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1
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The GPWS monitors the aircraft
flight path and generates visual
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00:00:04,784 --> 00:00:09,078
and audio warnings alerts when
the aircraft is in one of the
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defined hazardous situations.
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00:00:11,560 --> 00:00:14,650
These warnings will be
overridden by stall or wind
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00:00:14,650 --> 00:00:15,560
shear warnings.
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00:00:20,120 --> 00:00:27,133
The Ground Proximity Warning
System processes the data from
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RA18 years, one ILS, one FMGC,
1L, GCI U1.
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Most G PWS alerts and warnings
are generated as a result of
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changes in radar altimeter
heights or the rates of those
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changes.
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The system predicts potential
hazards from these trends, but
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it has no forward-looking
capability.
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The GPWS control panel is
located on the left side of the
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overhead panel.
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GPWS visual warnings are
provided on the miscellaneous
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panels.
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The system can be tested by
pressing either Ground Proximity
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Warning system, Glide slope,
push button switch.
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This test is normally performed
by the maintenance crew.
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In addition, two loud speakers
located on each lower side of
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the main panel broadcast GPWS
oral warnings even if they are
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turned off.
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If a high rate of descent is
detected at low level, GPWS will
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generate a repeated oral sync
rate.
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Sync rate Alert If this rate is
or becomes excessive, a
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repetitive oral warning whoop,
whoop pull up, whoop, whoop,
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pull up will be generated.
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In both cases, the red GPWS
light will illuminate.
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If rising ground is detected as
a potential threat to the safety
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of the aircraft, GPWS will alert
the crew with a repeated Terrain
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Terrain Oral alert.
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The system will then generate a
woop woop pull up warning after
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the terrain alert has been
repeated twice.
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In both cases, the red GPWS
light will illuminate.
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If the GPWS system detects a
rate of descent during the
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initial climb, after takeoff, or
during a go around, it will
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produce a repeated Don't Sink
command along with the GPWS red
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lights.
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If the gear is retracted or the
flap's not in the landing
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configuration and GPWS detects
that the aircraft is close to
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the ground, too low terrain
warning is generated and the red
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GPWS lights eliminate.
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If the aircraft continues to
descend, another warning too low
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gear is generated.
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Again, the red GPWS lights
eliminate.
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If the gear is down but the
flaps are not in the landing
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configuration, the warning too
low flaps is generated along
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with the GPWS red lights.
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As with other aircraft, the gear
warning has priority over the
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flap warning.
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Below 1000 feet on approach, a
GPWS glide slope, ARL and visual
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alert will be generated.
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If the runway is ILS equipped,
the ILS is tuned.
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The ILS signal is valid.
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The aircraft is significantly
below the glide slope.
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Both amber glide slope lights
will illuminate glide slope,
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glide slope, glide slope.
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The RO glide slope warning will
become louder if no corrective
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action is taken or if the
aircraft descends even further
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below the glide slope.
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Flat 3 is a recognized landing
configuration.
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If the option is used, or if
required by an ECAM procedure,
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the crew must select Landing
Flap 3 Switch ON to ensure that
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the GPWS does not generate
warnings when it detects that
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the aircraft is not in the
normal full flap configuration.
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00:04:53,720 --> 00:04:58,525
The associated green GPWS Flat 3
memo message is displayed on the
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engine warning display.
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Following certain failures, a
landing may have to be made with
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an even further reduced flap
setting.
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00:05:10,960 --> 00:05:14,601
The crew can select the Flap
Mode push button switch off to
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inhibit GPWS flap warnings.
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00:05:17,040 --> 00:05:20,176
If the flap mode is off, the
green Flap Mode OFF message is
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displayed on the Engine warning
display.
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00:05:28,110 --> 00:05:31,626
When selected off, the Glide
Slope mode push button switch
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will inhibit the GPWS glide
slope warning.
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The white off light illuminates
when the GPWS is selected off.
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All warnings are inhibited.
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00:05:49,760 --> 00:05:54,000
If your aircraft is equipped
with the enhanced GPWS e.g.
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PWSA forward-looking capability
for terrain is added.
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00:05:58,720 --> 00:06:01,640
The basic GPWS functions remain
unchanged.
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00:06:02,120 --> 00:06:02,600
e.g.
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PWS is based on terrain database
and FMGC current position, not
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on radar returns.
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00:06:10,000 --> 00:06:13,873
The purpose of the enhanced GPWS
is to avoid a controlled flight
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into terrain and to give enough
time to the crew to perform an
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avoidance maneuver.
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00:06:24,790 --> 00:06:29,042
The Enhanced GPWS uses a terrain
database coupled with an FMGS
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position to calculate 2 terrain
envelopes ahead of the aircraft.
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00:06:34,000 --> 00:06:37,009
When a conflict is detected
between these terrain envelopes
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and the terrain memorized in the
database, an alert is triggered.
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1 terrain envelope corresponds
to a caution level, while the
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second one corresponds to a
warning level.
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Two terrain on navigation
display switches are installed
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on each side of the center
instrument panel for each ND.
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00:07:00,250 --> 00:07:04,090
To display terrain, the terrain
on ND switch must be on.
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00:07:05,080 --> 00:07:10,183
Be aware that whether radar
information is replaced by
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00:07:10,183 --> 00:07:15,750
terrain information even if the
radar is switched on in the
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lights out position, the
enhanced GPWS operation is fully
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automatic.
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00:07:22,580 --> 00:07:26,160
If the terrain switch is off,
the enhanced functions are
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inhibited, but basic GPWS
functions are still operative.
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If the enhanced functions fail,
the fault light will eliminate,
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but the basic GPWS functions
remain operative.
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00:07:37,880 --> 00:07:41,623
For the basic GPWS, the system
switch controls the basic
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functions.
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00:07:48,690 --> 00:07:52,033
Should the Terrain ON ND
function not be selected on when
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a caution or warning is
triggered, the terrain display
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will automatically turn on and
the ON light on the terrain
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switch will illuminate.
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00:08:06,030 --> 00:08:09,617
The second enhanced GPWS
protective function provides a
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00:08:09,617 --> 00:08:13,653
terrain clearance floor envelope
for each runway stored in the
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database.
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00:08:14,800 --> 00:08:21,401
This function warns against a
premature descent below this
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floor regardless of aircraft
configuration caution.
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00:08:27,420 --> 00:08:30,171
The relative height is
calculated using the captain's
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barometric setting.
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00:08:31,580 --> 00:08:34,964
Thus, the system does not
protect against Barrow setting
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errors.
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00:08:36,060 --> 00:08:39,140
The position is calculated using
FMGC One.
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00:08:39,740 --> 00:08:43,422
The system does not protect
against FMGC One position
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errors.
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00:08:49,920 --> 00:08:53,325
Should NAV accuracy become
downgraded, the enhanced
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00:08:53,325 --> 00:08:57,320
functions of the enhanced GPWS
are automatically deselected.
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00:08:57,800 --> 00:09:01,680
They will remain so until high
NAV accuracy is restored.
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00:09:02,760 --> 00:09:05,800
The basic GPWS functions remain
operative.
10766
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