
Note:
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ILS Control Panel - The ILS frequency, which is manually selected with knobs
on the ILS control panel, is sent to the DME interrogator by way of the VOR
control panel when the ILS modes are selected. The selected frequency is
shown on an LCD display. The MAN part of the VOR/DME switch-light will be
lighted.
The DME interrogator accepts the ILS frequency and uses a memory look-up
table to determine the actual DME frequency to be tuned.
DME Distance Displays
Radio Distance Magnetic Indicator (RDMI) - The RDMI displays DME/VOR
distance between 0 to 799.9 to the tenth of a nautical mile. The DME display
shows blank for DME faults and dashes for DME no-computed-data or DME
distance out of range. If the EFIS control panel mode is ILS, the DME/ILS
distance includes an L in the most significant digit position, and the maximum
display value is 99.9 nm instead of 799.9 nm. If the EFIS control panel mode is
map or plan, the DME distance is provided by the FMC.
Electronic Horizontal Situation Indicator (EHSI) - The EHSI displays DME
distance during VOR and ILS modes. The annunciation DME is also displayed.
During map and plan modes, the distance displayed is distance-to-go from the
flight management computer and is not from DME, although DME may be
providing distance information to the flight management computer. The DME
distance display is to the nearest nautical mile if distance is greater than or
equal to 100 nm, and to the nearest tenth of a nautical mile for distance less
than 100 nm. DME faults cause the display to be blank, and DME
no-computed-data causes a display of four dashes.
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When the MAP or PLAN modes are selected on the EFIS control
panel, DME distance is replaced by distance to the next waypoint.
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Manual Tuning Override Capability - A latch within the tuning logic in the VOR
control panel is enabled with Map or Plan selected on the on-side EFIS control
panel. Otherwise it is disabled.
With MAP or PLAN mode selected on the EFIS control panel, the manual relay
is relaxed and the ILS relay is relaxed. If the AUTO/MAN switch on the VOR
control panel is pressed, the manual relay is latched in the energized state. The
tuning source select discrete to the DME interrogator is a logic one (open) so
the DME interrogator accepts the manual tune frequency selected by the pilot
on the VOR control panel. The manual relay will be held in the energized state
until the AUTO/MAN switch is pressed a second time, or VOR or ILS mode
discrete from the EFIS control panel change state (open to ground).
Suppression
Each DME interrogator generates a suppression pulse for use internally and for
suppressing the receivers of the opposite DME, both ATC transponders, and
TCAS computer when interrogation pulses are being transmitted. In addition,
the DME interrogator accepts suppression pulses to protect its receiver when
the other L-band equipment is transmitting.
DME Distance Output
The DME interrogator determines the slant range distance to the ground station
it is tuned to by measuring precisely the amount of time that has elapsed
between transmission of an interrogation rf pulse pair and reception of the reply
rf pulse pair.
DME distance data is sent from each interrogator to both FMCs for navigation
position fixing, and is sent for display to both RDMIs, and to the on side and
center EFIS symbol generators for display on the EHSIs. The FMCs provide
distance data to the RDMIs in EFIS MAP or PLAN mode.
DME Audio Output
Each DME ground station periodically transmits a 1350 Hz Morse coded
identification signal. This signal is decoded in the DME Interrogator and routed
through the on side VOR control panel to the audio selector panels.
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AIL
BITE
CDU
D/A
FMCS
GPS
GPWC
HFOM
MMR
NCD
PPS
RAIM
SPS
UTC
RAIM
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The control segment has one master control station and five monitor stations.
Three of the monitor stations are also upload stations.
The master control station is in Colorado Springs, CO, USA. The master control
station is the operational center of the GPS. The master control station controls
all operations in the control segment. The master control station has an atomic
clock. This clock is the reference for the GPS.
The monitor stations track the satellites 24 hours a day. The master control
station remotely controls the monitor stations through on-line connections. The
monitor stations are in these locations:
Ascension island
Colorado Springs
Diego Garcia island
Hawaii
Kawajalein island
To calculate the airplane position (latitude, longitude, and altitude) and the clock
bias, the GPS receiver must know the position of at least four satellites. It then
measures the distances to all the satellites at the same time, and solves for
these four unknowns with four range equations:
Latitude
Longitude
Altitude
Clock bias
Control Segment
GPS Time
The control segment has control and monitor stations on earth that continuously
monitor and track the satellites. The purpose of the control segment is to do
these functions:
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Latitude
Longitude
Altitude
Ground speed
Universal time (coordinated) (UTC)
There are two GPS antennas. The left and right antennas receive satellite
signals and send them to the GPS section of their multi-mode receivers (MMR).
The GPS receivers calculate airplane position and report Universal time
coordinated (UTC). Time and position data is used to update the flight
management computers. Position only data goes to the enhanced ground
proximity warning computer (EGPWC) to compare airplane position with the
EGPWC database.
The GPS also provides UTC to the captain and first officer clocks. If this
provision is activated, the clocks show GPS time.
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System Test
General
To start the self-test sequence, push and release the TEST switch on the MMR
front panel:
The GPS antennas receive L-band frequency signals and sends them to the
multi-mode receivers (MMR).
The GPS antennas use built in amplifiers to reduce RF signal loss. The antenna
preamplifiers use 12v dc from the power supply in the MMR.
Purpose
The GPS receiver is an electronic card in the multi- mode receiver (MMR) in the
main equipment center. It calculates the satellite range solutions from up to
twelve satellites at one time. It processes the range solutions and gives aircraft
position to the flight management computers and the enhanced ground
proximity warning computer. It also sends universal time coordinated (UTC) to
the FMC and the captain and first officer clocks.
Front Panel Features
The multi-mode receiver (MMR) has a test switch and three LED status
indicators on the front panel. These indicators come on only when the front
panel TEST switch is operated:
Red/green LRU STATUS light - RED shows the receiver has a fault
GREEN shows the receiver is good
Red/CONTROL FAIL - shows control input faults
Red/ANT FAIL - Red shows that any one of the antennas connected
to the MMR has failed
General
The only system tests for the GPS are through the MMR.
Each multi-mode receiver has a functional test button that starts a self-test of
the MMR, any control interfaces with it, and the antenna inputs to it.
For the first two seconds, the LRU SATUS, CONTROL FAIL, and ANT
FAIL LEDs are red.
For the next two seconds, the LRU status LED is green, and the control
input and antenna LEDs are red.
For the next two seconds, (minimum) all LEDs are off. After this, the
appropriate LEDs show the system status.
LRU status pass - The green LRU status LED comes on if no faults sre
found during the self-test sequence in either the ILS and GPS.
LRU status fail - The red LRU status LED comes on if a fault is found
during the self-test sequence.
Control input fail - The red LED comes on if the ILS does not receive tuning
information from the ILS control panel.
Antenna fail - The red LED comes on if any (ILS or GPS) system antenna
fails.
Power-up
During power-up, the MMRs do a test of the antennas. At that time, the MMRs
verify continuity of the antenna connections. The MMRs do not do a test of the
antennas during operation after power-up.
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Acquisition mode
Navigation mode
Altitude aided mode
Aided mode
Acquisition Mode
The GPS receiver stores the difference between inertial and GPS altitude so
that it can estimate the GPS altitude when only three satellites are available.
In the altitude aided mode, the GPS receiver uses the airplane altitude from the
IRS and the length of the earth radius as the fourth range.
The GPS receiver enters the altitude aided mode only after these three
conditions are true:
The GPS receiver was in the navigation mode
There are only three satellites available with good geometry for position
fixes
The GPS receiver stored the difference between inertial and GPS altitude
in memory
The GPS receiver looks for and locks on to the satellite signals. The GPS
receiver must find at least 4 satellites before it starts to calculate GPS data.
The GPS receiver starts normal operation again when a fourth satellite comes
into view.
The GPS receiver can accept inertial reference data to calculate which satellites
are available at the present airplane position to help to acquire satellites. It can
also reference time and date from the captain and first officer clocks.
Aided Mode
If the IRS data is not available, the GPS receiver can still acquire satellites
signals. However, it takes longer because it has to look for all the satellites.
When the GPS receiver finds the satellites, it calculates which it can use.
The GPS receiver enters the aided mode during short periods (less than 30
seconds) of bad satellite coverage. An example of bad satellite coverage is
poor satellite geometry when at least four satellites are available but they are
not spread out far enough so the GPS receiver can make an accurate position
fix.
In the aided mode, the GPS receiver receives altitude, heading, and speed from
the inertial reference system. The GPS receiver uses this data to go back
quickly to the navigation mode when there is good satellite coverage again.
The GPS receiver output is NCD in the aided mode.
Navigation Mode
The GPS receiver enters the navigation mode after it acquires and locks on to at
least 4 satellites. When the GPS receiver is in the navigation mode, it
calculates GPS data. GPS receiver output goes no computed data (NCD) when
the accuracy is not within 16 nautical miles of the actual position.
The GPS receiver has a receiver autonomous integrity monitor (RAIM) function.
The RAIM monitors the status of the satellites that the GPS receiver uses for
calculations. The output of the RAIM function is an estimate of the GPS
position error.
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The FMC calculates the accuracy of the position data from each navigation
system. These calculations show on POS REF pages 2, 3, and 4 (of 4).
The left FMC uses the left MMR and the right FMC uses the right MMR. If the
onside MMR fails, the FMCs use the other MMR.
Use line select key 6R to toggle between a sensor position in Latitude and
Longitude, and a sensor position in bearing and distance relative to the FMC
calculated position.
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RDMI DIAGRAM
RDMI Data Sources
The various RDMI displays on the L-RDMI present information from the
following data sources:
Magnetic/true heading - (Normal: R-IRU; Alternate: C-IRU).
Heading reference select switch - Override switch forces true heading
display.
Left bearing needle - L-VOR; L-ADF.
Right bearing needle - R-VOR; R-ADF (ER Only).
Left distance readout - L DME; L OR R FMC.
Right distance readout - R DME; L OR R FMC.
Data Source Selections
The displays for the R-RDMI are the same except that the normal heading data
source is the L-IRU.
The left distance displays shown at any one time on the RDMIs depend upon
the left EFIS control panel mode (VOR, ILS, MAP, or PLAN mode).
The right distance displays depend upon the right EFIS control panel mode
selection.
RDMI DIAGRAM
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ILS - INTRODUCTION
Purpose
The ILS provides airplane position data relative to the glide slope and runway
centerline.
The Glideslope and Localizer signals come from ground based transmitters
through different antennas. The left, center and right receivers use signals to
get glideslope and localizer deviation. The receivers also use Morse code
signals from the localizer part of the signal. These are sent to the flight
interphone system.
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Glideslope signals produce two lobes, one above the other. The upper lobe is
modulated with 90 Hz, and the lower lobe with 150 Hz. The glide slope
transmits from a point past the runway threshold in the direction of the localizer.
It provides a 2.5 to 3 degree glide path where the two audio signals are equal.
If the airplane is above the glide path, the glideslope deviation display moves
down to show the glideslope centerline is below the airplane. If the airplane is
below the glide path, the glideslope deviation display moves up to show the
glideslope centerline is above the airplane. At 0.35 degrees of deviation, the
receiver produces one dot deflection. At 0.7 degrees of deviation, the receiver
produces a two-dot deflection.
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General
The Active Marker Beacon is located in the left VOR/MKR Receiver. The
receiver processes the signals and illuminates the appropriate light.
Marker Beacon Lights are on the P1 and P3 panels. While the Marker Beacon
Receiver is a sub-section of the VOR Receivers (VOR/Marker Beacon
Receivers) on the E2-2 and E2-3 racks. The antenna is located underneath the
aircraft.
Antenna
The antenna is shaped like a canoe hull and is mounted on the bottom of the
fuselage.
Operation
The antenna located on the underside of the fuselage, receives 75 MHz signals
transmitted from a ground station and routes them to the marker beacon
receiver located within the VOR/Marker receiver where the audio modulation is
detected. The Marker Beacon Receiver module is only operational within the
left VOR/Marker receiver. Flight deck indication providing visual identification of
the beacon being flown over is provided by a set of marker beacon lights on
each of the pilot's instrument panels. The blue light "OUTER" illuminates over
the outer marker. The amber light "MIDDLE" illuminates when over a middle
marker and the white light "INNER" illuminates when flying over either an inner
marker or an airways marker. Aural identification is also provided by one of
three audible tones sent to the audio selector panels. The outer marker is
located approximately 4 miles from the runway end. When the airplane passes
over this marker, the blue "OUTER" light on the P1 and P3 panels illuminates
and a 400 Hz tone, keyed as continuous dashes, is heard on the flight
interphone system. The middle marker illuminates the amber "MIDDLE" lights
on the P1 and P3 panels, and a 1300 hz tone is keyed as alternate dots and
dashes. This marker is located approximately 1/2 mile from the runway end.
The inner marker, located approximately .1 mile from the runway end,
illuminates the white "INNER" lights on the P1 and P3 panels, and a 3000 hz
tone is keyed as continuous dots. The back course marker is located at the
opposite end of the runway from the inner marker at the typical final approach
fix location. It also has a 3000 hz tone and illuminates the white "INNER" lights
and the tone is keyed as continuous paired dots. By monitoring the lights and
tone the flight crew is able to mark progress on final approach to the runway.
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ATC INTRODUCTION
System description
The ATC system on the airplane consists of two transponders, two antennas
and a dual ATC control panel. It provides altitude and identification reply signals
to the interrogating ATC ground station. These signals are used to identify and
locate an aircraft as it flys through each ATC ground sector. Only one
transponder can be active and the other remains in the standby mode.
ATC INTRODUCTION
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ATC GENERAL
General
The ATC System consists of:
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Test
Rotating the function switch to the spring loaded TEST position will start a BITE
test of the selected transponder. The ATC FAIL light (and EICAS ATC FAIL
message) will show momentarily after an all-segment display is shown in the
display window.
The ATC functional test provides a quick check of the system using the
transponders BITE capabilities, and does not require extra test equipment.
Test Preparation
Power must be applied to the ATC and ADIRU.
Test Starting
Test starting at both the transponders' front panel in the main equipment center
and from the transponder control panel on the flight deck are shown on the
graphic.
Test Indications and Results
The normal and abnormal indications on the transponder front panel are shown
on the graphics. See ATC transponder for a complete explanation of status
lamp meaning.
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Radio Altimeter.
Air Data Computer.
Inertial Reference System.
Air/Ground Sensor.
Gear Position.
GPWS.
Windshear System.
Aural Warning System.
GPWS or windshear commands will inhibit TCAS aural alerts and cause the
TCAS system to revert to the TA only mode.
Aircraft performance capability is not directly interfaced to TCAS. In providing
vertical avoidance advisories, TCAS does not know existing performance
margins, or aircraft performance degradation's (i.e., engine out).
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EHSI
The two Electronic Horizontal Situation Indicators (EHSIs) are the primary
indicators for TCAS display. They function as normal EHSIs until traffic is
detected at which time the center of the instrument "pops up" to display traffic.
The display is fixed in range, showing traffic approximately six miles in front of
an aircraft like symbol representing present position. Ranges to the side and
behind are to scale. There is a two mile range ring that surrounds our aircraft
symbol.
Red and green colored arcs are displayed around the outside of the EHSI.
These arcs identify the vertical speed required to insure proper separation.
Both colors and shapes are used to show other aircraft.
Traffic Display on EHSI
Data Tags
Altitude of displayed traffic is shown as the difference between your altitude and
that of the traffic. This relative altitude is represented as a two digit number
indicating hundreds of feet, (i.e., 05 = 500 feet).
A plus or minus sign and the placement of the altitude information are both used
to indicate whether displayed traffic is above or below.
-08 - is a traffic advisory eight hundred feet below your altitude.
+08 - is a traffic advisory eight hundred feet above your altitude.
Symbols displayed without altitude information indicate no altitude received.
Yellow circles with no altitude information may be a significant hazard, yet TCAS
is unable to provide Avoidance Advisories without altitude information.
Aircraft that are climbing or descending in excess of 500 feet per minute (FPM)
will be displayed with a data tag which includes an arrow pointing in the
appropriate direction.
-15 - is a traffic advisory 1500 feet below and climbing at a rate that exceeds
500 FPM.
TCAS traffic will be displayed when the "TCAS" or "TCAS/WX" mode is selected
on the color weather radar. Unique TCAS functions on the EHSI are the A/B
button and the FL button. The A/B button is a push-button which will bias the
altitude band displayed on the indicator. Possible selections are:
ABOVE 8700 feet above to 2700 below.
NORMAL 2700 feet above to 2700 below
BELOW 2700 feet above to 8700 below
WX/TCAS mode on EHSI
All ranges may be selected. TCAS may display traffic at distances up to 40 nm.
At higher ranges TCAS information will be compacted in the lower display area.
The five (5) mile range, while clearly displaying TCAS traffic, will not display
weather. In this display mode conflicting aircraft that approach from behind can
not be displayed. An annunciation will indicate "intruder behind".
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System Inhibits
TAsorRAsmaynotoccuriftheairplaneradioaltitudeistooloworifahigher
priorityalertexists.
Thistableshowstheinhibitsandtheparametersthatcausetheinhibits:
CONDITION
Increased
descent RA
Descend RA
Resolution
Advisories
TA voice
message
GPWC alerts
PWS alerts
PARAMETER
Inhibited below 1450 ft AGL
Inhibited below 1000 ft AGL in descent and
1200 ft AGL in climb
Inhibited below 900 ft AGL in descent and below
1100 ft AGL in climb. (TCAS automatically goes into
TA ONLY)
Inhibited below 900 ft AGL in descent and below
1100 ft. AGL in climb
Inhibits RAs
Inhibits RAs
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In the "MAP" mode the weather radar system can be used in ground mapping to
identify terrain features. The display colors in the "MAP" mode are the same as
in the "WX" mode.
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The transceiver also monitors the entire system. Status and fault words are
sent along with the weather data to the EFIS symbol generators. The fault word
isolates the fault to the LRU.
The "AUTO" position on the gain control provides a preset, calibrated receiver
gain level. The "MIN" position indicates the minimum gain for manual control.
The "TEST" switch places the system into a test mode in the same manner as
the "TEST" position of the mode select switch on the weather radar control
panel. In addition, the "TEST" switch on the transceiver momentarily turns on
all led indicators to verify all are working, then extinguishes all LED's except
those displaying existing faults.
The "WX ON" switch on each EFIS control panel enables/disables weather
radar to be displayed on the on-side EHSI, providing the weather radar system
has been turned on by the mode select switch on the weather radar indicator.
The selected range from each EFIS control panel tells the transceiver how to
process the data received from returning pulses to be displayed on the
respective EHSI. Each pilot can select a different range.
There are two tranceivers located in the pedestal or base of the antenna. Unlike
previous systems that were located in the fwd equipment compartment.
Weather Radar Processors
The two weather radar processors are located in the forward equipment
compartment. These processors take the data coming from the weather radar
tranceivers and compute the information for display on the L & R EHSIs or LDS
displays..
Antenna
The antenna is used to radiate a beam of energy and then receive it back. The
antenna scans 90 degrees parallel to the horizon at a rate of 15 looks per
minute. The stabilization is automatically adjusted as the aircraft changes
attitude. The tilt no longer needs adjusted due to the auto scan of weather in
front of the aircraft from 0 to 60000 feet. This paints a more accurate picture of
upcoming weather patterns.
WAVEGUIDERUNSREPLACED
BYCOAXIALCABLEONTHE
RDR4000SYSTEM
WXRADARXCVRS
ARENOWPARTOFTHEPEDESTAL
ANDRADARPROCESSOR
ISNOWIN
FWDEQUIPMENT
CENTER
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Test Initiation
The flight deck self-test is initiated by positioning the mode selector switch on
the weather radar indicator to "test". The test results are annunciated on the
weather radar indicator and on the EHSI's whenever their respective EFIS
control panels' "WXR" switch is in the "ON" position and the "EXP VOR", "EXP
ILS", or "MAP" mode is selected.
Weather Radar Indicator Test
Test pass display:
A red/yellow/green rainbow shaped test pattern with a magenta colored wedge
in the center appears and the message "TEST" is displayed in the upper left
corner. If the turbulence mode is not active in the transceiver, the magenta
wedge will not appear in the center of the test pattern.
Test fail display:
The test pattern is blanked and the LRUs responsible for the faults appear on
the center of the display. The meanings of the individual messages is shown on
a chart on the graphic.
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Alert Prioritization
PWS caution and warning alert are prioritized with other flight deck caution and
warning level conditions.
To prevent conflicts or simultaneous voice and visual alerts to the flight crew, the
GPWS prioritizes the alert messages.
If the GPWS finds that the PWS warning overrides the current GPWS alert, the
inhibit discrete is removed.
The PWS audio alert inhibit is also used to mix PWS alerts with other higher
priority alerts that have time to allow alerts to be annunciated.
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RADAR PROCESSOR
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EGPWS INTRODUCTION
General
The ground proximity warning computer (GPWC) establishes the limits for the
ground proximity mode and windshear envelopes. The computer compares the
flight path and terrain clearance status to the mode limits for the airplane
configuration to find if there is an alert or warning condition.
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The GPWC makes synthesized voice messages and sends them through the
warning electronics unit to the aural warning speakers.
These annunciations alert the crew to active GPWS modes and hazardous
conditions:
Master warning lights, red PULL UP light, and red WINDSHEAR light
WINDSHEAR annunciation on the EADI
GND PROX/G/S inhibit switch light
The GPWS interfaces with these systems to determine warnings and cautions:
The GPWC receives a discrete when the flight crew selects TERR on the EFIS
control panel. The GPWC controls the terrain relays and sends the terrain
display to the EFIS symbol generators. The GPWC can also turn on the terrain
display automatically.
EFIS Control Panel Terrain/Weather Switches
Both terrain and weather are selectable thru switches located on the EFIS
Control Panels. However both modes cannot be displayed at the same time. If
both are selected then Terrain has priority and will be displayed. However, if
Predictive Windshear were to detect a microburst with respect to the flight path
of the aircraft then it will override the Terrain function and display the windshear
icon on the EHSI.
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The GND PROX-G/S INHB light/switch has a dual function. The amber light
shows alerts caused by modes 1 through 5. The switch function prevents or
cancels mode 5 annunciations.
If you push the switch before the mode 5 indications start, the annunciations will
be inhibited. If you push the switch after the indications start, the annunciations
will be cancelled.
If there is a terrain caution alert, the terrain awareness display changes from
dots to a solid yellow. If there is a terrain warning alert, the terrain awareness
display changes from dots to a solid red.
The ground proximity flap override (GND PROX FLAP OVRD) switch and the
ground proximity/configuration gear override (GND PROX/CONFIG GEAR
OVRD) switch let the crew simulate flaps down 25 units or more or landing
gear down positions. These are guarded alternate-action push button switches.
When the override function is on, the switches are white. Push the switch again
to cancel the override function.
Terrain Switch
The terrain switch on the EFIS control panel lets the flight crew enable the
automatic terrain display and terrain alerts features on the onside ND.
Terrain Override Switch
The terrain override switch lets the flight crew inhibit the automatic terrain
display feature on the ND.
Ground Proximity Test Switch
The ground proximity test switch starts the GPWS self- tests. When you use the
switch, the confidence test starts. If you hold the switch through the windshear
annunciations, the full vocabulary test follows the confidence test.
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Purpose
The ground proximity test switch is used to initiate ground proximity flight
compartment self tests. When the switch is actuated, the confidence test is
initiated. If the switch is held through the windshear annunciation, the full
vocabulary test will follow the confidence test.
WINDSHEAR Light
The red WINDSHEAR light is located on the captain's instrument panel P1-3.
PULL UP Light
The red PULL UP light indicates a mode 1 or mode 2 pull up warning condition.
It is located on the captain's instruments panel P1-3.
GND PROX - G/S INHB Light Switch
The GND PROX-G/S INHB light/switch has a dual function. Its amber light is
used to annunciate alerting modes 1 through 5. Its switch inhibits or cancels
mode 5 (below glide slope) when actuated below 1000 feet on approach. If the
switch is pressed before the mode 5 indications have started, the indications visual and aural - will be inhibited. If the switch is pressed after the indications
have started, the indications - visual and aural - will be canceled. Once
canceled or inhibited, the indications cannot be reinstated or rearmed simply by
a repeated switch actuation. Mode 5 is automatically rearmed when the
airplane descends below 30 feet or climbs above 1000 feet radio altitude.
The switch is a momentary switch and is located on the captain's instrument
panel P1-3.
Flap and Gear Override Switches
The GND PROX FLAP OVRD (ground proximity flap override) switch and the
GND PROX/ CONFIG GEAR OVRD (ground proximity/configuration gear
override) switch serve to simulate flaps down 25 units or more or landing gear
down positions, respectively. These are guarded alternate-action push-button
switches. When the override function has been activated, the switches
illuminate white. A repeated switch actuation cancels the override function.
Both override switches are located on the first officer's instrument panel, P3-1.
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"WINDSHEAR"
"WHOOP WHOOP PULL UP"
"TERRAIN, TERRAIN"
"TOO LOW
TERRAIN"
"TOO LOW - GEAR"
"TOO LOW
FLAPS"
"SINK RATE"
"DON'T SINK"
GLLIDE SLOPE"
RA CALLOUTS
Program Pins - Program pins are jumpered to the program pin common to
provide functions (such as airplane and aural vocabulary selection).
Fault Monitoring:
Fault Storage - BITE circuitry performs continuous and periodic checks of
internal circuits and input data. Detected faults are stored for the last 10
flights in a nonvolatile fault memory for later readout. The memory can
only be cleared during bench test.
Fault Display - When actuating the STATUS/HISTORY switch on the
GPWC front panel, present faults or faults stored in fault memory are
displayed in the BITE display window.
EICAS BITE Message - The GPWS EICAS message "GND PROX BITE"
indicates a fault condition in the system. It is a status and maintenance
message and is displayed on the lower EICAS display unit. Presence of a
new status message is indicated by the "STATUS" cue on the lower EICAS
display unit if page is displayed.
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EGPWS MODES
General
Mode 1
The mode 1 sink rate detector compares the actual radio altitude of the airplane
with the threshold values of the mode 1 envelope as defined for the measured
airplane barometric descent rate of the airplane.
Mode 2a
Mode 5
The glide slope detector verifies landing gear down and compares any
measured deviation below the glide path with the threshold values as defined by
the mode 5 envelope for the low-level audio and the normal-level audio as a
function of radio altitude. Magnetic heading of the airplane is compared with
selected runway heading; if the difference is larger than 90o (back course),
mode 5 is inhibited.
Mode 6
Closure rate detector functions - the closure rate detector first computes the
instantaneous terrain closure rate of the airplane. It then compares the actual
radio altitude of the airplane with the threshold values of mode 2a.
When the decision height alert detector senses transition through the selected
decision height value (decision height alert discrete - ground), and if the radio
altitude is less than 1000 feet and more than 50 feet and the gear is down, it
generates a discrete for mode 6 annunciation.
Mode 2b
Mode 7
If the flaps are down 25o or more, mode 2b applies. To compute mode 2b and
to generate the respective signals for mode 2b annunciation, the closure rate
detector uses the same method as in mode 2a.
Mode 3
When the airplane starts losing baro altitude, the altitude loss detector senses
negative barometric descent rate and stores in a memory the altitude at which
the descent started. When the altitude loss exceeds the threshold value defined
for the given altitude, mode 3 is annunciated.
Mode 4
The altitude loss detector continuously transmits to the mode 4 (terrain closure)
detector the calculated mode 3 critical alerting threshold value. When this
threshold value reaches the upper boundary of the mode 4a envelope, mode 4
becomes armed and mode 3 disabled. The terrain closure detector compares
the actual radio altitude with the boundaries of the mode 4 envelopes which
depend on airspeed, flap and landing gear positions. If less than the terrain
clearance defined by the envelope, signals for mode 4 annunciation are
generated.
Override Capabilities
Grd Prox - G/S Inhb Light Switch
The GND PROX-G/S INHB light/switch has a dual function. It's amber light
is used to annunciate alerting modes 1 through 5. Its switch inhibits or cancels mode 5 (below glide slope) when actuated below 1000 feet on
approach.
Flap and Gear Override Switches
The Gnd Prox Flap Ovrd Switch and the Gnd Prox/Config Gear Ovrd Switch
serve to simulate flaps down 25 units or more or landing gear down positions,
respectively.
EGPWS MODES
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WINDSHEAR MODE
General
Windshear detection is a system incorporated within the ground proximity
warning system computer (GPWC).
The windshear system is composed of three elements: Detection, Alert, and
Guidance. A windshear condition is detected by comparing total aircraft energy
with horizontal and vertical wind energy. Wind and inertial airplane information
from the inertial reference systems (IRS), pitot/static information from the air
data computers (ADC) is used by the ground proximity warning computer
(GPWC) to determine a windshear condition.
If a windshear is detected, the ground proximity warning computer will initiate
the warnings. The aural alert consists of an aural two-tone attention-getting
sound (siren) immediately followed by a voice annunciation of "windshear,
windshear, windshear". The aural alert only sounds once.
Visual cues are provided by the illumination of the master warning lights and a
red "windshear" annunciator light on the P1-3 panel. The "WINDSHEAR" also
appears in red at the bottom of the EADI's and remains in view until the
windshear condition is no longer present. Only windshear conditions that
approach the limiting performance capabilities of the airplane will initiate the
warnings. The ground proximity windshear warning is only armed to activate
from ground level to 1500 feet radio altitude. On take-off, the system arms
climbing through 50 feet radio altitude.
The windshear guidance systems begins by displaying, whenever the flaps are
not retracted, a Pitch Limit Indicator (PLI) on each EADI. The PLI, which comes
to the EFIS symbol generators from the stall warning computer modules via the
GPWC, indicates the pitch attitude at which stick shaker operation will occur for
the existing flight conditions (AOA, Airspeed, Flap position). The distance
between the PLI and the airplane symbol on the EADI represents the pitch
margin between the current flight conditions and the stick shaker activation
point.
When encountering a windshear during take-off or approach, severe enough to
activate the windshear warnings, pushing a "go-around" switch engages the
autothrottle and autopilot/flight director systems in a windshear recovery
guidance mode.
The flight director pitch command bar will smoothly transition from a speed
mode to an attitude mode and command a pitch attitude of 15o up, or
approximately 1o below the PLI, whichever is less.
If an autopilot is engaged, it will fly the commanded pitch attitude. If in the takeoff phase, thrust de-rates are canceled, however, since throttle hold is active,
the pilots must manually advance the thrust levers to obtain maximum take-off
thrust. If in the approach phase of flight, the autothrottle system advances the
thrust levers to "go-around" thrust. The EADI's annunciate "Go-Around" for all
modes, but the commanded pitch attitude is 15o or approximately 1o below the
PLI, whichever is less. As the windshear dissipates, the autopilot/flight director
system smoothly transitions back to the normal take-off or go-around modes.
WINDSHEAR MODE
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Internal Data
Internal data is stored in the FMC. The data is loaded by portable or airborne
data loader and may include these:
The operations program software is the operating system for the FMCS. It
defines which sensors are used, how calculations are made, and corrects
errors in the steering and thrust commands
The navigation data base has route structure, airports, way points, nav aids
and other important information. This data is updated every 28 days
The performance data base defines the combination of airframe and
engine characteristics in a specific environment. It is part of the FMC as
delivered
The Operational Program Configuration (OPC) data contains Boeing
controlled modifiable data. It is separately loaded into the FMCS
Airline Modifiable Information (AMI) contains data selected by the airline in
a separately loaded file
Additional Sensors
The FMC uses GPS satellite data, VOR bearing, DME slant range, and localizer
deviation to update position. GPS also gives universal time coordinated for
accurate time. Localizer position update is used when these conditions are
satisfied:
If GPS is available, the FMC uses GPS data to calculate position. If GPS is not
available, the primary source of radio position data for the FMC is DME slant
range from two nav aids (DME/DME). If DME/DME is not available, the FMC
uses VOR bearing and DME slant range from the same nav aid station (VOR/
DME). If radio position update data is unavailable, the FMC uses the inertial
reference system to calculate position.
MMRs are installed to replace ILS receivers on GPS equipped aircraft.
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If GPS is available, the FMC uses GPS data to calculate position. If GPS is not
available, the primary source of radio position data for the FMC is DME slant
range from two nav aids (DME/DME). If DME/DME is not available, the FMC
uses VOR bearing and DME slant range from the same nav aid station (VOR/
DME). If radio position update data is unavailable, the FMC uses the inertial
reference system to calculate position.
MMRs are installed to replace ILS receivers on GPS equipped aircraft.
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External sensors - provides data to be used for determining the lateral and
vertical airplane position.
External Outputs
Guidance commands are translated into control surface movement by the flight
control computer (FCC) and throttle lever movement by the thrust management
computer (TMC). In addition data to the EFIS symbol generators provides a
visual display for crew monitoring.
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PROG (Progress)
Displays current dynamic flight and navigation information. Distance to go,
ETA and fuel remaining data relating to crew entered alternate destinations
can be obtained for comparative purposes.
Function Keys
EXEC (Execute)
The command key of the FMCS. Used for activating the flight plan,
changing the active flight plan or changing the active guidance mode.
CLR (Clear)
Single brief press of key will cause either the last character of a data entry
or a complete message in the scratch pad to be erased. A longer press of
key will erase entire data entry.
DEL (Delete)
Pressing of key inserts DELETE into the scratch pad. Line selection
removes data in the associated data field.
CDU Annunciators
MSG (Message)
Illuminates when FMC-generated message is displayed in the scratch
pad.
DSPY (Display)
Illuminates when current display is not related to the active flight plan leg or
the currently operational performance mode.
FAIL
Illuminates when the selected FMC or CDU fails.
OFST (Offset)
Illuminates when a parallel offset is in use.
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Engine Discretes Cards - The FMC senses the engine bleed status from analog
discretes as a secondary source.
Note:
Position, velocity, heading, altitude, and vertical speed data are used for
navigation and guidance computations.
ECS PACK ON
ECS PACK H1 FLOW
ISOLATION VALVE OPEN
COWL ANTI-ICE
WING ANTI-ICE
AIR DRIVEN PUMP ON
Clocks
The FMC uses clock time and date. Once initialized, the FMC uses only
minutes and seconds from the clock. Hours are calculated internally. The clock
sends day, month and year to the FMC. This input is used to check the active
Nav Data Base dates. If the clock date is not within the active Nav Data Base
effective dates, an alert message "NAV DATA OUT OF DATE" is displayed in
the scratch pad.
EICAS Computer
The FMC uses left and right engine fuel flow from EICAS for its primary fuel
quantity computation. If fuel flow is invalid, fuel totalizer is used.
True airspeed (TAS), computed airspeed (CAS), static air temperature (SAT),
and altitude are used for vertical guidance and performance computations.
MMRs replace ILS receivers and have capability of ILS function as well as
GPS. This is for GPS equiped aircraft only.
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Thrust target cursor - With VNAV engaged, an FMC computed value of thrust is
displayed in magenta to distinguish it from a TMC originated value which would
be green.
Messages:
FMC MESSAGE is an advisory message. FMC MESSAGE occurs when
the FMC generates an alert message. You must look at the scratchpad
on the CDU to read the alert message.
L or R FMC FAIL means the left or right FMC has failed. L and R FMC
FAIL are advisory messages.
PILOT RESPONSE means the FMC has not detected activity from the
crew for a certain amount of time. The amount of time is set by the airline
in the airline policy file in the FMC. This message may be a warning, a
caution or an advisory.
FMC Annunciator Light
Illuminates amber when an FMCS ALERT message is generated in the CDU
scratch pad.
Maintenance Control and Display Panel
Stores FMCS fault data accumulated during a flight. This information is utilized
to analyze, isolate and correct problems.
RDMI - When the scanning DME option has been selected via the airline policy
file and the EFIS control panel is in MAP or PLAN mode, the FMC will direct the
RDMIs to show DME distance from the FMC.
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Command status - the captain's selected FMC is the master when the left
or center FCC is engaged to CMD. The first officers selected FMC is the
master when the right FCC is engaged to CMD.
FMC/EFIS
Each FMC provides the captain's or first officer's electronic flight instrument
map displays on the electronic horizontal situation indicator (EHSI). Normally
the left FMC provides the display for the captain and the right FMC provides the
display for the first officer via the left and right EFIS symbol generators.
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ALERT Messages
Operation
Alerting messages appear in the scratch pad of each operating CDU regardless
of the prior contents of the line.
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IDENTIFICATION PAGE
Purpose
Provides a means of reviewing the FMC nav data base and program
configuration.
Page Access
FMC line selection on the MENU page.
IDENT line selection on the INIT/REF INDEX page.
1L-MODEL NUMBER
Displays the aircraft model as read from the engine/airframe identification pins.
If the identification pins do not match the stored performance data base, then
blanks will be displayed.
2L-NAV DATA
Displays the data base identifier in large font. If the data load complete bit is not
set, this field will be blank.
4L-OPERATIONAL PROGRAM NUMBER
Displays the operational program part number.
5L-DRAG/FF
Fuel mileage factor assigned to drag and fuel flow computations are expressed
as percentages. No 5L entries allowed in the air. On the ground, drag and fuel
flow factors will not be enter able until the field has been armed by entering
ARM into 5L. At this time, ARM will be displayed in small font just to the right of
DRAG/FF. The field will remain armed until leaving the IDENT page. Once
armed, entry rules are as follows:
Valid entry range is from -5.0 to +9.9.
Entries are maintained over long term power interrupts and flight
completion.
If no value has been entered, +0.0/+0.0 will be displayed.
Fuel flow only entry requires a leading slash, whereas the drag factor has
optional slash entry.
6L-INDEX
Selects the INDEX page.
1R-ENGINE IDENTIFICATION
Displays the engine identification number as read from the engine/airframe
identification pins. If the identification pins do not match the stored performance
data base, then blanks will be displayed.
2R/3R-NAV DATA BASE EFFECTIVITY
These two lines can be interchangeable via line selection for the purpose of
activating a new nav data base or recalling the old one. Selection can only be
on the ground and an entry into 2R clears out any previously selected flight
plan. The active nav. data base calendar cycle is monitored by the FMC and is
checked against the source clock's calendar date. If the clock's calendar date
exceeds the active nav data base calendar cycle, the FMC will generate a NAV
DATA OUT OF DATE message.
4R-VERSION
Displays the version identification for the current configuration.
5R-CO DATA
Displays the airline policy file identifier in large font. If the nav data base load
complete bit is not set, this field will be blank.
6R-POS INT
Selection displays POS. INT page.
IDENTIFICATION PAGE
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