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A380

TECHNICAL TRAINING MANUAL


MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 34 Navigation
This document must be used for training purposes only

Under no circumstances should this document be used as a reference

It will not be updated.

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No part of this manual may be reproduced in any form,
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without the prior written permission of AIRBUS S.A.S.
A380 TECHNICAL TRAINING MANUAL

LEVEL III - ATA 34 NAVIGATION


Theory System
Navigation Systems
Air Data & Inertial Reference System Desc. (3) . . . . . . . . . . . . . . . . .2
Standby Navigation System Description (3) . . . . . . . . . . . . . . . . . . .16
Radio Navigation Aids Systems
Radio Navigation Tuning Description (3) . . . . . . . . . . . . . . . . . . . . .24
Multi-Mode Receiver Description (3) . . . . . . . . . . . . . . . . . . . . . . . .26
On-board Airport Navigation System Desc. (3) . . . . . . . . . . . . . . . . .48
Independent POS Determining SYS (RA) Desc. (3) . . . . . . . . . . . . .54
Dependent POS Determining System (VHF) Desc. (3) . . . . . . . . . . .60
Dependent POS Determining System (ADF) Desc. (3) . . . . . . . . . . .68
Surveillance System
Aicraft Environment Surveillance System Desc. . . . . . . . . . . . . . . . .74
Navigation Systems Maintenance (3) . . . . . . . . . . . . . . . . . . . . . . . . .96
Radio Navigation Aids Systems Maintenance (3) . . . . . . . . . . . . . .100
Surveillance System Maintenance (3) . . . . . . . . . . . . . . . . . . . . . . .110
Navigation Systems Operation, Control & IND (3) . . . . . . . . . . . . .116
Navigation Systems Component Location (3) . . . . . . . . . . . . . . . . .124
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) TABLE OF CONTENTS Apr 21, 2006
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AIR DATA & INERTIAL REFERENCE SYSTEM DESC. (3)


ADIRS: General
The Air Data and Inertial Reference System (ADIRS) is the A/C
navigation center. It is an autonomous system, independent of ground
navigation aids. The ADIRS gives many A/C systems and the Control
and Display System (CDS) with air data, inertial parameters and time
reference through the Avionics Data Communication Network (ADCN)
and ARINC bus.
Components
The ADIRS is composed of:
- 3 Air Data and Inertial Reference Units (ADIRUs). Each ADIRU is
split in 2 parts: the Air Data Reference (ADR) part, the Inertial
Reference (IR).
- probes: Multi Function Probe (MFP), Integrated Static Probes (ISPs),
Side Slip Angle (SSA) probe,
- one Integrated Control Panel (ICP) installed on the overhead panel,
allowing ADIRUs powering and control,
- one switching panel installed on the main instrument panel,
The ADIRS interfaces with:
- 2 EFIS Control Panels, installed on the glareshield, allowing the
baro-reference setting,
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- 2 Keyboard Cursor and Control Units (KCCUs),


- CDS, with NDs, PFDs, MFDs,
- a navigation information, with the Multi Mode Receiver (MMR) for
the GPS data.

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ADIRS: GENERAL - COMPONENTS

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AIR DATA & INERTIAL REFERENCE SYSTEM DESC. (3)


- the MFP 3 is powered by the AC ESS bus.
ADR Part: Probes Description
Integrated Static Probe
Each ADR part of the ADIRU is connected to the three types of sensors: The ISP gives the local Static Pressure (Ps).
- 1 MFP, There are six ISPs. Each ADIRU is connected to two ISPs.
- 2 ISPs, Three ISPs installed on the right hand side of the A/C, and three others
- 1 SSA) probe. installed on the left hand side.
Each probe includes an integrated digital converter. Each ISP transmits the data through the digital converter to the ADIRU
Each digital converter transforms the aerodynamic data to electrical associated.
signal, and transmits the air data to the ADIRUs, on ARINC 429 buses. The ISP probes are power supplied with 28 VDC for digital converter
Each probe has also an integrated de-icing regulation. and 115 VAC for de-icing function.
MultiFunction Probe On Normal condition:
- the ISP 1 is powered by the AC ESS bus, and DC ESS bus,
The MFP gives the Angle Of Attack (AOA), Total Air Temperature
- the ISP 2 is powered by the AC bus 4 and DC bus 2,
(TAT) and Total Pressure (Pt).
- the ISP 3 is powered by the AC bus 2 and DC bus 2
The probes has:
After ADIRS reconfiguration, "ADR DATA" on "CAPT ON 3" or
- a wing vane for AOA measurement;
"F/O ON 3":
- a tube to measure the TAT,
- the ISP 1 is not powered,
- pitot probe for the Pt.
- the ISP 2 is powered by the AC bus 2 and DC bus 4,
There are three MFPs. Each ADIRU is connected to one MFP.
- the ISP 3 is powered by the AC ESS bus and DC ESS bus .
One MFP is installed on the left side of the A/C, and the two others
are installed on the right side. Side Slip Angle Probe
Each MFP transmits the data through the digital converter to the The SSA probes provides the SSA.
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ADIRU associated. The probe has a wing vane to measure the local SSA.
The probes are power supplied with 115VAC for digital converter There are three SSA probes. Each ADIRU is connected to one SSA
and de-icing function. probe.
On Normal condition: The three SSA probes are installed on the upper part of the nose side
- the MFP 1 is powered by the AC ESS bus, of the A/C,
- the MFP 2 is powered by the AC bus 4, Each SSA probes transmits the data through the digital converter to
- the MFP 3 is powered by the AC bus 2. the ADIRU associated.
After ADIRS reconfiguration, "ADR DATA" on "CAPT ON 3" or The probes are power supplied with 115VAC for digital converter
"F/O ON 3": and de-icing function.
- the MFP 1 is not powered, On Normal condition:
- the MFP 2 is powered by the AC bus 4, - the SSA probe 1 is powered by the AC ESS bus,
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- the SSA probe 2 is powered by the AC bus 4,
- the SSA probe 3 is powered by the AC bus 2.
After ADIRS reconfiguration, "ADR DATA" on "CAPT ON 3" or
"F/O ON 3":
- the SSA probe 1 is not powered,
- the SSA probe 2 is powered by the AC bus 4,
- the SSA probe 3 is powered by the AC ESS bus.
De-Icing Function
The probes de-icing can be operated in:
- automatic mode,
- manual mode.
Automatic mode when:
- one engine is running,
- or Ground Speed (GS) higher than 30 kts
Electronic Engine Control (EEC) gives the engine information.
Manual mode, de-icing can be operated, by the means of
"PROBE/WINDOW HEAT" P/BSW installed on ICP-ADIRS, when
the A/C is on ground with the engine not running.
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ADR PART: PROBES DESCRIPTION - MULTIFUNCTION PROBE ... DE-ICING FUNCTION

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AIR DATA & INERTIAL REFERENCE SYSTEM DESC. (3)


- the "TRUE/MAG" from FCU or FCU back-up, hosted in CPIOM-C.
ADR and IR Computation The IR part gives the GPIRS data to MMRs
The Switching panel is used for IR reconfiguration.
This topic describes the ADR and IR computation.
The IR part of the ADIRU 1 and 3 give the data to ISIS.
ADR Computation The BITE module is hosted in IR part for communication with OMS.
The ADR gives the air data parameters to A/C systems through ANCN
Interface by ADCN, or in back-up by ARINC 429
The ADR part receives through ARINC:
- the aerodynamic data from the probes digital converters,
- the baro-setting value from FCU or FCU back-up, hosted in Core
Processing Input/Output Module (CPIOM-Cs).
The ADR part sends by ARINC the air data to the Landing Gear
Extension and Retraction System (LGERS),
The ADR part receives through discrete signal:
- Ground/Flight (GND/FLT) signal from LGERS,
- the Maximum Operating Speed/Maximum Operating Mach
(Vmo/Mmo) switch is used to define the new Vmo/Mmo value. This
SW is used for a flight, with landing gear down.
The Switching panel is used for ADR reconfiguration.
The ADR part of the ADIRU 1 and 3 gives the data to Integrated
Standby Instrument System (ISIS)
The BITE module is hosted in ADR part for communication with
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Onboard Maintenance System (OMS).


IR Computation
Three accelerometers, one for each axis, give linear accelerations.
Three gyros, one for each rotation axis, give inertial rotation data.
Each ADIRU gives Inertial Reference data to users by computing the
gyros and the accelerometers outputs.
The IR parameters are sent to A/C systems through ANCN Interface
by ADCN, or in back-up by ARINC 429.
The IR part receives through ARINC:
- the GPS data from the MMRs,

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ADR AND IR COMPUTATION - ADR COMPUTATION & IR COMPUTATION

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AIR DATA & INERTIAL REFERENCE SYSTEM DESC. (3)


ADIRS: Control
The ADIRS control:
- ICP ADIRS for control and powering,
- Switching panel in case of failure.
ADIRS: ICP02A
The ICP has three independent channel units, one by ADIRU.
Each ICP channel is dedicated to one separate ADIRU and includes
the following features:
- one selector switche with three positions: "FAULT", "NAV" and
"ATT" for the powering,
- a P/BSW "IR" and P/BSW "ADR" with "ON" and "OFF" legends.
The action on "ADR" or "IR" PB/SW switch on ADR or IR part and
the legend "FAULT" come on.
The "FAULT" legend comes on when the ADR or IR part is lost.
The "FAULT" legend flashes when attitude and heading information
may be recovered in "ATT" mode.
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ADIRS: CONTROL - ADIRS: ICP02A

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AIR DATA & INERTIAL REFERENCE SYSTEM DESC. (3)


ADIRS: Control (continued)
ADIRS: Switching and Powering
The two rotary selector switches "AIR DATA" and "ATT HDG" are
used for the selection of ADR3 or IR3 as a source for CDS displays,
in case of ADIRU1 or ADIRU2 failure. In case of failure of ADIRU
1 or 2, the action on "AIR DATA" or "ATT HDG" selector SW, makes
the selection of the IR3 or ADR3 for main source, instead of the
ADIRU fault.
This switching, used on the main instrument panel is the rotary selector
switches with 3 positions:
- CAPT ON 3,
- NORM,
- F/O ON 3.
In normal configuration:
- the CAPT PFD and ND show the data computed by the ADIRU1,
- the F/O PFD and ND show the data computed by the ADIRU 2,
- the data from the ADIRU 3, on standby, can be shown by action on
the "AIR DATA" or "ATT HDG" selector switch.
The ADIRUs are normally supplied with 115 VAC and 28 VDC for
the ADR and IR functions:
- ADIRU1 is powered with 115VAC from Emergency Bus and 28
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DC ESS bus,
- ADIRU2 is powered with 115VAC from Normal BUS2 and 28 DC
bus 2,
- ADIRU3 is powered with 115VAC from Normal BUS1 and 28 DC
ESS bus.
In case of total electrical failure, the 28 VDC gives the Back-up
generation:
- ADIRU1 is powered with 28 DC from hot bus,
- ADIRU2 is powered with 28 DC from ESS bus,
- ADIRU3 is powered with 28 DC from hot bus ESS.

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ADIRS: CONTROL - ADIRS: SWITCHING AND POWERING

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AIR DATA & INERTIAL REFERENCE SYSTEM DESC. (3)


Indicating
The ADR data is computed by the ADIRU and is shown on the PFDs.
The IR data is computed by the IR part and is shown on the NDs and the
PDFs.
The ADIRS status and parameters are shown on the MFDs on the IRS
page.
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INDICATING

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STANDBY NAVIGATION SYSTEM DESCRIPTION (3)


General
The Standby Navigation System (SNS) is the back-up system in case of
Air Data and Inertial Reference System (ADIRS) failure, Control and
Display System (CDS) failure or Avionics Data Communication Network
(ADCN) failure.
The SNS is composed of:
- 2 independent Integrated Standby Instruments System (ISIS) units,
installed at the center of the main instrument panel.
The ISIS units are interchangeable and compute independently the ADR
data (thanks to internal accelerometers) and the IR data (thanks to internal
gyrometers):
- one standby pitot probe, installed on the left FWD fuselage, gives the
Total Pressure,
- two standby static probes, installed on the left and right FWD fuselage
on the nose front fairing, give the Static Pressure.
All probes are automatically or manually de-iced,
- 1 standby compass, installed on the top of the windshield center post,
gives A/C magnetic heading information.
The SNS computes and gives:
- standby Air Data Reference (ADR) information,
- standby Inertial Reference (IR) information,
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- navigation information,
- flight plan information.
In normal configuration, ISIS 1 shows the standby flight display and ISIS
2 shows the standby navigation display. Each ISIS is capable of doing
all the functions of either standby flight display or standby navigation
display. In case of failure of ISIS1, ISIS 2 is automatically reconfigured
in standby flight display mode. In this configuration, it is possible to
recover the standby navigation display again by an action on the MODE
P/BSW, installed at the front face of the ISIS.

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GENERAL

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STANDBY NAVIGATION SYSTEM DESCRIPTION (3)


SNS Interfaces MMR
Each ISIS is interfaced with the Multi Mode Receiver (MMR) 1
The SNS is composed of: through an ARINC 429 bus. The MMR 1 gives the Landing System
- 2 ISIS units, which acquire data from 2 standby static probes and a (LS) data (LOC and Glide deviations) and GPS data (Ground Speed,
standby pitot probe, latitude and longitude).
- a standby compass which gives magnetic heading.
OMS
Interface between both ISIS
Each ISIS is interfaced with the Onboard Maintenance System (OMS)
Within the system, both ISIS units communicate together with discrete through an ARINC 429 bus and a discrete link. ISIS gives maintenance
links. These links make an automatic reconfiguration between the two data to the OMS (failure, results of the tests) via the Secure
ISIS according to the events. Communication Interface (SCI) through an ARINC 429 bus. The
Probes OMS gives data via the SCI through a discrete link to the ISIS to test
the equipment.
The two ISIS have an interface with the standby pitot probe and with
the two standby static probes through a pneumatic link. The pitot FCU and FCU back-up
probe is supplied with 115VAC by the ESS BUS bar and the standby Each ISIS is interfaced with the Flight Control Unit (FCU) through
static probes are supplied with 115VAC by the NORMAL BUS bar. a discrete signal and with FCU back-up application hosted in the
A discrete link existing between ISIS and probes activates the auto CPIOM-C through a discrete signal. These interfaces are used to
de-icing activation in flight. receive magnetic/true selection data.
This discrete is activated from the ADIRU with these following
conditions: PRIMARY Systems
- one engine is running, A link exists between ISIS and the two Flight Guidance Computer
- or Ground Speed (GS) is higher than 30 kts,
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Units (FCGUs) included in each one of the three PRIMary (PRIM)


and from the ISIS itself with this condition: systems through an ARINC 429 bus. This interface is used to send
- Computed AirSpeed (CAS) is higher than 50 kts. air data and inertial data to the FCGUs in case of two ADIRS failure.
Only on ground the manual de-icing can be activated by the means
of the ICP ADIRS installed on the overhead panel. VOR/DME/ADF
The radio navigation system sends VOR, DME and ADF data to the
ADIRUs ISIS2 in order to display radio navigation information.
Each ISIS is interfaced with the Air Data and Inertial Reference Unit
(ADIRU) 1 and the ADIRU 3 through an ARINC 429 bus. The Others systems
ADIRUs send the IR data to ISIS. Basically, the ISIS computes the Two ARINC 429 outputs makes the transmission of:
data coming from ADIRU 3. In case of failure of the ADIRU3, ISIS - status and warning data through Input/Output Module (IOM) for
will switch to ADIRU 1. Flight Warning System (FWS) application hosted in the
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CPIOM-C,
- air data and inertial data computed by the ISIS to the Centralized
Data Acquisition Module (CDAM),
- standby static pressure to the Cabin Control Pressure System (CPCS).
Power supply
The two ISIS are supplied with 28VDC by the ESSential BUS bar.
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SNS INTERFACES - INTERFACE BETWEEN BOTH ISIS ... POWER SUPPLY

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STANDBY NAVIGATION SYSTEM DESCRIPTION (3)


Control
The face of each ISIS is composed of six P/BSWs and a light sensor:
- the MODE P/BSW is used in case of manual reconfiguration between
the two ISIS,
- the LS/Dir TO P/BSW gives directly access to LS information in standby
flight display mode and calls the Dir TO function in standby navigation
display mode,
- the PLUS and MINUS BRIGHTNESS P/BSWs are used to adjust the
brightness of the display,
- the MENU P/BSW is used to display the menu and select options.
- the SET/SEL rotary knob/P/B is used to set and select data:
-On standby flight display mode, it is used to set the reference barometric
pressure by pushing the button (first press: STD, second press: setting
of the barometric pressure), and enabling the setting/selection of items
when the MENU P/BSW is used.
- On standby navigation display mode, it is only used for the
setting/selection of the items when the MENU P/BSW is used.
- the light sensor is used for the automatic setting of the display of
luminosity according to the cockpit lighting.
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CONTROL

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RADIO NAVIGATION TUNING DESCRIPTION (3)


Radio Navigation Tuning Description
The A/C has the following radio navigation aids:
- 2 VOR receivers,
- 2 DME receivers,
- 2 ADF receivers (optional),
- 2 MMR receivers.
Automatic Tuning
In normal operation, Flight Management Computer (FMC)-A and
FMC-B through the Input Output Module (IOM) automatically tunes
its own side radio navigation receivers (VOR, DME, ADF, MMR)
via its associated Radio and audio Management Panel (RMP).
The radio navigation receivers use the tuning data coming on port B
and given by its own RMP from the same side. If no activity is detected
by the RMP on this port, then the port A/B selection switches and
tells the radio navigation receivers that they have to listen to the port
A, by-passing the RMP.
Manual Tuning
In manual tuning mode, the crew uses the POSITION/NAVAIDS
page on the MultiFunction Display (MFD). The manual settings are
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sent on the port B of the related radio navigation receivers via the
IOMs and the RMPs.
On this mode a "M" underlined and dimmed is displayed near the
navaid identification on NDs.
Backup Tuning
If both IOMs (IOM 3 and 4) have failed, the radio navigation receivers
can be manually tuned via the RMPs. The CAPT and F/O use their
RMPs to control their own side radio navigation receivers.
On this mode a "R" underlined and dimmed is displayed near the
navaid identification on NDs.

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RADIO NAVIGATION TUNING DESCRIPTION - AUTOMATIC TUNING ... BACKUP TUNING

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MULTI-MODE RECEIVER DESCRIPTION (3)


MMR: General
The MMR is radio navigation aids.
The main functions computed by the MMR are as follows:
- the ILS computes Localizer (LOC) and Glide/Slope (G/S) deviations,
for precision approach and landing,
- the Flight management Landing System (FLS) computes pseudo LOC
and pseudo G/S deviations,
- the GPS computes the Position, Velocity and Time (PVT) for the aircraft
systems,
- the Global navigation satellite Landing System (GLS), optional, is used
for precision approach and landing,
- the Mix Localizer/Vertical Navigation function (MIX LOC/VNAV), is
used for non precision approach and landing.
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MMR: GENERAL

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MULTI-MODE RECEIVER DESCRIPTION (3)


Each LGERS sends discrete signals to the MMRs. This Ground/Flight
MMR: ILS function description information is used by the receiver BITE module to count the flight legs.
The ILS function is used for precision approaches. Radio Frequency Relay
The ILS function is to give the crew and airborne system users, LOC and The two G/S antennae are used as follows:
G/S deviation signals, with respect to the approach ILS radio transmitted - the capture antenna when the NLG is retracted,
by the ground station. - the track antenna when the NLG is extended and some conditions
The ground station identification is sent to the Integrated Standby are satisfactory.
Instrument System (ISIS) by A429 and to the Control and Display System The selection of the G/S antenna is based on two discrete inputs:
(CDS) by the Avionics Data Communication Network (ADCN) and in - the Landing Antenna Select (LAS) input,
analogical format to the Audio Management Units (AMUs). - the Functional Test (FT).
The Flight Management System (FMS), or the Radio and Audio These two discrete inputs, given by the FCGUs according to the
Management Panel (RMP) in back up when the ILS line is selected on landing gear extension status combined with condition as for the
"NAV" page, gives the tuning selection. instance the radio-altimeter altitude.
For all the approaches functions, the pilot uses the Flight Control Unit According to the status of this discrete, the MMR commands their
(FCU): related RF relay switches on the proper G/S antenna, through a VHF
- "LS" EFIS control panel push button results in the lateral and vertical Antenna Select Control (VASC) discrete and informs accordingly the
LS deviations display, MMRs through a VHF Antenna Select Acknowledge (VASA) discrete.
- "APPR" FCU P/B arms the AP/FD lateral and vertical approach mode,
- "LOC" FCU P/B arms the AP/FD lateral approach mode.
The Tune/Test Inhibit (TTI) discrete, elaborated by the PRIMary systems
(PRIMs), freezes the tuning in order to avoid untimely tuning change
near the ground, below 700 ft and the Nose Landing Gear (NLG)
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extension, and inhibits the MMR test when the A/C is near the ground.
The ILS data is sent to the PRIMs for A/C guidance during take off,
approach and landing phases.
This data is also sent to the Flight Warning Computer (FWC) for the
warning and caution.
The ILS data is sent to PRIMs, (ISIS) by A429 and to FMS, CDS, Flight
Warning System (FWS), Aircraft Environment Surveillance System
(AESS) by ADCN.
The PRIMs give the precision approach capability to the CDS through
the Flight Data Concentrator Computer (FCDC).

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MMR: ILS FUNCTION DESCRIPTION - RADIO FREQUENCY RELAY

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MMR: ILS function description (continued)
ILS Function: Indicating
On the PFD the G/S and LOC scales come into view when you push
the LS P/BSW on the EFIS control panel.
The deviation symbols come into view when the related G/S and LOC
signals from the MMR are correct.
On the PFDs, the data that follow are shown:
- at the top section of the PFD, a Flight Mode Annunciator (FMA)
shows the different armed/active vertical and lateral modes,
- On the corner below to the left of the PFD window the ILS
information: ILS identification, ILS frequency, ILS - DME distance,
- on the heading scale, the ILS course is shown with a magenta
dagger-shaped symbol,
- on the G/S scale, the index, magenta diamond-shaped, gives the G/S
indication,
- on the LOC scale, the index, magenta diamond-shaped, gives the
LOC indication.
The ND on the Rose/ILS Mode shows the indications.
On the ND the data that follow are shown:
- on the right top corner, the ILS approach information,
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- at the center top section, the approach type is shown,


- on the right side of the display, the magenta index gives the G/S
deviation on the G/S scale,
- the magenta index gives the LOC indication on the, LOC scale.
The course pointer is shown with a magenta dagger-shaped symbol.

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MMR: ILS FUNCTION DESCRIPTION - ILS FUNCTION: INDICATING

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MMR: FLS Function Description
The FLS function is used for non-precision approaches.
The FLS principle is to acquire the FLS beam data, given by the FMS.
The FMS calculates this information with:
- the FMS data, extracted from the FMS database,
- the A/C posistion given by the Air data and Inertial Reference System
(ADIRS).
And so, latitude, longitude, altitude and ident of the Anchor Point (AP),
course, latitude and longitude of runway threshold and local magnetic
deviation are then sent by the FMS and used by the MMR to define the
FLS beam.
The MMR computes and provides the lateral and vertical guidance:
pseudo-LOC (F-LOC) and pseudo-Glide/Slope (F-G/S) deviations to the
PRIMs, the CDS and the AESS.
The PRIMs give the non-precision approach capability to the CDS through
the FCDC.
This function is autonomous and does not require any additional
information from the ground.
In FLS mode, it is not possible to tune the MMR through the RMP.
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MMR: FLS FUNCTION DESCRIPTION

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MMR: FLS Function Description (continued)
FLS Function: Indicating
The FLS function shows the pseudo-LOC, pseudo-G/S deviations and
the distance to the runway data point.
The magenta diamond-shaped index in the ILS function is changed
into a magenta rectangle index for the FLS function.
The PFDs show the indications that follow:
- at the top section, a FMA shows the F-G/S and F-LOC modes and
the FLS approach capability,
- the pseudo LOC deviation scale and the magenta rectangle index,
- the pseudo G/S deviation scale and the magenta rectangle index,
- the FLS course pointer which is shown with a magenta dagger-shaped
symbol on the heading scale,
- the FLS anchor point identification, the FLS slope and the distance
to runway datum point.
The ND, in ROSE LS mode shows the indications that follow:
- on the right top corner, the FLS information,
- at the center top section, the approach type identification,
- on the right side of the display, the magenta index gives the pseudo
G/S deviation on the G/S scale,
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- the magenta index gives the pseudo LOC indication on the LOC
scale.
The course pointer is shown with a magenta dagger-shaped symbol.

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MMR: FLS FUNCTION DESCRIPTION - FLS FUNCTION: INDICATING

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MMR: Mix LOC/VNAV Function Description
The ILS/FLS function is used for non-precision approaches.
In the combined ILS/FLS function given to the crew:
- the LOC deviation transmitted by the ground station, same as the ILS
function,
- the pseudo G/S deviations in accordance with the FMS data, same as
the FLS functionThe tuning selection is done by the FMS, or the RMP
in back up when the ILS line is selected on "NAV" page.
The MMR computes and transmits the LOC and F-G/S deviations to the
PRIMs, the CDS and the AESS.
Ground station identification is sent to ISIS by A429 and to the CDS by
the ADCN and in analogical format to the AMUs.
The tuning selection is done by the FMS, or the RMP in back up.
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MMR: MIX LOC/VNAV FUNCTION DESCRIPTION

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MMR: Mix LOC/VNAV Function Description (continued)
Mix LOC/VNAV Function: Indicating
In combined LOC/VNAV function, the MMR receives the same
landing data as for the ILS and FLS function.
The MMR computes the data and transmits them to the PFDs and the
NDs.
The symbols and indications shown are related to the ILS or FLS
function used by the MMR.
The data that follow are shown:
- at the top section of the PFD, a FMA showing G/S, LOC modes,
and ILS category display,
- On the corner below to the left of the PFD window, the ILS approach
information,
- on the heading scale, the ILS course shown with a magenta
dagger-shaped symbol,
- on the G/S scale, the index, rectangle-shaped, gives the magenta
F-G/S indication,
- on the LOC scale, the index, diamond-shaped, gives the magenta
LOC indication.
The LOC indication is shown at the top to the left of the LOC scale.
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The FLS indication is shown at the top to the left of the F-GS scale.
On the NDs:
- on the right top corner, the FLS information,
- at the top center section, the approach type identification,
- on the right side of the display, the magenta index gives the pseudo
G/S deviation on the G/S scale,
- the magenta index gives the LOC indication on the LOC scale.
The course pointer is shown with a magenta dagger-shaped symbol.

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MMR: MIX LOC/VNAV FUNCTION DESCRIPTION - MIX LOC/VNAV FUNCTION: INDICATING

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MMR: GPS Function Description
Each MMR receives the GPS satellite from the active antenna to compute
and give to the three ADIRUs:
- the Universal Time Coordinated (UTC) and the date,
- the position and the altitude,
- the ground speed and the track angle,
- the GPS measurement,
- the real time and the predictive integrity data,
Each MMR transmits to the three Air Data/Inertial Reference Units
(ADIRUs) a time mark signal, which gives the time to read the GPS data.
Each ADIRU:
- monitors the MMR with the GPS word status and ADIRU BITE,
- gives the MMR GPS status to the FWS,
- uses the MMR GPS measurement data to compute the GPIRS data.
- transmits the GPS and the Global Positioning / Inertial Reference System
(GPIRS) data to the FMS, the AESS and the FWS.
The MMR1 transmits the GPS data to the ISIS1 and 2 indicators but these
data are only used if there is a loss of GPIRS data.
The MMR1 sends the UTC and the date to the clock, in ARINC 429 link.
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MMR: GPS FUNCTION DESCRIPTION

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MMR: GPS Function Description (continued)
GPS Function: Indicating
The GPS data are shown on the MFDs, PFDs, NDs and ISIS.
The GPS data output from the MMR can be shown on the ISIS ND
mode: the GPS position value can be displayed below the rose and
the GPS G/S value is shown on the left upper corner.
The UTC and time reference are shown on the clock.
On the MFD, the POSITION/GPS page shows the GPS data.
The operational messages may be shown on the NDs and PFDs.
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MMR: GLS Function Description (Optional)
This system is composed of a GLS ground station and of an airborne
part, the MMR.
The MMR receives the GLS ground station through LOC antenna and,
in addition, the GPS position information, in order to guide the A/C down
to the decision height: 200ft.
The GLS ground station gives the pseudo range corrections and satellite
integrity information to the A/C.
The MMR receives these data and computes a more accurate position
regarding the GPS raw position.
The GLS ground station also gives the final approach segment data to
the MMR.
The tuning selection is done by the FMS, or the RMP in back up when
the GLS line is selected on "NAV" page.
The MMR receives these approach parameters and defines an approach
"Beam".
According to the A/C position and final approach segment data, the MMR
computes the pseudo LOC and pseudo Glide deviations.
This pseudo approach parameters are sent to the PRIMs, and ISIS by
A429 and to the FMS, CDS, FWS, and AESS by the ADCN.
The tuning selection is done by the FMS, or the RMP in back up.
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MMR: GLS FUNCTION DESCRIPTION (OPTIONAL)

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MMR: GLS Function Description (Optional) (continued)
GLS Function: Indicating
The data that follow are shown:
- at the top section of the PFD, a Flight Mode Annunciator (FMA)
showing the different armed/active vertical and lateral modes,
- at the bottom to the left corner of the PFD window the ILS
information: ILS identification, ILS frequency, ILS - DME distance,
- on the heading scale ,the ILS course is shown with a magenta
dagger-shaped symbol,
- on the G/S scale, the index, diamond-shaped, gives the magenta G/S
indication,
- on the LOC scale, the index, diamond-shaped, gives the magenta
LOC indication.
The ND on the Rose/ILS mode shows the indications.
The data that follow are shown:
- on the right top corner, the ILS approach information: the selected
mode ILS with its frequency, the course, the station identification,
- at the center top section, the approach type is shown,
- on the right side of the display, the magenta index gives the G/S
deviation on the G/S scale,
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- on the display, the magenta index gives the LOC indication on the,
LOC scale.
The course pointer is shown with a magenta dagger-shaped symbol.

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MMR: GLS FUNCTION DESCRIPTION (OPTIONAL) - GLS FUNCTION: INDICATING

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ON-BOARD AIRPORT NAVIGATION SYSTEM DESC. (3)


General
Airport Navigation is an on-board function giving the flight crew
improved situational awareness on the airport surface.
The aims of Airport Navigation function are first to make pilot workload
easier in the day-to-day task of navigation around complex airfields; and
then, an important safety function, is to help preventing dangerous errors
in surface navigation such as runway incursion or take-off from the wrong
runway/taxiway.
The function will help to potentially reduce taxiing delays thanks to
improved navigation.
The airport navigation function is hosted on On-board Airport Navigation
Computer (OANC).
The OANC generates two independent images to show respectively on
ND CAPT and/or ND F/O, via the Concentrator and Multiplexor Video
(CMV) and controlled by the Keyboard and Cursor Control Unit (KCCU)
and activated by the EFIS control panel on range selector in zoom
position.
For this function the On-board Airport Navigation System (OANS):uses
- airport data stored in the Airport Data Base (ADB), hosted on OANC,
- A/C data giving Flight Management System (FMS), Air Data and Inertial
Reference Unit (ADIRU), others system,
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- pilots data entries by KCCUs.

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GENERAL

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Description
The OANS is interfaced with Landing Gear Extension and Retraction
System (LGERS) in order to manage the OANC power-up.
The OANS is interfaced with the:
- FMS, which gives the origin, destination and alternate airports for
automatic airport map selection and the runway threshold in order to
display database objects with a specific appearance on the airport moving
map
- ADIRS, which gives the IR, ADR parameters and GPIRS.
- MMRs, which give the A/C position by GPS.
The ADB and OANS software, hosted in OANS are downloaded through
Onboard Maintenance System (OMS).
The BITE module is hosted in OANC for the communication with OMS.
Control
The Airport moving map is shown according to:
- the EFIS control panel mode selector: "PLAN", "NAV", "ARC",
- the EFIS control panel range selector:"ZOOM" and range
- the TRUE/MAG selection.
The OANS is interfaced with the CAPT KCCU and the F/O KCCU
through RS 422.
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When OANC is activated on ND, the associated KCCU manages the


ND on the same side.

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DESCRIPTION - CONTROL

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Description (continued)
Soft control panel
The soft control panel agrees with the area on the ND interactive zone,
located at the bottom of the display and controlled through KCCU,
The aim of the soft control panel is to let the crew interact with the
airport map through a dedicated interface.
The Soft Control Panel is composed of three pages:
- MAP DATA page: airport elements information, map annotation,
elements centring,
- AIRPORT SELECTION page: airport information, airport selection,
origin, destination, alternate,
- STATUS page: ADB information and ADB switch between the 2
ADB cycles embedded on the OANC.
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DESCRIPTION - SOFT CONTROL PANEL

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INDEPENDENT POS DETERMINING SYS (RA) DESC. (3)


Independent Position Determining
The independent position determining system is a radio navigation aid,
and basically independent of ground installations.
This system includes:
- the Radio Altimeter (RA) system,
- the Aircraft Environment Surveillance System (AESS).
Only the RA system is described in this document.
Radio Altimeter: General
The RA system supplies the radio height information.
The RA transceiver measures the vertical distance between the A/C
and the ground.
This vertical distance is valid up to 5000 ft.
The information is displayed on the Primary Flight Display (PFD)
and sent to:
- PRIMary (PRIM) for the Auto Flight System (AFS),
- Flight Warning System (FWS) to generate warning and auto call-out,
- Terrain Awareness Warning System (TAWS) hosted in AESS.
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INDEPENDENT POSITION DETERMINING - RADIO ALTIMETER: GENERAL

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Each RA also sends its status information to the FWCs, when a RA
RA Description fault is detected a warning message is shown on the Electronic
Centralized Aircraft Monitoring (ECAM).
The RA system gives to the crew and the user-systems an indication of
the radio height of the A/C above the ground. IOMs
Antennae The RAs send radio height data to the PFDs and Aircraft Environment
Surveillance Units (AESUs) through the IOMs and ADCN. This data
The antennae (3 transmission antennae and 3 reception antennae) are
is shown at the bottom of the sphere on the PFD. The TAWS function
installed at the bottom of the fuselage on the rear cargo compartment
integrated in each AESU acquires the radio height data from the RAs
area. A coaxial cable connects each transceiver to each antenna, which
for the surveillance of the terrain proximity. The Flight Management
transmits a frequency modulated signal (between 4200 Mhz and 4400
System (FMS) also acquires the radio height data from the RAs.
Mhz) to the ground through the antennae.
The operating range of each antenna according to the A/C attitude is OMS
limited to 30 for roll and pitch angles. Each RA is connected to the Secure Communication Interfaces (SCIs)
PRIMARY Systems and Centralized Data Acquisition Module (CDAM) in order to transmit
maintenance data to the Onboard Maintenance System (OMS), and
The link between RA and PRIM systems is important for the autopilot
also to receive normal and interactive mode commands from OMS.
function. Each RA transceiver sends data to the PRIM system; each
The normal mode is active in flight and the interactive mode is active
PRIM receives radio height and status data to:
only on ground.
- elaborate parameters for automatic landing,
- trigger AP modes engagement, LGERS
- consolidate the ground/flight conditions. Each RA transceiver is connected to the Landing Gear Extension and
The data is transmitted/received through the ARINC 429 output bus Retraction System (LGERS) via a discrete link. The LGERS gives
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1 which is the basic means of communication. The Avionics Data flight/ground information to the RA in order to let or forbid interactive
Communication Network (ADCN) transmission through the ARINC mode. When the A/C is in flight, the interactive mode of the RA bite
429 output 2 and the Input/Output Modules (IOMs) is used as a backup function is inhibited.
if the ARINC 429 output bus 1 is not available.
MASTER LEVER ON
FWC
Each RA transceiver is connected to the MASTER LEVER ON
Each RA transceiver is connected to the FWC application hosted in own-side via a discrete link. The MASTER LEVER ON gives engine
the CPIOM-C through the ARINC 429 output bus. Each FWC acquires power ON/OFF information to the RA in order to inhibit the interactive
the radio height data from the 3 RAs, in order to generate warning mode during the flight. This is a complementary mean with the
information and auto call-out. LGERS.

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Power Supply
The 3 RAs are supplied with 115VAC by the 115VAC NORMAL
BUS.
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RA DESCRIPTION - ANTENNAE ... POWER SUPPLY

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DEPENDENT POS DETERMINING SYSTEM (VHF) DESC. (3)


General
This system is dependent on ground stations. It supplies navigation data
to the Control and Display System (CDS), the Flight Management System
(FMS), and communication system.
The system includes:
- Distance Measuring Equipment (DME) with 2 antennae installed at the
bottom of the fuselage,
- VHF Omnidirectional Range (VOR) with an antenna installed on the
top of the vertical stabilizer,
- Marker (MKR) with an antenna at the bottom of the A/C,
- Automatic Direction Finder (ADF), optional.
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GENERAL

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VOR/MARKER Description OMS
Each VOR receiver is connected to the Secure Communication
The VOR/MKR system is a radio navigation aid, which gives A/C position Interfaces (SCIs) and Centralized Data Acquisition Module (CDAM)
to VOR ground stations and MKR beacons. in order to transmit maintenance data to the Onboard Maintenance
VOR Tuning System (OMS), and also to receive normal and interactive mode
commands from the OMS. The normal mode is active in flight and
The Port A input of each VOR receiver is connected to Input Output
the interactive mode is active only on ground.
Modules (IOMs), in order to receive the tuning selection information
from the FMS (automatic tuning) and the MultiFunction Displays LGERS
(MFDs) (manual tuning). Each ground/flight discrete input is connected to its own-side Landing
The Port B input of each VOR receiver is connected to the Radio and Gear Extension and Retraction System (LGERS) in order to let or
audio Management Panels (RMPs) in order to receive the tuning forbid interactive mode and to give ground/flight information.
selection information from the RMPs (automatic and backup tuning).
Power Supply
Antennae
The 115VAC ESSentiel BUS supplies the VOR1 and the 115VAC
The dual VOR antenna receives the signals coming from the VOR NORMAL BUS supplies the VOR2.
ground stations and operates in the range of 108 to 117.95 MHz.
The MKR antenna receives the signals when the A/C overflies the
MKR beacons. The MKR antenna operates at 75 MHz.
AMUs
Each VOR receiver is connected to both Audio Management Units
L1W06161 - L0KT0T0 - LM34D7VORDME001

(AMUs) to give to the crew the morse audio signal identification of


the selected ground stations.
IOMs
The VOR is connected to IOMs in order to send VOR data through
the Avionics Data Communication Network (ADCN) to be used by
system users like:
- the PRIMary system (PRIM),
- the Flight Warning Computer (FWC),
- the PFDs and NDs,

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VOR/MARKER DESCRIPTION - VOR TUNING ... POWER SUPPLY

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DEPENDENT POS DETERMINING SYSTEM (VHF) DESC. (3)


and interactive mode commands from the OMS. The normal mode is
DME Description active in flight and the interactive mode is active only on ground.
The DME is a radio navigation aid, which gives a slant range distance LGERS
from an A/C to a selected ground station and an audio signal, which Each ground/flight discrete input is connected to its own-side LGERS
identifies this selected ground station. in order to let or forbid interactive mode and to give ground/flight
DME Tuning information.
The Port A input of each DME receiver is connected to the IOMs, in AESUs
order to receive the tuning selection information from the FMS There is a discrete link between each DME receiver and the Aircraft
(automatic tuning) and the MFDs (manual tuning) Environnment Surveillance Units (AESUs) in order to:
The Port B input of each DME receiver is connected to the RMPs in - inhibit both AESUs emission/reception while one DME operates,
order to receive the tuning selection information from the RMPs - inhibit both DMEs emission/reception while one AESU operates.
(automatic and backup tuning).
Power Supply
Antennae
The 115VAC ESS BUS supplies the DME1 and the 115VAC
The DME antennae transmit the DME interrogation and receive the NORMAL BUS supplies the DME2.
reply from the selected ground station. It operates in the frequency
range of 962 to 1213 MHz.
AMUs
Each DME receiver is connected to both AMUs to give to the crew
the morse audio identification of the selected ground stations.
L1W06161 - L0KT0T0 - LM34D7VORDME001

IOMs
The DME is connected to the IOMs in order to send DME data through
the ADCN to be used by system users like:
- the PRIM,
- the FWC,
- the PFDs and NDs,
OMS
Each DME receiver is connected to the SCIs and CDAM in order to
transmit maintenance data to the OMS, and also to receive normal

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DME DESCRIPTION - DME TUNING ... POWER SUPPLY

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DEPENDENT POS DETERMINING SYSTEM (VHF) DESC. (3)


VOR/MKR-DME Indicating
The VOR/MKR and DME information is shown on the PFDs, NDs and
ISIS.
On the PFDs: the DME information is shown on the lower left corner of
the screen. When the A/C overflies the related MKR, the following data
come into view on the screen:
- OM (Outer Marker) shown in blue,
- MM (Middle Marker) shown in amber,
- IM (Inner Marker) shown in white.
On the NDs: the VOR function is selected on the EFIS control panel in
order to show the VOR and DME information on the lower left and/or
on right corner of the NDs. On the right top corner, the VOR
characteristics of the selected station are shown.
On the ISIS: the DME information is shown on the right top corner of
the screen.
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VOR/MKR-DME INDICATING

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DEPENDENT POS DETERMINING SYSTEM (ADF) DESC. (3)


General
This system is dependent of ground stations. It gives navigation data to
the Control and Display System (CDS), the Flight Management System
(FMS), and communication system.
The system includes:
- Distance Measuring Equipment (DME),
- VHF Omnidirectional Range (VOR),
- Marker (MKR),
- Automatic Direction Finder (ADF), optional, with antenna(e) installed
on the top of the A/C.
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GENERAL

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DEPENDENT POS DETERMINING SYSTEM (ADF) DESC. (3)


and interactive mode commands from the OMS. The normal mode is
ADF Description active in flight and the interactive mode is active only on ground.
The ADF is a radio navigation aid, which gives the relative bearing of LGERS
the A/C with respect to the direction of a selected ground station. Each ground/flight discrete input is connected to its own-side Landing
ADF Tuning Gear Extension and Retraction System (LGERS) in order to let or
forbid interactive mode and to give ground/flight information.
The Port A input of each ADF receiver is connected to the Input
Output Modules (IOMs), in order to receive the tuning selection Power Supply
information from the FMS (automatic tuning) and the MultiFunction The 115VAC ESSentiel BUS supplies the ADF1 and the 115VAC
Displays (MFDs) (manual tuning). NORMAL BUS supplies the ADF2.
The Port B input of each ADF receiver is connected to Radio and
audio Management Panels (RMPs) in order to receive the tuning
selection information from the RMPs (automatic and backup tuning).
Antennae
The ADF antennae operate between 150 and 1799 Khz.
AMUs
Each ADF receiver is connected to both Audio Management Units
(AMUs) to give to the crew the audio identification of the selected
ground stations.
IOMs
L1W06161 - L0KT0T0 - LM34D8ADF000001

The ADF is connected to the IOMs in order to send ADF data through
the Avionics Data Communication Network (ADCN) to be used by
system users like:
- the PRIMary system (PRIM),
- the Flight Warning Computer (FWC),
- the NDs and the Integrated Standby Instruments System (ISIS) 2.
OMS
Each ADF is connected to the Secure Communication Interfaces
(SCIs) and the Centralized Data Acquisition Module (CDAM) in order
to transmit maintenance data to the OMS, and also to receive normal

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ADF DESCRIPTION - ADF TUNING ... POWER SUPPLY

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DEPENDENT POS DETERMINING SYSTEM (ADF) DESC. (3)


Control and Indicating
The ADF information is shown on the NDs, the ADF function is selected
on the Electronic Flight Instrument System (EFIS) control panel in order
to display the ADF information on the lower left and/or right corner of
the NDs. Two needles indicate the relative bearing of ADF1 and ADF2,
a single pointer on the relative heading dial shows the relative bearing
of ADF1 and a double pointer shows the relative bearing of ADF2. These
data are shown in green.
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CONTROL AND INDICATING

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AICRAFT ENVIRONMENT SURVEILLANCE SYSTEM DESC.


The aural warnings generated by the AESS are sent via the Audio
General Management Units (AMUs).
The Radio and Audio Management Panels (RMPs) control the
The general purpose of the Aircraft Environment Surveillance System
transponder function.
(AESS) is to tell the flight crew about all kind of existing hazards external
to the A/C, which may be:
- weather, windshear, turbulence by Weather radar/Predictive Windshear
(WXR/PWS),
- airborne collision by Traffic alert and Collision Avoidance System
(TCAS),
- transponder by XPDR,
- collision with terrain by Terrain Awareness and Warning System
(TAWS).
For each hazard, the AESS:
- detects the hazards,
- sends a warning to the crew in case of imminent hazard,
- tells the crew about the A/C environment,
- whenever possible, proposes an escape maneuver.
Components
The AESS includes:
- 2 identical Aircraft Environment Surveillance Units (AESUs),
- 2 identical Radar Transceiver Units (RTUs),
L1W06161 - L0KT0T0 - LM34D9AESS00001

- 1 Weather Antenna Drive Unit (WADU),


- 1 Weather Flat-plate Antenna,
- 1 AESS Control Panel,
- 4 identical combined Traffic alert and Collision Avoidance System
(TCAS)/Mode-S antennae.
The data are shown on the:
- MultiFunction Display (MFD), controlled by the Keyboard and
Cursor Control Units (KCCUs),
- The Control and Display System (CDS) controlled by the EFIS
control panel for range.

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GENERAL - COMPONENTS

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AICRAFT ENVIRONMENT SURVEILLANCE SYSTEM DESC.


AESS: System Architecture AESS: Control Panel, Pop-up function and Display
The AESS control panel is installed in the cockpit, on the center
This topic describes the AESS architecture: pedestal.
- the AESUs, It is used by the crew to:
- the AESS control and display, - select the mode of operation of the AESS surveillance functions,
The TCAS/mode S antennae are described in TCAS topic and the weather - activate independently the WXR/TAWS and TCAS/XPDR function
radar is described in WXR/PWS topic. groups in the AESU1 or in the AESU2.
AESU The AESS control panel lets the crew:
- operate the AESS surveillance functions: WXR, TAWS and TCAS
The AESS has two AESUs. Each AESU has five modules:
operating modes,
- a WXR/PWS module,
- activate function groups, WXR/TAWS, XPDR/TCAS independently
- a TAWS module,
in the AESU1 (SYS1) or in the AESU2 (SYS2) if there is a fault.
- a TCAS module,
For the AESS pop-up function, terrain, windshear or traffic alert, each
- a XPDR module,
AESU is also connected to the FCU.
- an Input/Output and alert priority management.
This interface is used to change the AESS mode on the EFIS control
And each module is divided into groups of two:
panels to activate the function mode related to the threat.
- WXR/PWS and TAWS called [WXR/TAWS] group,
The crew selects the display mode on the CAPT and F/O EFIS control
- TCAS and XPDR called [TCAS/XPDR] group.
panels.
Each AESU has two power supply units, one by group, supplied with
With the "WX", "TCAS" and "TERR" keys, the crew selects the ND
115 VAC.
display mode: weather background image or terrain background image,
The I/O and alert priority management is the primary A/C signal
with or without traffic display.
interface of the AESU.
The pop-up function automatically shows the threat alert related to
L1W06161 - L0KT0T0 - LM34D9AESS00001

This interface is used to:


the WXR/PWS, TCAS or TAWS function whatever the background
- do the alert priority management,
image shown on the NDs.
- send system status for aural alerts,
- do the acquisition of the flight phase data. Interfaces
The TAWS function extracts local topographic terrain data from the
terrain database to detect the terrain threat, to make a representative This topic describes the interface with the main A/C systems.
terrain image. The WXR surveillance function also uses this
FMS
information.
Each AESU has an interface with the Flight Management System
(FMS) through the Avionics Data Communication Network (ADCN).
This interface is used to receive:

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- the FMS raw data, such as navigation data, FMS selection source, This interface is used to receive the landing system information that
vertical display parameters, follows:
- the FMS flight plan is shown on the horizontal and vertical-display - horizontal and vertical deviations (GLIDE/LOC),
windows of the ND. - approach parameters: runway heading, MMR mode,
- status information.
ATC
Each AESU has an interface with the Air Traffic Control (ATC) PRIMary Systems
application, hosted on the Core Processing Input/Output Module D1 Each AESU has an interface with the two Flight Control and Guidance
(CPIOM-D1), through the ADCN. Units (FCGUs) included in the three PRIMary systems (PRIMs),
The ATC application receives the TCAS status information and the through the ADCN.
Mode S address through software pin-programming. This interface is used to receive the Automatic Flight System (AFS)
data that follow:
RMPs
- "AP Master Computer" information for the selection of the PRIM
The RMP is used to enter or change the transponder code, referred to source,
as SQUAWK code, and activate the IDENT function, through the - "Altitude selected" information for the air traffic and the terrain
RMP. proximity surveillance,
RAs - "AP engaged" information for the TCAS function.
Each AESU sends the "TCAS vertical speed" information to the
Each AESU has an interface with each of the three Radio Altimeter
FCGUs for the pitch guidance (when an avoidance maneuver or a
(RA) transceivers through the ADCN.
secure vertical separation with an intruder is necessary, for example).
This interface is used to receive the radio height above the ground for
the surveillance of the terrain proximity for TAWS function. EECs
ADIRS Each AESU has an interface with the Engine Electronic Controller
(EECs) through the ADCN.
Each AESU has an interface with the Air Data and Inertial Reference
L1W06161 - L0KT0T0 - LM34D9AESS00001

This interface is used to receive the data that follow:


Units (ADIRUs) through the ADCN.
- "Engine running" information to automatically start the WXR,
This interface is used to receive parameters related to:
- "Engine at takeoff power" information to automatically start the
- Air Data Reference (ADR), such as speed, altitude, temperature,
PWS.
- Inertial Reference (IR), such as heading, attitude, inertial vertical
speed, AESS: Priority Management
- Global Positioning and Inertial Reference System (GPIRS), The AESS gives both visual and aural messages, with an alert
- Global Positioning System (GPS). management function capability.
MMRs Visual alerts and audio requests are sent from the AESU function
module to the centralized alert management function hosted on the
Each AESU has an interface with the Multi-Mode Receiver (MMR1
I/O module and alert priority Management of the (master) AESU.
and MMR2), through the ADCN.
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This I/O module and alert priority management sends the visual alerts
via the ADCN bus to the cockpit displays.
In addition, the I/O module and alert priority management, in
coordination with the Flight Warning Computer (FWC), send
authorized audio to the A/C audio system.
Each AESU has an interface with the AMUs through an analog audio
output.
This interface is used to send aural alerts through the loudspeakers.
In order to cancel an aural alert, on crew request, each AESU is
interfaced with the ECAM CP.
This interface is done through an AESU input discrete given by the
EMERGENCY CANCEL momentary switch.
It does the BITE of the whole system to report system failures to the
Onboard Maintenance System (OMS) and Flight Warning System
(FWS) through the ADCN.
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AESS: SYSTEM ARCHITECTURE & INTERFACES

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AICRAFT ENVIRONMENT SURVEILLANCE SYSTEM DESC.


TAWS function
The TAWS function alerts the crew to prevent A/C collision with the
terrain.
The Master AESU uses many A/C parameters as inputs.
It applies alerting algorithms to give aural and visual alerts to the crew
if the boundaries of the alerting envelope are exceeded.
The alerting functional areas of the TAWS function are:
- basic ground-proximity warning modes,
- terrain awareness mode,
- terrain clearance floor mode,
- runway field clearance floor display mode,
- horizontal-profile terrain display,
- vertical-profile terrain display.
TAWS: Control
On the AESS control panel, the "G/S MODE" key is used to inhibit
the visual and aural alert associated to the Mode 5.
On the MFDs, there are four modes of operation for the TAWS
function:
- "TERR SYS" (ON/OFF) control,
- "GPWS SYS" (ON/OFF) control,
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- "G/S MODE" (ON/OFF) control,


- "FLAP MODE" (ON/OFF) control.
On the EFIS control panel, the "TERR" P/B is used to select the terrain
background on ND.

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TAWS FUNCTION - TAWS: CONTROL

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AICRAFT ENVIRONMENT SURVEILLANCE SYSTEM DESC.


TCF alerts are based on the current A/C position, on the nearest
TAWS function (continued) runway center position and on radio altitude.
The TCF mode is active during takeoff, cruise and landing phases
TAWS: Warning modes
when the mode is active during takeoff, cruise and landing phases
The function of these modes is as follows: when the standard Mode 4 is not available.
- Mode 1 processes alerts when the A/C has an excessive descent rate This mode complements the Mode 4 protection by giving an alert
near the terrain. This mode is active when the radio altitude is below about insufficient terrain clearance.
2450 ft. Above Ground Level (AGL),
- Mode 2 processes alerts when the A/C goes near the terrain at an
excessive rate. This mode is active when the radio altitude is below
2450 ft. AGL.
- Mode 3 processes alerts when the A/C loses a significant amount of
altitude immediately after takeoff or during a missed approach, when
the landing gear is up and the flaps are in a configuration different
from the landing configuration. The altitude loss is based on the
altitude value from the time of the start of the accidental descent. The
alert generation can change with the height of the A/C above the
terrain.
- Mode 4 processes alerts when the terrain clearance is not sufficient
with respect to the flight phase and to the A/C speed. This mode is
active during approach when the radio altitude is below 1000 ft. AGL.
Mode 4 gear-related alerts are inhibited when the gear-position input
data is not valid, or when a fault of the landing-gear control system
L1W06161 - L0KT0T0 - LM34D9AESS00001

is detected. Mode 4 flap-related alerts are inhibited when the


flap-position input data is not valid, or when a fault of the flap control
system is detected.
- Mode 5 processes alerts when the A/C flight path descends below
the glide slope beam during ILS approaches. This mode is active
during approach when the radio altitude is below 1000 ft AGL
The Terrain Clearance Floor (TCF) mode gives an additional element
of protection to the basic ground-proximity warning modes.
It creates an increasing terrain clearance envelope around the intended
airport runway to give protection against Controlled Flight Into Terrain
(CFIT) situations.
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TAWS FUNCTION - TAWS: WARNING MODES

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AICRAFT ENVIRONMENT SURVEILLANCE SYSTEM DESC.


The "WXR/ELEVN" selector knob is used to select the WXR mode
WXR/PWS function of operation.
The crew must:
The WXR/PWS function is an X-band dual WXR function with predictive
- push the knob to set the WXR function to the automatic mode,
windshear and turbulence detection.
- pull the knob to set the WXR function to the elevation mode,
After analysis of the return signals from weather targets, the AESU makes
- pull the knob again to set the WXR function to the tilt mode, if the
a pictorial representation of the reflectivity levels of weather.
option is software pin-programmed,
Three Dimensional (3D) Scanning and Processing - turn it to the right or to the left to adjust the value when the WXR
The WXR/PWS function scans and stores data from a volume of space function operates in manual mode.
(altitude, range, azimuth) processed as a whole for a vertical profile The "WXR/GAIN" selector knob is used to set the gain of the weather
and a plan view display. radar antenna and to adjust the value.
The WXR/PWS function detects and gives the location of the The crew must:
atmospheric disturbances in the area defined by the antenna scanning: - push the knob and the WXR function operates in automatic gain
- plus or minus 80 Deg. in azimuth, mode,
- plus or minus 15 Deg. in tilt, - pull the knob and the WXR function operates in manual gain mode,
- up to 320 NM in front of the A/C. - turn it to the right or to the left to adjust the gain value when the
When the A/C position changes due to velocity or heading WXR function operates in manual gain mode.
modifications, the AESU updates the display automatically. The "WXR/VD AZIM" selector knob is used to select the vertical
The AESU compares the collected data with the terrain database and profile mode in the ND vertical-display window and to adjust the
removes the data that correlate with the ground returns. azimuth value in degrees.
The images related to these atmospheric disturbances are shown in The crew must:
four colors on the horizontal and vertical-display windows of the ND. - pull the knob and the WXR function operates in vertical profile
L1W06161 - L0KT0T0 - LM34D9AESS00001

The colors, which are related to the intensity of the disturbance, are: mode,
- green, - push the knob to cancel the selection of the vertical profile mode,
- yellow, - turn it to the right or to the left to adjust the azimuth value degrees.
- red, On the ground, the weather radar function operates automatically
- magenta. when at least one engine starts and when the WX key on the CAPT
or F/O EFIS control panel is pushed.
WXR/PWS Control In flight, the WXR function operates without conditions.
There are three WXR rotary selector knobs for the CAPT and three On the MFDs, there are six modes of operation for the WXR/PWS
for the F/O. function:
These selector knobs are identified "ELEVN", "GAIN" and "VD - "MODE - WX/MAP" control
AZIM". - "TURB - AUTO/OFF" control,

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- "PRED W/S - ON/OFF" control,
- "GAIN - AUTO/MAIN" control,
- "WX VD - AUTO/OFF" control,
- "TILT/ELEVN - AUTO/ELEVN/TILT" control.
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WXR/PWS FUNCTION - THREE DIMENSIONAL (3D) SCANNING AND PROCESSING & WXR/PWS CONTROL

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AICRAFT ENVIRONMENT SURVEILLANCE SYSTEM DESC.


If the Traffic Advisory (TA) mode is not activated, the AESU sends
TCAS function the TA mode and Resolution Advisory (RA) display on NDs.
The automatic mode is activated when the "ABV" key and "BLW"
The TCAS function does an active surveillance of the air traffic to track
key are off.
A/C equipped with Mode C and Mode S transponders.
The same controls are displayed on the MFDs on the
Through the Mode S/TCAS antennae, the AESU sends RF interrogations
"SURV/CONTROL" page.
at 1030 MHz to intruder A/C in the vicinity, to receive the parameters
Moreover, on the "SURV/CONTROLS" page of the MFDs, the crew
that follow:
can select one of these modes:
- range,
- the "TA/RA" mode controls,
- bearing,
- the "STBY" mode controls.
- altitude,
In "STBY" mode, the surveillance and advisory functions are not
- A/C Mode S address.
available. No traffic display is shown on the NDs and no resolution
TCAS: Control advisory can be shown on the PFDs either.
The AESU shows: In "STBY" mode, the surveillance and advisory functions are not
- on the NDs, TCAS traffic data intruder symbols and information, available. No traffic display is shown on the NDs and no resolution
- on the PFDs, vertical speeds not allowed when the intruder becomes advisory can be shown on the PFDs.
a threat. On the EFIS control panel the "TCAS" key is used to display the
There are three display modes: intruders on ND.
- Above (ABV); the traffic display limits are from minus 2700 ft to Intruder category
plus 9000 ft from the own A/C,
The AESU detects an intruder A/C that flies in a sphere of 40 NM or
- Below (BLW); the traffic display limits are from minus 9000 ft to
100 NM diameter around the A/C.
plus 2700 ft from the own A/C,
A/C are divided into four categories:
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- Automatic (AUTO); the TCAS function selects the proper altitude


- other A/C are from plus or minus 1200 ft to plus or minus 9900 ft.
band to filter the traffic depending on the flight plan and/or the vertical
- Proximate (PA) A/C has an altitude difference with the TCAS A/C
rate.
less than 1200 ft and their ranges are within 6 NM.
The crew can select one of these modes on the AESS control panel
- TA A/C is near the TCAS A/C but is not an immediate threat.
or on the "SURV/CONTROLS" page of the MFDs.
- RA A/C is near the TCAS A/C and is an immediate threat.
On the AESS control panel, the crew must push one of the TCAS
When it is too low, the AESU calculates an escape maneuver.
P/BSW to select the TCAS mode of operation:
Moreover, the TCAS information can be shown on the PFD, on vertical
- "ABV" key for above mode activation,
speed scale, and the status of the TCAS is shown on the ND.
- "BLW" key for below mode activation,
- "TA ONLY" key for Traffic Advisory (TA) mode display activation.

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Mode S/TCAS Antennae
There are four combined Mode S/TCAS antennae, which transmit
and receive data for the TCAS and the XPDR functions.
They operate at a frequency of 1030 MHz for interrogation signals
and at a frequency of 1090 MHz for reply signals.
Each AESU is connected to one top antenna and one bottom antenna
through a coaxial cable.
The combined Mode S/TCAS antennae enable active surveillance to
track intruder A/C in the vicinity. They are also used for the automatic
replies to the ATC ground station or to TCAS-equipped A/C
interrogations.
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TCAS FUNCTION - TCAS: CONTROL ... MODE S/TCAS ANTENNAE

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AICRAFT ENVIRONMENT SURVEILLANCE SYSTEM DESC.


XPDR function
The XPDR function operates in an Air Traffic Control Radar Beacon
System (ATCRBS) environment.
Transmission modes
The AESU receives interrogations with 1030 MHz signals from:
- the ATC ground station,
- the TCAS-equipped A/C.
The AESUs reply to ATC interrogations with 1090 MHz signals.
XPDR: Control
Each AESU has an interface with the RMP1 and the RMP2 through
an ARINC 429 bus.
This interface is used for the XPDR function:
- transmission of the new-entered transponder code, "SQWK" code,
to each AESU,
- activation of the identification (IDENT) function.
The XPDR function can also be controlled from the MFD (through
the AESS CONTROLS page) and thus, the AESU synchronizes the
MFD and the RMP.
The MFD controls are:
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- "AUTO" control. In this mode, the XPDR function cannot send


automatic replies (Modes A and C) when the A/C is on the ground,
- "ON" control. In this mode, the XPDR function can send automatic
reply when the A/C is in flight or on the ground,
- "STBY" control. In this mode, the XPDR function sends no replies,
- "ALT RPTG" control. When it is set to OFF, the XPDR function
cannot send the transmission of the altitude information,
- "SQWK" control. The crew enters or changes the XPDR code in the
field below the SQWK indication, through the KCCU.

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XPDR FUNCTION - TRANSMISSION MODES & XPDR: CONTROL

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AICRAFT ENVIRONMENT SURVEILLANCE SYSTEM DESC.


The Master AESU is the one where the WXR function is available,
AESS: Reconfiguration and thus, the WXR/TAWS function group must be selected in this
AESU.
The AESS has three modes of operation:
The AESU where a surveillance function is not available receives the
- normal modes,
related data from the other AESU. Thus, the AESS can do all the
- mixed mode
surveillance functions.
- downgraded mode.
The same surveillance function/function group is not available in the
In normal mode and in mixed mode, only the AESU sends data to the
two AESUs.
A/C system: this AESU is referred to as the Master AESU.
The Master AESU is the one where the WXR/TAWS function group
The master AESU is the one with the WXR/TWS function group activated
is activated. This AESU stays the Master even if the WXR function
on the AESS control panel or on the "Status & Switching" page of the
is not available in the two AESUs.
"SURV" menu on the MFDs.
The AESS cannot do the surveillance related to the function/group
The other AESU, referred to as the Non-Master AESU, sends data to the
that is not available, but it can do the functions available.
Master AESU only.
Normal mode
In normal operation, the two function groups are activated in one
AESU.
The Master AESU does all the surveillance functions.
Mixed mode
In mixed mode, the two function groups are available.
One function group is activated in one AESU while the other function
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group is activated in the other AESU.


Downgraded mode
The AESS is in downgraded mode when:
- the weather radar antenna or the radar RF switch is defective, or
- the system has a minimum of two faults, one after the other.
There are two types of AESS downgraded modes.
A surveillance function in one group is not available in an AESU and
the other function of the same group is not available in the other
AESU.

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AESS: RECONFIGURATION - NORMAL MODE ... DOWNGRADED MODE

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NAVIGATION SYSTEMS MAINTENANCE (3)


ADR Tests
Text of step 1 of topic page 1
OMS Interactive Tests Overview
The ADR system provides the following interactive tests:
- Output test ,
- System Test,
- Equipment test,
These tests are launched from the OMS HMI (using the OMT, OIT
or PMAT).
Output Test
Text of step 1 of subtopic page 1
System Test
Text of step 1 of subtopic page 1
Equipment Test
Text of step 1 of subtopic page 1
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L1W06161 - L0KT0T0 - LM34Y1MAINT0001

ADR TESTS - OMS INTERACTIVE TESTS OVERVIEW ... EQUIPMENT TEST

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NAVIGATION SYSTEMS MAINTENANCE (3)


IR Tests
Text of step 1 of topic page 1
OMS Interactive Tests Overview
The IR system provides the following interactive tests :
- System Test ,
- Interface Test,
These tests are launched from the OMS HMI (using the OMT, OIT
or PMAT).
System Test
Text of step 1 of subtopic page 1
Interface Test
Text of step 1 of subtopic page 1
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L1W06161 - L0KT0T0 - LM34Y1MAINT0001

IR TESTS - OMS INTERACTIVE TESTS OVERVIEW ... INTERFACE TEST

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RADIO NAVIGATION AIDS SYSTEMS MAINTENANCE (3)


MMR Test
Text of step 1 of topic page 1
OMS Interactive Tests Overview
The MMR system provides the following interactive test:
- System Test,
This test is launched from the OMS HMI on the Onboard Maintenance
Terminal (OMT).
System Test
The system test does a check of the integrity of the MMR, all its inputs
and of the switching logic of the glide antennae.
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L1W06161 - L0KT0T0 - LM34Y2MAINT0001

MMR TEST - OMS INTERACTIVE TESTS OVERVIEW & SYSTEM TEST

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RADIO NAVIGATION AIDS SYSTEMS MAINTENANCE (3)


VOR Test
Text of step 1 of topic page 1
OMS Interactive Tests Overview
The VOR system provides the following interactive tests :
- VOR 1,
- VOR 2.
These tests are launched from the OMS HMI on the Onboard
Maintenance Terminal (OMT).
VOR Test
Text of step 1 of subtopic page 1
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L1W06161 - L0KT0T0 - LM34Y2MAINT0001

VOR TEST - OMS INTERACTIVE TESTS OVERVIEW & VOR TEST

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RADIO NAVIGATION AIDS SYSTEMS MAINTENANCE (3)


DME Test
Text of step 1 of topic page 1
OMS Interactive Tests Overview
The DME system provides the following interactive tests :
- DME 1,
- DME 2.
These tests are launched from the OMS HMI on the Onboard
Maintenance Terminal (OMT).
DME Test
Text of step 1 of subtopic page 1
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L1W06161 - L0KT0T0 - LM34Y2MAINT0001

DME TEST - OMS INTERACTIVE TESTS OVERVIEW & DME TEST

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RADIO NAVIGATION AIDS SYSTEMS MAINTENANCE (3)


ADF Test
Text of step 1 of topic page 1
OMS Interactive Tests Overview
The ADF system provides the following interactive tests :
- ADF 1,
- ADF 2.
These tests are launched from the OMS HMI on the Onboard
Maintenance Terminal (OMT).
ADF Test
Text of step 1 of subtopic page 1
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L1W06161 - L0KT0T0 - LM34Y2MAINT0001

ADF TEST - OMS INTERACTIVE TESTS OVERVIEW & ADF TEST

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RADIO NAVIGATION AIDS SYSTEMS MAINTENANCE (3)


DRA Test
Text of step 1 of topic page 1
OMS Interactive Tests Overview
The DRA system provides the following interactive tests:
- RAMP TEST,
- SYSTEM TEST.
These tests are launched from the OMS HMI on the Onboard
Maintenance Terminal (OMT).
RAMP Test
Text of step 1 of subtopic page 1
SYSTEM Test
Text of step 1 of subtopic page 1
L1W06161 - L0KT0T0 - LM34Y2MAINT0001

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DRA TEST - OMS INTERACTIVE TESTS OVERVIEW ... SYSTEM TEST

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SURVEILLANCE SYSTEM MAINTENANCE (3)


AESS Tests
The Master AESU does the BITE function (System BITE) for all the
AESS components. Only the Master AESU communicates with the CMS.
OMS Interactive Tests Overview
The AESS system provides the following interactive tests :
- Master AESU module tests,
- AESU aural alerts,
- Master AESU audio test,
- Master AESU display test,
- Master AESU system test.
These tests are launched from the OMS HMI (using the OMT, OIT
or PMAT).
Master AESU module tests
The system test does a check of all the AESS functions within the
master AESS.
AESU aural alerts
Text of step 1 of subtopic page 1
Master AESU audio test
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Text of step 1 of subtopic page 1


Master AESU display test
Text of step 1 of subtopic page 1
Master AESU system test
Text of step 1 of subtopic page 1

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AESS TESTS - OMS INTERACTIVE TESTS OVERVIEW ... MASTER AESU SYSTEM TEST

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SURVEILLANCE SYSTEM MAINTENANCE (3)


Master AESU module tests
Master AESU TAWS test
This test does a check of the TAWS function within the master AESU.
Master AESU TCAS/XPDR test
This test does a check of the TCAS/XPDR functions within the master
AESU.
Master AESU WXR test
This test does a check of the WXR function within the master AESU.
Master AESU IOM test
This test does a check of the IOM function within the master AESU.
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MASTER AESU MODULE TESTS - MASTER AESU TAWS TEST ... MASTER AESU IOM TEST

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SURVEILLANCE SYSTEM MAINTENANCE (3)


AESU aural alerts
TAWS aural alerts
Text of step 1 of subtopic page 1
WXR aural alerts
Text of step 1 of subtopic page 1
TCAS aural alerts
Text of step 1 of subtopic page 1
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AESU AURAL ALERTS - TAWS AURAL ALERTS ... TCAS AURAL ALERTS

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NAVIGATION SYSTEMS OPERATION, CONTROL & IND (3)


General
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L1W06161 - L0KT0T0 - LM34O1LEVEL0301

GENERAL

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NAVIGATION SYSTEMS OPERATION, CONTROL & IND (3)


ADIRS Presentation & Description

ADIRS Powering Procedure


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L1W06161 - L0KT0T0 - LM34O1LEVEL0301

ADIRS PRESENTATION & DESCRIPTION & ADIRS POWERING PROCEDURE

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NAVIGATION SYSTEMS OPERATION, CONTROL & IND (3)


ADIRS Position-Status & Parameters Checking
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L1W06161 - L0KT0T0 - LM34O1LEVEL0301

ADIRS POSITION-STATUS & PARAMETERS CHECKING

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NAVIGATION SYSTEMS OPERATION, CONTROL & IND (3)


ADIRS Manuel Alignment Procedure

ADIRU 1 Failure
ADR 1 Part Failure
IR 1 Part Failure
ADIRU 1 Failure With Possibility to Keep Attitude Function
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NAVIGATION SYSTEMS COMPONENT LOCATION (3)


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Air Data & Inertial Reference System (ADIRS) A/C ZONE 292
A/C ZONE 133
A/C ZONE 120
A/C ZONE 324
A/C ZONE 130
A/C ZONE 210 A/C Environment Surveillance System

Attitude & Heading Standby Data System A/C ZONE 120


A/C ZONE 210
A/C ZONE 133
A/C ZONE 110
A/C ZONE 123
A/C ZONE 270
A/C ZONE 210 (Cockpit)
A/C ZONE 130
Multimode Receiver (MMR) Functions
A/C ZONE 261
A/C ZONE 122
A/C ZONE 270
A/C ZONE 711
A/C ZONE 110
L1W06161 - L0KT0T0 - LM34C1LEVEL0301

Radio Altimeter
A/C ZONE 160
A/C ZONE 150
Distance Measuring Equipment
A/C ZONE 120
A/C ZONE 133
VHF Omnidirectional Range System

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AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE L1W06161
APRIL 2006
PRINTED IN FRANCE
AIRBUS S.A.S. 2006
ALL RIGHTS RESERVED

AN EADS JOINT COMPANY


WITH BAE SYSTEMS